Tunbridge Wells Borough Transport Strategy
REVISED DRAFT
July 2003
Draft Tunbridge Wells Borough Transport Strategy
Contents
What is the Draft Borough Transport Strategy For?Introduction...... 1 Strategic Transport Provision...... 665 A Transport Vision for the Towns – Royal Tunbridge Wells and Southborough...... 12 Access to Royal Tunbridge Wells Town Centre ...... 19 Urban Parking Strategy...... 3231292928 Traffic Management and Traffic Calming Strategy ...... 3837353534 Bus Strategy ...... 43424039393938 Rail Strategy...... 50494645454544 Cycle Strategy ...... 55545150505049 Pedestrian Strategy...... 60605757575754 Royal Tunbridge Wells Town Centre...... 65656262616158 Southborough Town Centre ...... 71716868666663 Longfield Road Area ...... 76757372707167 Paddock Wood ...... 72 Cranbrook...... 76 Hawkhurst ...... 80 A Transport Vision for the Rural Area ...... 84 Management of Traffic and Heavy Goods Vehicles...... 86 Rural, Public and Community Transport Services ...... 89 Framework for Villages Transport ...... 93 Country Lanes and Hamlets ...... Safer Routes to SchoolsSchool Travel...... 97 Travel Plans ...... 99 Proposed Schemes...... 106 Appendices...... 129 Draft Tunbridge Wells Borough Transport Strategy Tables
Table 1 – Local Transport Plan Objectives ...... 554 Table 2 – Strategic Transport Provision Action Plan...... 10 Table 3 – Urban Strategy Elements...... 16 Table 4 – Urban Transport Strategy Targets ...... 18 Table 5 – Royal Tunbridge Wells and Southborough Town Centre Access Action Plan...... 252523 Table 6 – Urban Parking Strategy Action Plan...... 3534323231 Table 7 – Traffic Management and Traffic Calming Action Plan...... 4039373736 Table 8 – Bus Strategy Action Plan ...... 46454342424241 Table 9 – Rail Strategy Action Plan...... 53524948484847 Table 10 – Cycle Strategy Action Plan ...... 57575353535351 Table 11 – Pedestrian Strategy Action Plan...... 62625959595956 Table 12 – Royal Tunbridge Wells Town Centre Action Plan ...... 67676464636360 Table 13 – Southborough Action Plan...... 73727069676865 Table 14 – Longfield Road Action Plan ...... 70 Table 15 – Paddock Wood Action Plan ...... 74 Table 16 – Cranbrook Action Plan...... 78 Table 17 – Hawkhurst Action Plan ...... 82 Table 18 – Management of Traffic and Heavy Goods Vehicles Action Plan...... 87 Table 19 – Rural, Public and Community Transport Services Action Plan...... 91 Table 20 – Recommended Actions for All Village TypesVillages Action Plan...... 108105103100969794 Table 21 – Recommended Actions for each Village Type ...... 96 Table 22 – Safer Routes to SchoolsSchool Travel Action Plan ...... 99 Table 23 – Travel Plans Action Plan ...... 126121120116110109104 Draft Tunbridge Wells Borough Transport Strategy Plans
Plan 1 – Royal Tunbridge Wells and Southborough Proposals Map Plan 1A – Royal Tunbridge Wells Town Centre Proposals Map Plan 2 – Paddock Wood Proposals Map Plan 3 – Cranbrook Proposals Map Plan 4 – Hawkhurst Proposals Map
Appendices
Appendix 1 – Local Transport Plan for Kent 2001/02 to 2005/06 Tunbridge Wells bid Appendix 2 – Roadside Facilities, Kippings Cross, Brenchley Appendix 3 – Land Reserved for Car Parking at Ashurst Station, Ashurst and, Speldhurst
Draft Tunbridge Wells Borough Transport Strategy
What is the Draft Borough Transport Strategy For?Introduction
THE DRAFT BOROUGH TRANSPORT STRATEGYWHAT IS THE TUNBRIDGE WELLS BOROUGH TRANSPORT STRATEGY FOR?
1.1 The Draft Tunbridge Wells Borough Transport Strategy (Transport Strategy) has been produced to provide a framework for the future development and provision of transport services and facilities.
1.2 It aims to facilitate an efficient transport system, in a sustainable manner, which that meets people’s needs for personal mobility, including disabledmobility impaired and disadvantaged people; enables the movement of goods, ; supports the implementation of the Local Plan, ; protects the environment; contributes to healthier lifestyles and maintains the Borough’s economic prosperity.
1.3 It examines the problems encountered in the Borough’s major urban area, Royal Tunbridge Wells. The Draft Borough Transport Strategy includes specific proposals for Southborough, Paddock Wood, Hawkhurst, Cranbrook and the 14 largest villages in the Borough, as well as general principles and policy for other rural areas.
1.4 The Councils, through Air Quality Monitoring, have not currently identified any sites where Air Quality intervention is required. Through the delivery of the Transport Strategy, it is intended that local air quality will be improved.
1.45 The Draft Transport Strategy is intended to be both comprehensive and integrated. It provides broad policies and aims for the 10-year period from financial years 2001 2003/04 to 2011/12. It also identifies how these can be achieved through a series of recommendations covering the short term (2003/04 to 2005/060-2 years), medium term (2006/07 to 2008/093-7 years) and long term (2009/10 to 2011/128-10 years).
1.56 It seeks to address all major transport issues in all areas. It is integrated in that the policies and strategies are based around actions that include all forms of transport and also include parking strategies which are designed to act in a complementary way to ameliorate the problems experienced in the Borough and to meet future aspirations.
1.67 The Draft Transport Strategy has been developed with reference to a set of objectives (labelled “TS”) that are identified through this document. The objectives are consistent with those set out in Kent County Council’s Local Transport Plan.
HOW DOES THE DRAFT TUNBRIDGE WELLS BOROUGH TRANSPORT STRATEGY RELATE TO LOCAL AND CENTRAL GOVERNMENT POLICIES?
1.78 Documents relevant to this document include:
· Local Transport Plan for Kent 2001/2002 to 2005/2006;
· Tunbridge Wells Borough Local Plan Review — Second Deposit Copy; and
· Central Government policy documents.
1 Draft Tunbridge Wells Borough Transport Strategy
INTEGRATION WITH THE LOCAL PLAN AND LOCAL TRANSPORT PLAN
1.89 The Draft Transport Strategy has been developed in conjunction with the Local Plan and the Local Transport Plan. As such, a clear relationship between the planning and development policy within the Borough and the transport planning policy has been established. This will ensure that over the period of the Local Plan and Local Transport Plans a co-ordinated approach is adopted to maximise the economic and environmental qualities of the Borough whilst reducing and mitigating transport problems. The Local Transport Plan objectives are summarised in Table 1.
1.910 Throughout the development of the Transport Strategy, Tunbridge Wells Borough Council and Kent County Council have worked together to ensure an approach consistent with policies, aims and objectives at both a Borough and County level. The Councils are committed to taking this Draft Borough Transport Strategy forward through further public consultation on detailed proposals.
PUBLIC INVOLVEMENT AND CONSULTATION
1.1011 Key stakeholders and representative groups have been interviewed as part of the development of the Transport Strategy. These discussions supplement those the extensive consultation undertaken as part of consultation on “Tunbridge Wells Borough 2000+ Transport Issues” and the Draft Transport Strategy. The Draft Transport Strategy aims to address many of the issues identified in “Tunbridge Wells Borough 2000+ Transport Issues”.
1.1112 The Transport Strategy, by its very nature, does not give definite detailed designs. Once it has been approved and the Borough Councils will need to undertake further detailed assessments of the nature of any investment in the transport systems.
1.1213 The aim will be to involve residents, businesses and transport operators in the development and provision of transport services.
HOW WILL THE DRAFT TUNBRIDGE WELLS BOROUGH TRANSPORT STRATEGY BE FUNDED?
1.1314 There are a number of sources of funding for the Transport Strategy and these include:
· Transport-related funds from Central Government and Kent County Council;
· Additional investment funds from Kent County Council and Central Government;
· Financial contributions from the private sector;
· Funds from members of Quality Partnerships1; and
· Tunbridge Wells Borough Council additional funds.
1.1415 Each of these sources will need to be carefully examined over the period of the Transport Strategy to find the most appropriate ways of funding the investment programme required.
1 An agreement between the Borough or County Council and private sector bodies to seek to improve provision of services or facilities through joint working.
2 Draft Tunbridge Wells Borough Transport Strategy
HOW WILL THE DRAFT TUNBRIDGE WELLS BOROUGH TRANSPORT STRATEGY BE IMPLEMENTED?
1.1516 A targeted programme of investment will be drawn up based on the Transport Strategy. In developing implementing the Transport Strategy, consultation and public participation will be important to achieve consensus on the varied options and problems to be addressed.
1.1617 A range of different organisations will be involved in implementing the Transport Strategy. In many cases this will be in the form of a partnership between the local authorities and other organisations. An indication of the organisations likely to be involved is presented in the Action Plans. As the schemes evolve it may, of course, be necessary to include other bodies.
1.1718 The key organisations have been allocated an abbreviation in the Action Plans as identified below:
· LA – local authorities, i.e. Tunbridge Wells Borough Council, Kent County Council, town Town and Parish Councils;
· CG – Central Government – Government departments such as DETRDFT and associated agencies such as the Highways Agency;
· BO – Bus operators;
· FTA/RHA – Freight Transport Association/Road Haulage Association
· TOCs/ NR – train operating companies, Railtrack Network Rail and the Strategic Rail Authority (SRA); and
· DEV – developers.
HOW DOES THIS DOCUMENT WORK?
1.1819 In the following sections the need for the Transport Strategy is identified. In the remainder of the document each section follows the structure shown below:
· Background – a brief summary of the history and previous proposals;
· Strategy – identifies the key areas of action;
· Benefits and Impacts – shows the main benefits to be derived from the Strategy and any problems or disbenefits that may be experienced; and
· Action Plan – actions are identified for the short, medium and long term. Where an action will result in a scheme then the reference and location are identified.
HOW WILL THE TRANSPORT STRATEGY BE MONITORED AND REVIEWED? 1.20 It is fundamental to the success of the Transport Strategy that it is carefully monitored and any necessary reviews undertaken.
1.21 To assess the impact of the Transport Strategy it is necessary to establish the current situation and compare this to changes in travel modes and patterns. To inform the Transport Strategy monitoring a
3 Draft Tunbridge Wells Borough Transport Strategy
Monitoring Framework will be developed. This will maximise the resources of all the partners to the Transport Strategy and present a coherent picture of change.
1.22 For Royal Tunbridge Wells and Southborough, traffic data is currently assimilated from an Inner and Outer cordon of traffic counters. This is supplemented with an estimation of non-vehicular traffic and bus patronage across the cordons. The data is used to monitor progress towards meeting Borough and County targets associated with the Road Traffic Reduction Act. In discussion with the Public Transport Operators, the Councils will modify the data cordons to improve, for the purposes of the Transport Strategy, the data that is collected. Data will also be sought from bus and rail Transport Operators, particularly as part of a Quality Bus Partnership.
1.23 As proposals are implemented, before and after data will be collected. Where appropriate this will include qualitative data from surveys of scheme users. This will be reviewed and will inform the design and implementation of future proposals.
1.24 On an annual basis, scheme appraisals; regular monitoring undertaken as part of the cordon counts; and an interrogation of Personal Injury Crash rates will be analysed to monitor progress to meeting the Transport Strategy targets and to inform the Councils’ bid for yearly funding. This process will be drawn together in March each year to co-ordinate with the Councils’ bidding processes including the yearly submission to GOSE as part of the Kent Local Transport Plan process.
1.25 To show background trends, general data will be collected for the rural towns of Paddock Wood, Cranbrook and Hawkhurst on an annual basis for the main routes though the towns. In the case of Cranbrook, A229 Angley Road will also be monitored. On a three-yearly basis detailed modal information will be collected. To supplement this, as in the urban area, larger schemes in the rural towns; villages; hamlets; and country lane will be monitored before and after implementation.
1.26 In 2006/2007 a mid-period review will be undertaken of the Transport Strategy; its targets and proposals. This review will coincide with the preparation of the Local Development Framework and inform the final five years of the Transport Strategy that will be amended as necessary in line with the second Kent Local Transport Plan and the end of the 2011 Borough Local Plan.
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Table 1 – Local Transport Plan Objectives
LTP1 UK Gateway
To meet the transport needs of local communities in Kent and the requirements to link the UK with mainland Europe in an effective manner, ensuring transport through Kent is at maximum efficiency whilst ensuring minimum damage to the Kent environment and minimum disruption to Kent residents and its economy.
LTP2 Environment and Heritage
To conserve and enhance the quality of Kent’s natural and built environment, its countryside, character as the Garden of England and cultural heritage.
LTP3 Accessibility and Choice
To recognise and support the car as the prime means of passenger transport in Kent. To maintain and improve the level of accessibility for all transport users in order to provide a balanced transport system that would widen choice, offer realistic alternatives to transport users and provide a means of transport for all members of society.
LTP4 Economy
To stimulate economic activity and employment in Kent through the appropriate management, maintenance and improvement of transport infrastructure and transport provision in support of a sustainable pattern of development.
LTP5 Safety
To provide a safe and secure transport system for all users throughout the total length of their journeys within Kent.
LTP6 Integration
To promote a more efficient transport system through the integration of different modes of transport and the integration of transport with land use planning.
LTP7 Demand management
To influence and manage the demand for transport both within and through Kent.
LTP8 Health
To improve the health and wellbeing of the people of Kent by promoting a transport system which enhances environmental conditions (such as air quality) and encourages healthier living.
Source: Local Transport Plan for Kent 2001/02 to 2005/06, Kent County Council
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Strategic Transport Provision
BACKGROUND Roads 2.1 The A21 forms part of the trunk road network in Kent as it is the major north-south road corridor for traffic accessing Royal Tunbridge Wells. However, considerable volumes of traffic pass through the area using the A26 and other roads, and considerable congestion is experienced on the A21 between Tonbridge and Tunbridge Wells at peak periods.
2.2 There is an approved scheme for the Lamberhurst Bypass which requires a section of the A262 to be trunked and a two-lane dual carriageway which proceeds south along an alignment to the east of Lamberhurst Golf Club. The construction of the Lamberhurst Bypass is scheduled to begin in the financial year 2001/20022003/2004 and the construction period is expected to last 18-24 months.
2.3 The Department for Transport (DfT), formerly the Department of the Environment, Transport and the Regions (DETR), has completed the “Access to Hastings Multi-Modal Study” which looked at a range of transport options covering all modes of travel. The study recommends online widening of the A21 between the Tonbridge and Pembury Bypasses to dual two-lane standard.
2.4 The recommended scheme incorporatesA draft scheme has been released for consultation and includes:
· a 50mph speed limitderestricted two-lane dual carriageway;
· a roundaboutan extended southbound slip-road at the northern (Tonbridge) end of the link;
· an enlarged roundabout at existing ground levela grade separated junction at the Longfield Road junction; and
· restrictions to turning movements for priorities adjacent to this stretch of the A21a junction to serve properties adjacent to the new route.
2.5 However, this recommendation isThese proposals are subject to Government support, design feasibility studies, further public consultation and the approval of necessary statutory orders.
2.6 The Access to Hastings Multi-Modal Study advises that the A21 between Pembury and Hastings should be the subject of further feasibility studies due to the importance of the road in providing strategic access to Hastings and existing road safety issues.
Rail 2.7 Royal Tunbridge Wells has high-quality rail services to its neighbours, Tonbridge and Sevenoaks, and then on to London. Operational restrictions mean the same quality of service cannot be provided to the south of Royal Tunbridge Wells.
2.8 Other important rail services operate through the Borough, serving stations at Paddock Wood and Ashurst. These services are also used for travel to London by residents of Tunbridge Wells Borough. Services from Tonbridge to London and elsewhere are also heavily used by Borough residents.
2.9 Planned improvements to strategic rail services affecting the Borough include:
6 Draft Tunbridge Wells Borough Transport Strategy
? Thameslink 2000, including improved services from Paddock Wood and Tonbridge;
? Channel Tunnel Rail Link; and · Electrification of the London to Uckfield Line and other improvements included in the recent GoVia South Central franchise.
OBJECTIVES
2.109 In terms of strategic or long-distance transport provision the Councils will seek:
TS1 to support appropriate strategic road highway proposals that would reduce traffic congestion, improve road safety, support the local economy, and provide appropriate routes for through- traffic, provided this can be achieved with minimal environmental impact.
TS2 to support appropriate strategic rail proposals that will increase the attractiveness of rail as a means of long distance travel within and beyond the Borough, including to London.
TS3 to facilitate the provision and enhancement of long-distance walking and cycling routes traversing the Borough.
TS4 to encourage traffic, particularly HGVs, to use appropriate roads and to discourage inappropriate traffic speeds and volumes in sensitive areas.
STRATEGY
2.1110 The strategic improvements required as part of the Draft Borough Transport Strategy are the responsibility of other organisations to deliver. RailtrackNetwork Rail and the Train Operating Companies (TOCs) and the Strategic Rail Authority (SRA) are responsible for planning and delivering rail infrastructure and service improvements, whilst the Department of the Environment, Transport and the Regionsfor Transport (DETRDfT) and Kent County Council fund the majority of strategic road highway improvements within the Borough.
Roads
2.1211 The Councils will actively petition the DETRDfT, the Highways Agency (HA) and regional bodies to promote the delivery of improvements to the A21 and work together to facilitate the provision of the A228 Colts Hill Road improvementsStrategic Link.
2.1312 Improvements to the A21 sought by the Councils include the provision of the Lamberhurst Bypass, dualling between Tonbridge and Pembury, and improvements south of Kippings Cross.
2.1413 The dualling of the A21 between Tonbridge and Royal Tunbridge WellsPembury is essential to an important component in the delivery of the Draft Borough Transport Strategy in the long term. As well as relieving Royal Tunbridge Wells and Southborough and opening up access to employment areas and the District General Hospital, this scheme will reduce rat-running through villages with consequential improvements in road safety. Improvement of the A21 should include the upgrading of the A21/Longfield Road junction, to a grade separated standard.
7 Draft Tunbridge Wells Borough Transport Strategy
2.1514 The provision of a high-quality roadside service area on the A21 at Kippings Cross will similarly reduce the use of local roads by long distance traffic (see Appendix 2).
2.1615 In principle, the Councils support the following single carriageway bypass schemesOther strategic road improvements sought by the Councils are:
· Kippings Cross to Lamberhurst Bypass; and
· Lamberhurst Bypass to Coombe Well Priory FarmFlimwell.
2.1716 The A228 Colts Hill Strategic Link and provision of slip roads between the A21 and M26 will assist in the delivery of the Draft Borough Transport Strategy. The upgrading of the A228 is important in terms of the economic development of Kent and will improve access for HGVs to Paddock Wood employment areas., and t The single carriageway link, bypassing Colts Hill, would remove traffic from the residential frontage;, improve the local environment and possibly reduce traffic on parts of the A26. (sSome traffic currently chooses to use the A26 through Tonbridge to access Maidstone, rather than travelling on the A228 because of the poor quality and low capacity of the road).
2.1817 These strategic highway improvements would help to ensure that through-traffic (particularly HGVs) is directed to appropriate routes. The schemes will reduce traffic flows through villages, with consequential improvements in road safety. Improved village environment and amenity of local residents will also result.
Rail
2.1918 The Councils are in a position to seek to influence national decisions on transport funding and priorities through lobbying the responsible organisations. Detailed rail proposals improving access to Royal Tunbridge Wells are covered in the Royal Tunbridge Wells and Southborough Rail Strategy section below.
2.2019 In principle, the Councils support the improvements to strategic rail services referred to above. These improvements will significantly enhance service levels for Borough residents. Consequently, the use of rail in preference to the private car for longer trips will be encouraged, reducing the pressure caused by through-traffic on Royal Tunbridge Wells.
2.2120 The Royal Tunbridge Wells line is severely constrained by the single-track tunnels to the north and south of the Tunbridge Wells Central sStation (TWC). Widening of existing tunnels, or the boring of another parallel tunnel will have considerable cost implications and will severely disrupt services for the period of construction. In addition, it may not be possible to realise the full value of the additional capacity because of restrictions on train path availability in London, which will restrict the potential for additional longer distance express services to be operated.
2.2221 As the Tunbridge Wells services are part of a franchise (South East) that is not due for renewal until October 2011 there are unlikely to be major initiatives from the franchise holder (Connex) that they were not already committed to, unless there is clear commercial benefit or there was a mechanism of funding any financial loss they may suffer. The conduit for strategic improvements, either as part of franchise renewal, or outside it, is the SRA and they should fully understand the aspirations of the Councils if their backing is to be gained.
2.2322 It would appear that without major infrastructure upgrades costing many millions of pounds and involving extended line closure, the capacity constraints between Tunbridge Wells Central (TWC) and
8 Draft Tunbridge Wells Borough Transport Strategy
Tonbridge mean that a choice would have to be made as to whether to use the remaining line capacity for service enhancements on the existing lines or to run a service from TWC to Eridge and beyond to Lewes. The Transport Strategy supports both proposals but relies heavily on the use of stations to the south of Royal Tunbridge Wells as part of the Park and Rail strategy (see Access to Royal Tunbridge Wells Town Centre).
2.2423 Other improvements could involve the lengthening of trains to 12 cars from Hastings, instead of being coupled at TWC, if the traction power supply system was up-rated south of TWC. The direct benefit to TWC passengers would be minimal apart from freeing platform capacity and maybe allowing extra services, although the tunnels would still act as a constraint. Platforms south of TWC would need to be able to accommodate 12-car trains and would probably require lengthening in some instances. New trains to which Connex are apparently committed willhave improved the travelling environment and should reduced the Hastings to London journey time. The continued roll-out of the new trains should be pursued.
2.24 Further consequential improvements to rail services in the Borough could be derived through electrification of the Ashford to Hastings line (as contained in the Access to Hastings Multi Modal Study). This would free up paths for frequent shuttle trains between Wadhurst and Tonbridge, during peaks hours, that could be used for Park and Rail options for commuters.
2.25 The Councils will actively encourage Train Operating Companies and RailtrackNetwork Rail to enable improved services to the Borough’s stations, including Royal Tunbridge Wells Central station and stations further south within the lifetime of the Transport Strategy.
2.26 There is the opportunity for improved rail services to be complemented by measures to increase the stock of suitable parking at Ashurst and Paddock Wood stations, and through provision of feeder bus services from rural areas.
2.27 The Transport Strategy seeks to facilitate increased rail freight movement from sites within the Borough, e.g. Paddock Wood, where opportunities arise, provided this could be achieved without a detrimental increase in road freight movements in the Borough. The development of a Quality Freight Partnership would inform the transfer of freight from road to rail as well as identifying opportunities to provide suitable road routes within the urban and rural areas of the Borough.
Public Rights of Way 2.28 The Borough has a substantial network of Public Rights of Way, including strategic long distance cycle routes, footpaths and bridleways. Off-road routes may be threatened where they are crossed by new strategic road infrastructure. On-road sections may be dangerous where the speed and volume of traffic compromises safety. The Public Rights of Way Network must be protected and, as opportunities arise, enhanced. In particular, as strategic highway improvements are pursued existing routes must be fully allowed for in their design. Where possible the designs should facilitate improvements and not introduce severance.
2.29 Although currently few strategic/long distance cycle and walking routes exist in the Borough, the provision of the strategic highway improvements should be used to create high quality strategic links. Where long distance cycle and walking routes use roads as part of the route, safety is an important concern (see Country Lanes and Hamlets section)
BENEFITS
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Roads
2.2830 The strategic highway improvements provide adequate capacity to ensure the smooth movement of longer distance traffic in the area, reducing the interference with local traffic and facilitating access to Royal Tunbridge Wells and Southborough.
2.2931 Meeting these objectives will assist in achieving:
· a reduction in the level of through-traffic on local roads, assisting the delivery of schemes related to the urban areas;
· reductions in the delays and congestion experienced by traffic accessing Royal Tunbridge Wells and Southborough caused by through-traffic on the A21;
· improved access to key economic development areas and the District General Hospital;
· the removal of through-traffic from the villages, for example at Lamberhurst; and
· more available road capacity on the radial routes in Royal Tunbridge Wells, assisting the delivery of public transport priority and pedestrian/cycle schemes that in turn will reduce total traffic levels in the town.
Rail
2.3032 Liaison with RailtrackNetwork Rail, the Train Operating Companies and the Strategic Rail Authority will highlight the opportunities for improvements in services and increased rail freight movements.
2.3133 By enhancing rail services a greater proportion of long distance travellers will choose rail, with a net benefit to both the town and the Borough through reduced traffic levels. Improvements to facilities at other stations will encourage travellers to use their local stations, increasing convenience and reducing local traffic delays around Royal Tunbridge Wells Central station.
IMPACTS
Road
2.3234 A detrimental impact will be experienced if substantial road building is undertaken in the Borough. However, the disbenefits locally are expected to be reduced through the due to improved traffic flow conditions and potentially greater volumes of movementmore trips being undertaken by rail rather than road. The disbenefits should be controlled to ensure speed limits are not exceeded as a result of freer moving traffic and to ensure design capacity does not encourage significant growth in vehicle trips.
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Table 2 – Strategic Transport Provision Action Plan Action Short Term Proposal Location Implementing Agency reference [Key at paragraph 1.18] 2.1 Lobby Central Government to implement the LA recommendations of the “Access to Hastings Multi-Modal Study” to improve strategic rail and road provision within the Borough. 2.2 Continue to support, in principle, the proposals for Thameslink 2000, CTRL and the electrification of the London to Uckfield line. 2.3 Initiate discussions with the TOCs, RailtrackNetwork Rail LA, TOCs/RTOCs/NR and the SRA regarding the transport needs of the R1 Tunbridge Wells – Eridge Railway Line Borough, levels of service and investment. Actions for the Councils to assist in delivering the improved services should be identified. 2.4 Continue to lobby the Government to prioritise the dualling E1 A21/Longfield Road junction LA, CG of the A21 trunk road between Tonbridge and Pembury Bypass, including the upgrading of the Longfield Road junction. 2.5 The Councils will support the early construction of the Lamberhurst Bypass. 2.65 Make provision for a roadside service area at Kippings Cross. 2.76 The Councils will lobby the Government for improvements LA to the A21 south of Kippings Cross. 2.87 The Councils will support, in principle, the delivery of improvements to the A228. 2.98 The Councils will lobby the Government for the provision LA, CG of east facing slip roads on the M25 and M26 to relieve the A26. 2.109 The Councils will seek to implement, or influence the implementation of, schemes that enhance long distance
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walking, cycling and equestrian routes throughout the Borough. Medium Term 2.910 Lobby the SRA for appropriate capital investment in rail LA, CG services to meet the Borough’s needs. 2.1011 Continue to lobby the Government and SRA for LA, CG appropriate capital investment in strategic road and rail R1 Tunbridge Wells – Eridge Railway Line improvements for the BoroughLobby the Highways Agency and DETR to ensure investment in the road network meets the needs of the Borough. 2.142 The Councils will carry out travel awareness and safety LA campaigns, including the targeting of excess speed, and monitor the effectiveness of those campaigns. Long Term 2.13 The Councils will seek to establish a Quality Freight LG, FTA/RHA Partnership. 2.1114 Continue to lobby the Government and SRA for LA, CG appropriate capital investment in strategic road and rail R1 Tunbridge Wells – Eridge Railway Line improvements for the Borough.
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A Transport Vision for the Towns – Royal Tunbridge Wells and Southborough
BACKGROUND
3.1 The urban areas of Royal Tunbridge Wells and Southborough experience a range of problems for which solutions must be found in the near future:
· High levels of car demand;
· Comparatively low provision and usage of public transport services;
· Poor facilities for walking, cycling and public transport;
· Congestion on routes to the town centre; and
· Conflicts where traffic and local activities place different requirements on the available road capacity.
3.2 The ongoing vitality of the local economy indicates that, without intervention, the rate of growth in traffic volumes is likely to continue in the future. This underlying demand for increased travel is expected to be maintained against the background of few, if any, opportunities for substantial increases in road capacity.
3.3 Few people travelling regularly through the towns would deny the very real problem posed by traffic congestion. On the main roads leading into town, and on most of the town centre roads, traffic congestion is both a severe and regular occurrence. Whilst a major road building programme might solve the problems, such a solution would have severe local environmental impacts and run contrary to national, regional and local policy.
3.4 So, without action, what might happen to Royal Tunbridge Wells in the next 10 years? According to Government figures traffic levels could grow by between 12% and 20% over the next 10 years. Where congestion does not exist at present, problems would begin to develop. Where there are existing current problems, these would be exacerbated and people might be forced to travel at other times, and rat-running through quiet lanes and on residential roads may increase.
3.5 The impacts would affect not only people travelling by car but also all other people travelling on the roads or undertaking activities located close to the road network. Buses would become less reliable and the bus companies might incur greater costs, most likely passed on to passengers, to maintain the same level of service as they do today. This might lead to a spiral of decline in public transport provision.
3.6 With higher traffic flows in general, and particularly on residential and rural roads, cyclists and pedestrians would find the roads less attractive. Crossing the road would be more difficult and accident rates would probably increase.
3.7 The pleasant surroundings and environment in the Royal Tunbridge Wells town centre could be affected. Combined with the worsening of traffic conditions this would make the town centre a less accessible and less attractive place to visit. Similar impacts might be felt in the tourist and recreation areas.
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3.8 Businesses throughout the town centres would be affected. Increased journey times to and from work, and also on business trips would result in lost productivity, and delivery costs might increase to offset journey times. All these would have effects on the competitiveness of the towns’ businesses.
3.9 The effects would be felt particularly strongly close to the more heavily trafficked roads, especially for more sensitive activities. In particular, residential roads, suburban shopping areas and schools would be affected.
3.10 Achieving sustainable development to meet the needs of the towns would be more difficult, with brownfield sites being less attractive than greenfield sites. This could result in further urbanisation of the rural parts of the Borough.
3.11 Such a sequence of events is not desirable for the residents, businesses or visitors to the towns. The Councils have therefore sought to develop an approach to managing and planning the development of the towns to ensure a more acceptable future for the towns’ transport systems.
A VISION
3.12 With a view to the concerns expressed by the local people, and in relation to local and regional objectives relating to transport, the economy, health, the environment and society, a transport vision for the towns has been identified.
3.13 By 2011 Royal Tunbridge Wells and Southborough will be a more pleasant place to live, work, shop and visit. The town centres will have higher quality environments where the car has reduced impacts and where pedestrians, the mobility impaired and cyclists can move about with greater safety and convenience. A range of attractive alternatives to the car for everyday travel will be available, with the Councils, local companies, residents and employees working together to ensure that opportunities to reduce car travel are taken. Royal Tunbridge Wells and Southborough will be a premier location in Kent for retail, hospital, residential and other development.
HOW CAN THIS BE DELIVERED?
3.14 This vision can be delivered through a transport strategy that takes an holistic approach to transportation, looking at solutions that combine the strengths of a number of different elements of transport provision to provide a more balanced way of solving the towns’ problems. By integrating a number of different elements in a strategy, the effects of individual packages of measures is enhanced; r. Restrictions in choice in one area are offset by improvements in another.
3.15 In solving these problems consideration should be given to the impacts of any strategies on five key areas:
· environmental impact – to protect the built and natural environment;
· safety – to improve safety;
· economy – to support sustainable economic activity and get good value for money;
· accessibility – to improve access to facilities for those without a car and to reduce severance; and
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· integration – to ensure that all decisions are taken in the context of the Government’san integrated transport policyTransport Strategy.
3.16 To ensure that the economic vitality of the towns and quality of life for residents is maintained, a positive strategy must be developed which attempts to solve the problems without following a road- building programme which that could not be sustained over the longer term.
3.17 Over the next 10 years the most attractive option is to increase the choice available to people to travel by means other than the car, and in trying to do this there are any number of provisions, incentives and disincentives that might be applied. Currently in Royal Tunbridge Wells, as in many towns throughout the country, the car is the first and natural choice for most people. To encourage people to consider, and then to choose, alternative forms of transport will take time. Incentives and provisions need to be put in place and disincentives gradually phased in. In this way a change of behaviour in the long term is a gradual process.
3.18 The approach to the implementation of the urban elements of the Transport Strategy is outlined below:
? The initial actions are positive improvements to the existing transport system. The investment should be targeted at particular problem areas which that have safety, accessibility or capacity implications and which can be resolved through minor modifications and improvements. Initiatives to increase awareness and knowledge of alternatives should be developed (such as School and Company Travel Plan, awareness raising campaigns, Cycle to Work days, public transport timetable improvements). Focused investment from the maintenance programme might also assist in some areas through the installation of new facilities or improvement in existing infrastructure;.
3.19 As these initiatives come on line any detailed design and feasibility studies should be complete and investment in provision of walking, cycling and public transport may begin. Phasing of investment will be important and should be based on need assessments, but in some cases (specifically along the routes to the town centre) the provision may need to be delayed to ensure that it is integrated with facilities that may not be implemented until late in the Transport Strategy period;
· Once the initial investments have begun the disincentives for car travel can begin to be implemented. Some of this may be through reallocation of capacity but the most likely tool is through the control and pricing of parking provision. Over time the policy will need to reduce the overall level of long-stay parking within the town centre, in relation to the number of jobs and level of retail activity in the town centre. By necessity the increasing restriction on parking will need to be phased in over time as increasing provision of alternative scenarios occurs, and at these early stages only relatively minor reductions will be implemented;
· Finally, towards the end of the Transport Strategy the major initiatives will come into play. Park and Ride (P&R) services and public transport priority, where significant investment and planning activity are required, will be finally operational; and
· With walking, cycling and public transport users better catered for, the possibility for more widespread parking initiatives can be brought into playassessed. These may be related to private non-residential parking provision and so timescales will be dependent on redevelopment opportunities being available.
15 Draft Tunbridge Wells Borough Transport Strategy
OBJECTIVES
3.1920 The objectives defined within the current Kent Local Transport Plan provide a framework for developing local objectives for the urban area. The Local Transport Plan objectives have been used as a framework to develop the Draft Borough Transport Strategy objectives for the urban area:
TS5 to improve overall transport accessibility to existing and future commercial development and residential areas within the towns.
TS6 to reduce, or at least stabilise, levels of traffic congestion within the towns, especially on the routes to and within the town centres at peak times.
TS7 to reduce, within residential areas and on other inappropriate routes, the level of through-traffic (including HGVs) and excess traffic speeds.
TS8 to increase the attractiveness of bus and rail use as a means of travelling to, from, or within the urban area.
TS9 to facilitate interchange between different transport modes, particularly in the centre of Royal Tunbridge Wells and at High Brooms.
TS10 to encourage walking and cycling in the town centresurban area as modes of transport and as leisure activities to contribute to better health.
TS11 to seek improvements to the environment, character and quality of the town centres.
TS12 to reduce obstacles to mobility for disabled people.to reduce obstacles to the mobility impaired to enhance social inclusion.
TS13 to meet the transport and urban design objectives in the towns by giving attention to the quality of materials, construction and maintenance of infrastructure.
TS14 to increase safety and reduce the number and severity of Personal Injury Crashes within Royal Tunbridge Wells and Southborough
THE TRANSPORT STRATEGY ELEMENTS
3.2021 This Draft Borough Transport Strategy will be made up of many components that will work together to meet all of the objectives defined above and to deliver the transport vision for the towns in the future. The table below defines the main elements that will be investigated to deliver the Transport Strategy and the key features of each element.
16 Draft Tunbridge Wells Borough Transport Strategy Table 3 – Urban Strategy Elements
3.2122 The core of the Strategy for Royal Tunbridge Wells and Southborough is to produce a balanced and integrated solution to the transport problems identified. Within the urban area, building new roads is not generally an option, although the car is likely to remain the most prominent mode of transport. The Transport Strategy therefore includes a wide range of measures to improve utilisation of the road network and to make greatest use of its capacity, whilst also minimising the impact of road traffic in areas unsuited to heavy traffic. Where other modes of transport provide a suitable alternative to car use it is important that their use is maximised. To this end the Transport Strategy contains wide-ranging plans to improve bus and rail services, improve facilities for cyclists and pedestrians, and to provide high-quality facilities for interchange between modes. A key element of the Transport Strategy is to manage demand for car travel through management of the town’s parking stock.
3.2223 Each of these elements is described briefly below, with details of each Strategy element being contained in the following sections.
Table 443 – Urban Strategy Elements
Strategy Element Key Features Traffic Engineering – improvements to · Minor improvements to maximise capacity existing roads and junctions to improve throughout the town. optimise capacity and safety for all users. ? Improvements to existing south-east routes to Targeted improvements to meet strategic reduce local impacts and to reduce conflict and network needs. traffic levels in the town centre. · A21 dualling improvements (reduces through- traffic in the towns and improves access to the North Farm Industrial Estate). · A228 Colts Hill. Cycle Provision – provide a core network of · Cycle routes along most radial routes. high-quality cycle routes serving the town · Improved parking facilities at railway stations and centre, railway stations, residential areas, in the town centres and with other major new schools and other areas of employment, that developments and neighbourhood centres, are separated and segregated from other defined in the Local Plan Review. forms of transport where possible. Pedestrian Provision – improvements to · Improved pedestrian crossing to link Pantiles, town centre facilities, combined with a “Think Chapel Place, High Street, Mount Pleasant Pedestrian” approach to design and Road, Monson Road, Camden Road and the maintenance. Key radial route crossing Precinct/Royal Victoria Place. points to be improved. · High-quality pedestrian facilities close to Tunbridge Wells Central station, High Brooms station and within neighbourhood centres. Bus Priority – implementing bus priority · Bus priority on radial routes and town centres. measures, such as bus lanes and bus priority at traffic signals, on the radial routes and within the town centre will greatly enhance the services currently operated by reducing journey times and increasing reliability. Bus services – targeted improvements in · Opportunities identified in St John’s / High
17 Draft Tunbridge Wells Borough Transport Strategy
residential areas where the distance to the Brooms and Camden Park. nearest bus stop is high.
Rail – strategic improvements to enhance · Improve services to the north (Tonbridge and existing services plus improvements to the London) and to the south (Hastings). existing interchange facilities. · Better facilities for all passengers at the two Royal Tunbridge Wells Central and High Brooms stations. · Possible improvements to Frant and Wadhurst stations as Park and Rail services. · Seek the reopening of the rail line between Tunbridge Wells Central and Eridge. Park and Ride – the most attractive · Park and Ride sites located at: Woodsgate alternative to the car for regular journeys. Corner, Pembury; London Road, Southborough; Locating parking areas close to radial routes Langton Road, Langton Green; and Longfield will reduce car traffic on these roads. Road. Parking Controls – the most controllable · Town centre parking zone. means of reducing travel demand (when used · Reduction in town centre long-stay parking for in conjunction with other improvements). commuters to the town or those using rail Gradually reduced long-stay parking provision services. in the town centre together with pricing and · Limit parking with new development. management of the parking stock and the · Parking controls in Southborough as part of a provision of Park and Ride services are aimed wider urban improvement scheme. at reducing long-stay town centre demand. Traffic Calming / Home Zones – physical · Definition of traffic management close to schools, modifications to roads to reduce speeds and towns, and neighbourhood centres and other allow other activities in greater safety. local amenities. Reduce the attractiveness of certain routes · Provision assists delivery of Safer Routes to as part of wider traffic management issues. School and cycle routes. Travel Plans – require employers to provide · Opportunities exist for a site-wide Travel Plan in facilities and undertake initiatives that will Longfield Road Industrial Estate. encourage employees to travel by car less · Major existing employers such as TWBC, PPP frequently. and NPI encouraged to have voluntary schemes. · All major new employmentlarge-scale non- residential developments will be required to have one. Safer Routes to Schools – provides · Particular relevance to the schools located on the physical improvement, additional facilities radial routes. and education initiatives to encourage travelling to school by means other than the car.
TARGETS
3. 2224 The Transport Strategy must be defined through a series of quantifiable measures and targets. The following targets have been set, relating to those in the Local Transport Plan. Meeting these targets will ensure that the overall Draft Borough Transport Strategy objectives are delivered.
18 Draft Tunbridge Wells Borough Transport Strategy
Table 554 – Urban Transport Strategy Targets
Draft TWB Local Transport Target Note Transport Strategy Plan Targets Targets Walking TT1 LTP3 To reduce the number of deaths and injuries to pedestrians per unit mile travelled from the 1997 base year, by one third by 2010 TT2 LTP4 To improve the accessibility of selected major rail stations and bus stops to pedestrians Cycling TT3 LTP5 To increase the overall modal share of journeys by cycle, Target 3% rather against a representative sample of Kent, to at least 3% by than 6% because 2010. To demonstrate that by 2005/2006 this target is being of difficulties of met terrain in some areas TT4 LTP6 To reduce the number of deaths and injuries to cyclists per unit mile travelled from the 1997 base by 10% by 2010 Safety and Personal Security TT5 LTP7 A reduction of 40% in the number of people killed or seriously injured on the road by 2010, compared to the annual average in the period 1994-1998 TT6 LTP8 A reduction of 50% in the number of children killed or seriously injured on the road by 2010, compared to the annual average in the period 1994-1998 TT7 LTP9 A reduction of 10% in the rate of slight injuries per vehicle mile by 2010, compared to the 1994-98 annual average rate. This target to be met by year evenly during the time period Safety and Personal Security – Safer Routes to Schools TT8 LTP10 To increase the number of children walking and cycling to school by at least 20%, while not increasing the overall number of road casualties at participating schools during the lifetime of the current Road Safety Plan (1999-2000) Parking TT9 LTP11 To produce and implement Local Parking Plans consistent with the Local Transport Plan objectives Travel Plans by Major Employers TT10 LTP12 By 2002 all major employers approached More onerous than LTP By 2005/06 25% of all major employers have, or are objectives developing, Travel Plans because of work already undertaken Road Traffic Reduction Act Reduction in traffic growth in Royal Tunbridge Wells and Southborough from 1999 – 2005/6 - Inner cordon = 1.8% - Outer cordon = 1.2%2 Bus Services
2 The target applies to the first 5 years until 2005/6. Then the opportunity for an overall reduction in road traffic will be reviewed
19 Draft Tunbridge Wells Borough Transport Strategy
All residential areas within Royal Tunbridge Wells and Southborough to have access to a bus stop within 400m of the home, by 2005. Bus Patronage figures will be monitored as part of a Quality Bus Partnership. This will also give an indication of the success of the Partnership.
Access to Royal Tunbridge Wells Town Centre
BACKGROUND
4.1 Access to Royal Tunbridge Wells is gained by five main routes to the town centre. The A26 provides the main north-south axis through the town centre, whilst the A264 is the main east-west corridor. The A267 provides access from the south east.
4.2 All the routes are heavily congested in the morning and evening peaks, with the A26 through Southborough suffering congestion throughout the day.
4.3 This congestion has detrimental impacts on the local residential and commercial occupiers through direct environmental impacts and also by reducing the ease with which people and goods can be moved.
4.4 In addition, the congestion reduces the effectiveness and reliability of public transport services within the town, resulting in fewer people finding this a realistic alternative to the car; this results in further congestion.
4.5 Further problems are caused where schools are located on or close to these main radial routes, with additional congestion and safety issues being to the fore.
4.6 Whilst investment in road infrastructure may cure some of the immediate problems this approach will not alleviate the underlying problems.
4.7 Eliminating areas of conflict can reduce some of the problems. This can be done through improving junction operation at some locations, and opportunities have been identified.
4.8 The need to reduce conflicts has been identified as an issue for traffic from the south. Demand is great, particularly in the morning peak period, as many of the people who work and shop in the town live in the towns and villages to the south. Conversely some of the major traffic attractors, such as the Royal Victoria Place Shopping Centre and the major car parks are generally in the north and east of the town centre. Traffic from the south is forced to travel through the most congested parts of the town centre to access these facilities.
4.9 Three main roads enter from the south: the A267 Frant Road, A26 Eridge Road and the B2169 Bayham Road. All the traffic on tThese routes enters the townconverge on the short section of the A26 at Royal Tunbridge Wells Common. There are no practical strategic alternatives for this traffic, whether the nature of the journey is local to the town centre, or through-traffic. Release of capacity on the critical sections of the A26 can only be achieved by encouraging vehicles to access other parts of the road network.
4.10 An opportunity exists to reduce traffic levels on the busy London Road by making use of an alternative route already used by some traffic. This route follows the road running between the A26 and A267 20 Draft Tunbridge Wells Borough Transport Strategy
south of Broadwater Down, north along Frant Road, east along Forest Road and west to Bayhall Road. The use of this route provides an opportunity for traffic on Eridge Road and Frant Road to gain access to the car parks to the north and east of the town centre, and the A21, without travelling through the most congested parts of the town centre.
4.1110 However, tTo sustain economic growth and vitality within the town centre attractive alternatives need to be provided to manage the demand for trips to the town centre by private car. In the long term it will not be sufficient for excess demand to be satisfied by new buses, walking and cycling. A measure of restraint will be needed to avoid the town centre becoming congested by car traffic.
4.1211 In many similar towns throughout England, Park and Ride has proved an effective part of an integrated transport strategy. A combination of convenient attractive and secure parking facilities and high-quality, efficient and comfortable priority bus services has succeeded in managing the impact of high demand for movement into town centres such as Maidstone, Canterbury, Winchester, Chester and Oxford. As part of this Transport Strategy, Park and Ride and Park and Rail are key components of the long-term toolkit to achieve the Councils’ objectives.
4.1312 To be effective a Park and Ride scheme must have elements of ‘carrot’ and ‘stick’, i.e. cost savings and the price and availability of town centre long-stay parking respectively. It is a Strategy that seeks to deliver sustainable improvements to Royal Tunbridge Wells but will only begin to be achievable or necessary towards the end of the lifetime of the Draft Borough Transport Strategy.
STRATEGY
4.1413 The core of the Strategy for Royal Tunbridge Wells and Southborough is to maintain appropriate levels of accessibility by car into and within the towns in peak periods, whilst improving travelling conditions for bus users, pedestrians and cyclists. A suitable balance will also need to be reached between the needs of those travelling to work, education trips and school/college and those undertaking shopping and leisure activities. In doing this, the overall capacity of the radial routes is increased without significant alterations, to allow more people to access the town for business and other purposes, and providing realistically attractive alternatives to the car. These improvements will be counter-balanced by changes in the parking regulation in the town centre that will create a greater impetus to use these improved services.
4.1514 Improvements will be targeted at:
· the implementation of bus priority measures; and
· improved facilities for pedestrians and cyclists to ensure high-quality provision consistently on main corridors of demand. This will include the provision of pelican/toucan3 crossings along major desire lines for pedestrians and cyclists.
Park and Ride
4.1615 Park and Ride services will form a key element of the Strategy, offering an extremely attractive service along the radial routes. Bus priority measures would be required to guarantee the attractiveness of the Park and Ride services. It would not be practicable to construct priority bus lanes on all approaches. At a very early stage major employers and the public should be engaged in a real debate about the
3 A Toucan crossing is a signalised crossing providing segregated facilities for both pedestrians and cyclists.
21 Draft Tunbridge Wells Borough Transport Strategy
nature of the project to ensure that potential users and promoters of the scheme understand its objectives and the role it plays in the overall Transport Strategy.
4.1716 There are four main corridors where demand for travel into the town centre by car could be reduced by introduction of a quality Park and Ride scheme. Traffic from the east could use a site at Pembury; from the north a site north of Southborough and a site at Longfield Road; and from the west a site at Langton Green. It would not be necessary to introduce all of these sites simultaneously. Instead, introduction of the sites would be phased to respond to developing problems and opportunities on each approach.
4.1817 To promote acceptance of the Park and Ride scheme it must be made as attractive as possible. The quality of design and services must be high with particular attention paid to personal and vehicle security and comfort and attractive pricing. With the alternative means of travel in place it will then be necessary to reduce the attractiveness of long-stay car parking in the town centre. This could be achieved initially by increasing long-stay parking charges and by a staged reduction in the amount of long-stay parking space available within the town centre.
4.1918 These measures could be combined with improvements to rail stations at Wadhurst and Frant, and; services between Wadhurst and Royal Tunbridge Wells, and improvements to bus services to key traffic generators in the south, particularly an express bus service from Crowborough to provide a range of targeted services for travellers.
Town Centre Parking
4.2019 Tunbridge Wells Borough Council are committed to a periodic review of parking pricing with a view to ensuring public transport fares, and Park and Ride, are attractive in relation to the cost of town centre parking, taking into account the viability of the town centre. The supply of long-stay parking in the town centre will be reduced as new development takes place and other measures such as residents’ parking zones and the re-allocation of long-stay parking to short-stay are implemented. For private non- residential parking a reduction in long-stay space could will be achieved through voluntary Travel Plans and, the planning process and, in the much longer term, possible introduction of a workplace parking levy .
4.2120 Safety and environmental considerations will be of primary importance in neighbourhood centres and close to schools. To mitigate the impacts of traffic in these areas, the Strategy includes a range of physical measures, including traffic calming measures, HGV restrictions and pedestrian and cycle crossings.
4.2221 This will be achieved through:
· the implementation of local School Safety Zones4;
· the introduction of traffic management improvements at local shopping areas along main radial routes;
· the provision of cycle routes along radial routes where demand is likely to exist; and
4 A School Safety Zone defines the area immediately adjacent to a school where many school movements occur. Designed with school pupils in mind, Road Safety and Traffic Management measures are provided to retain or improve the safety of all Highway users within the zone.
22 Draft Tunbridge Wells Borough Transport Strategy
· the provision of advanced cycle stoplines wherever possible at signalised junctions, and other priority measures for roundabouts and priority junctions.
Southern Access Route
4.23 Implementing the alternative route to the south of the town will also further relieve congestion problems on London Road and in the town centres. The proposed approach is therefore to carry out improvements to Bayham Road, Forest Road and Bayhall Road to make this a safe and appropriate route for local traffic entering Royal Tunbridge Wells town centre from the south. 4.24 To support this alternative role for this road the junctions between Forest Road/Halls Hole Road/Bayhall Road and Forest Road/Bayham Road will be improved to reduce safety risks arising from increased traffic levels.
4.25 The improvements could be accompanied by measures to discourage right-turn movements from London Road into the town centre to reinforce the preferred route for local traffic, backed up by a modified signing strategy for traffic approaching from the south. The reduction in local trips would contribute towards allowing improvements to be made for the many bus services which enter the town from the south.
4.26 Halls Hole Road is currently used as a rat-run by vehicles attempting to avoid delays on Pembury Road. It is important that the introduction of improvements to the southern access route do not increase traffic flows on this road. Appropriate traffic management measures need to be implemented to ensure this does not occur.
BENEFITS
4.2722 In the longer term traffic congestion may ease and conditions will certainly be better than would be the case if nothing were done. For secondary schools, the majority of which are located on the radial routes, substantially better and safer alternatives to driving will be available. For residents and businesses along the routes the need to take land to increase road capacity will be significantly reduced.
IMPACTS
4.2823 There will be no overall increase in road capacity as traffic levels rise. This may lead to short term increases in queuing and delays, which will be worsened temporarily through highway engineering works as part of junction improvements, implementing bus priority and cycle routes and safety works related to Safer Routes to Schools.
23
Table 665 – Royal Tunbridge Wells and Southborough Town Centre Access Action Plan Action Short Term Proposal Location Implementing Agency reference [Key at paragraph 1.18] 4.1 Undertake a review of engineering, land ownership and environmental constraints in relation to bus and cycle PR5 A26 LA, BO, DEV priority measures. PR6 A264 4.1 In consultation with bus and rail Transport Operating Companies, derive a Monitoring Framework to assess LA, BO, TOCs/NR individual proposals; modal share; actions; and to set the basis for the mid-term review (2006/2007). Incorporate a mechanism for the collection of bus and rail patronage figures. 4.2 Undertake the March annual data collections. Carry out assessments to inform yearly funding bids LA, BO, TOCs/NR 4.2 Undertake a review of engineering, land ownership and environmental constraints in relation to the development PR5 A26 LA, BO, DEV of a package of measures for the southern access route. PR6 A264 4.3 Review safety records on radial routes within 100m of schools and, in conjunction with the Safer Routes to · Tunbridge Wells Grammar School for Boys LA Schools sSchool Travel Strategy identified in this (A26) document, identify a programme of improvements. · The Skinners’ School (A26) · Beechwood Sacred Heart (A264) · St Gregory’s Comprehensive School (A26) · Tunbridge Wells High School (A264) ? Tunbridge Wells Girls Grammar School (A26)
Safer Routes to Schools is an LTP Bid item 4.4 Review the operation of all traffic signal and priority junctions and signalised crossings with a view to A1 Pembury Road/Halls Hole Road junction LA improving efficiency and enhancing protection of improvement A3 Pembury Road/Sandhurst Road junction vulnerable road users. Identify a programme of A5 Pembury Road/Calverley Park Gardens junction improvements and rank priorities. Carry out any changes A6 Bayhall Road/Pembury Road junction not requiring civil engineering or substantial electrical B6 London Road/Church Road junction
25 works. D6 St John’s Road/Yew Tree Road/Speldhurst Road junction (LTP Bid item) 4.5 Review parking enforcement visit frequencies and target a high level of enforcement on the main transportradial A26 LA routes in peak periods. A264 A267 4.6 Carry out discussions with other local authorities to understand best practice on managing heavily trafficked LA corridors.
4.76 Commence iImplementation of priority cycle network A1 Pembury Road/Halls Hole Road junction LA, DEV improvements and changes to traffic signals and improvement crossings. A4 Pembury Road/Sandrock Road junction improvements Pembury Cycle Route (LTP Bid item) Barnetts Wood to Longfield Road E8 Colebrook Cycle Link
4.87 Work with major local employers to discuss implementation of Park and Ride sites and carry out PR1 Woodsgate Corner, Pembury LA, BO, DEV travel surveys to identify priority order for construction of PR2 London Road, Southborough PR3 Langton Road, Langton Green the P&R sites. Include consultation on workplace PR4 Longfield Road parking charges as a means to generate significant revenue to fund transport improvements including Park and Ride. 4.98 As part of redevelopment of major sites restrict provision of long-stay parking and require financial contribution to LA, BO, DEV transport improvements including Park and Ride. 4.9 The Councils, in partnership with East Sussex County Council, bus operators and major town centre B16 Crowborough Express Bus Service LA, BO employers, seek to introduce a peak hour express bus service from Crowborough to Royal Tunbridge Wells town centre.
26 4.10 Contributions to new transport infrastructure to serve new development to be sought, based upon existing LA levels of transport access. Medium Term 4.11 Continue to undertake the March annual data collections. Carry out assessments to inform yearly LA, BO, TOCs/NR funding bids 4.12 To support the Park and Ride proposals for Longfield LA, DEV, BO Road, investigate a convenient and reliable route for buses between Longfield Road and the town centre. Seek developer contributions where appropriate. 4.1013 Implement safety improvements and “School Safety Zones”, targeting high riskhigh-risk areas. LA 4.1114 Continue iImplementation of priority cycle network improvements and changes to traffic signals and Town centre to Longfield Road AreaOak Road LA, DEV crossings. cycle route (LTP Bid item) C10 Town centre to Langton GreenRusthall cycle route (LTP Bid item) A1 Pembury Road/Halls Hole Road junction improvement Pembury Cycle Route (LTP Bid item)
4.1215 In consultation with local traders, uUndertake detailed feasibility studies for local environmental enhancement C6 Langton Green Parking Controls LA, DEV and traffic management schemes near local shops in D2 Southborough short-stay car park D3 London Road pedestrian and public transport Southborough and Mount Ephraim Road and Langton improvementsParking Restrictions Green. Investigate providing short-stay loading bays and B4 Mount Ephraim outside Kent and Sussex enhancements to local parking enforcement. Hospital B5 London Road/Mount Ephraim junction 4.1316 Carry out local consultation on waiting and loading restrictions to maintain peak hour traffic flows on the LA radial routes. 4.1413 Investigate the opportunities for providing short-stay parking bays near local shops in Southborough and B5 London Road/Mount Ephraim junction LA, DEV
27 Mount Ephraim Road, in consultation with local traders. C6 Langton Green Parking Controls D2 Southborough short-stay car park D3 London Road
4.1514 Implement parking control measures following formal public consultation. B5 London Road/Mount Ephraim Parking LA D3 Management London Road Parking and Loading Restrictions 4.1617 Complete Subject to the review undertaken at action 4.4, carry out detailed design of junction improvements. A1 Pembury Road/Halls Hole Road LA, DEV Identify priority improvements based on accident records A3 Pembury Road/Sandhurst Road junction A4 Pembury Road/Sandrock Road junction and commence implementation. Seek developer A5 Pembury Road/Calverley Park Gardens junction contributions where appropriate. A6 Bayhall Road/Pembury Road junction A7 Southern Access Route A12 Forest Road/Halls Hole Road/Bayhall Road Forest Road/Bayham Road A13 Carrs Corner Junction Forest Road/Frant Road St John’s Road/Culverden Park B3 St John’s Road/Grosvenor Road junction B5 London Road/Mount Ephraim junction B6 London Road/Church Road junction B7 London Road/Vale Road junction B8 London Road/High Street junction B9 London Road/Nevill Street junction (LTP Bid item) B10 Eridge Road/Major Yorks Road junction B11 Eridge Road/Nevill Terrace junction B12 Eridge Road/Broadwater Lane B13 Eridge Road/Ramslye Road B14 Eridge Road/Broadwater Down C2 Langton Road/Rusthall Road junction C3 Langton Road/Coach Road junction C4 Langton Road/Farnham Lane junction C5 Langton Road/Speldhurst Road C6 Langton Green Parking Controls C7 Gateway treatments D4 London Road pedestrian facilities
28 D5 Holden Park Road/Prospect Road/Springfield Road Area D6 St John’s Road/Yew Tree Road/Speldhurst Road junction (LTP Bid item) E6 Upper Grosvenor Road/Sandhurst Road F14 St James’ Road/Grosvenor Bridge Road
4.1718 Undertake detailed feasibility studies/design for bus priority measures, in conjunction with the Park and Ride PR5 A26 Bus priority[London Road, Southborough LA, BO assessment. and St John’s Road] PR6 A264 Bus priority[Pembury Road] 4.1819 Work with bus operators to develop bus priority schemes as part of a Quality Bus Partnership. [See Bus LA, BO Strategy Action Plan] 4.1920 Carry out local consultation on priority Park and Ride sites. LA, BO 4.2021 Submit planning application for Park and Ride sites. LA, BO 4.21 With the participation of the consultative committee, carry out detailed design of measures for Bayham Road, A6 Bayhall Road/Pembury Road junction LA Forest Road and Bayhall Road and implement changes A7 Southern Access Route A12 Forest Road/Halls Hole Road/Bayhall Road including comprehensive signing strategy. A13 Forest Road/Bayham Road 4.22 Investigate changes to junction operation on the A26 London Road to discourage right-turning manoeuvres B7 London Road/Vale Road junction LA, BO from the south into Royal Tunbridge Wells, B8 London Road/High Street junction complemented, where possible, by bus and cycle priority measures on approaches from the south. 4.23 Implement Southern Access Route with associated calming to Halls Hole Road as required. LA, DEV 4.24 The Councils, in partnership with East Sussex County Council, bus operators and major town centre B16 Crowborough Express Bus Service LA, BO employers, seek to introduce a peak hour express bus service from Crowborough to Royal Tunbridge Wells town centre. 4.23 Develop further bus priority measures on A26 (London PR5 A26 [London Road, Southborough and St John’s LA, BO, DEV
29 Road, Southborough and St Johns Road) to improve bus Road] services to schools and Royal Tunbridge Wells town centre Long Term
4.24 Continue to undertake the March annual data collections. Carry out assessments to inform yearly LA, BO, TOCs/NR funding bids 4.25 Develop further bus priority measures on main routes as part of the Park and Ride strategy, integrating these PR5 A26 [London Road, Southborough and St John’s LA, BO, DEV measures with those to support existing local services. Road] PR6 A264 [Pembury Road] 4.26 Construct priority Park and Ride sites. PR1 Woodsgate Corner, Pembury LA, BO, DEV PR2 London Road, Southborough PR3 Langton Road, Langton Green PR4 Longfield Road 4.27 Introduce quality branded bus services from the Park LA, BO and Ride sites to the town centre. 4.2728 In line with the implementation of Park and Ride, rReduce town centre public long-stay parking and LA increase charges. Ensure sufficient disabled parking is retained 4.2829 Monitor the effects of the Park and Ride scheme and its LA contribution to implementing the objectives of the Transport Strategy. 4.2930 Continue to review the demand for further Park and Ride sites. LA, BO 4.31 Complete detailed design and implementation of junction B5 London Road/Mount Ephraim junction LA improvements. Identify priority improvements based on B14 Eridge Road/Broadwater Down accident records and commence implementation. Seek C3 Langton Road/Coach Road junction F14 St James’ Road/Grosvenor Bridge Road developer contributions where appropriate. Frant Road/Bayham Road junction 4.32 Construct local environmental enhancement and traffic C6 Langton Green Parking Controls LA, DEV D2 Southborough short-stay car park
30 management schemes near local shops in D3 London Road Parking Restrictions Southborough and Mount Ephraim Road and Langton B4 Mount Ephraim outside Kent and Sussex Green. Hospital B5 London Road/Mount Ephraim junction
31 Draft Tunbridge Wells Borough Transport Strategy Urban Parking Strategy
BACKGROUND
5.1 Parking availability and characteristics can strongly influence choice of destination. Competition for retail business between town centres and out-of-town shopping parks, and between different towns in the same region is such that adequate car parking is likely to be an important factor in securing continued economic viability of a town centre. Equally, it is important that parking policy does not attract more traffic into the centre than the road network can accommodate. Traffic congestion detracts from the attractiveness of the town centre.
5.2 Management of the amount and type of parking is an important means of influencing overall levels of traffic demand, as well as the balance between different purposes of car trips which are generated, such as, for example, shopping trips being given preference over journeys to work.
5.3 Parking regulations as a means of influencing traffic demand have been in use for many years and are understood by most drivers. Regulation of on-street parking can also be used to reduce the risk of accidents and to safeguard the capacity of the carriageway.
5.4 Effective enforcement of regulations is essential if the objectives of introducing parking controls are to be achieved.
STRATEGY
5.5 Parking policy is an integral part of the Draft Tunbridge Wells Borough Transport Strategy and plays a key part in the planning framework provided by the Local Plan. It is important for the Strategy to state the specific objectives of the Councils’ parking policy for the urban areas. These objectives are as follows:
On-street parking
· where on-street parking is allowed, to give priority to residents and customers where appropriate and discourage long-stay parking on the public highway;
· on radial traffic routes and bus routes, to provide waiting and loading restrictions in peak periods to maintain capacity and prevent parked vehicles causing congestion and delays; and
· to seek opportunities to maximise convenient on-street short-stay parking near local shops where safety is not compromised.
Off-street parking
· to protect existing off-street parking in neighbourhood centres such as at Pennington Road and John Street, as identified in the Local Plan;
· to provide adequate off-street short-stay parking space in Royal Tunbridge Wells and Southborough town centres to meet the average daily parking demand from shoppers now and in the future;
32 Draft Tunbridge Wells Borough Transport Strategy
· to encourage regular all-day visitors to the town centre to use other modes of transport, including Park and Ride, by re-allocating long-stay parking to short-stay parking over time as alternative transport options are provided; and
· to ensure public transport fares, including Park and Ride, are attractive in relation to the cost of town centre parking.
Parking Provision in New Development
· through the designation of the Tunbridge Wells Central Parking Zone (Commercial) and Tunbridge Wells Central Access Zone (Residential), enforce lower parking provision standards in new developments close to the Royal Tunbridge Wells town centre; and
· to minimise off-street parking at new developments close to the town centres and public transport nodes.
Parking enforcement
· to have a transparent parking enforcement policy which forms an integral part of transport policy for the town centres;
· within operational and financial constraints, give priority (in order) to enforcing illegal parking which causes safety hazards, delays to buses, delays to other traffic on radial routes, damage to property or environmentally sensitive areas, and inconvenience to pedestrians and cyclists ahead of other priorities; and
· to place the emphasis of parking enforcement resources on enforcing on-street regulations and encouraging drivers to use available off-street parking spaces.
5.6 Tunbridge Wells Borough Council has implemented a town centre residents parking zone which will assist in controlling the levels of traffic entering and leaving the Royal Tunbridge Wells town centre.
BENEFITS
5.7 This Strategy will seek to reduce parking to assist a change in parking behaviour in the long term. In Southborough, in particular, benefits to pedestrians, cyclists and shop owners should result from the change in parking arrangements.
5.8 The increase in provision of short-stay parking within the Royal Tunbridge Wells town centre seeks to improve the attractiveness of the town compared to others in Kent and should lead to increases in the number of visitors and provide benefits to shop owners.
5.9 By encouraging the use of alternative modes of transport, through the restriction of long-stay car parking, existing road congestion would be reduced over time. Increased use of bus services will also assist in improving the long-term viability of these services.
IMPACTS
33 Draft Tunbridge Wells Borough Transport Strategy 5.10 Travelling into the town centres by car will be less attractive than at present as the supply of long-stay parking is gradually reduced. In the longer term it will be harder to find free parking within reasonable walking distance of the Royal Tunbridge Wells town centre. Local shops and businesses may find difficulty during the transition as people begin to modify their travel behaviour in the face of reduced and increasingly costly town centre parking and better public transport alternatives, including Park and Ride.
34 Table 776 – Urban Parking Strategy Action Plan Action Short Term Proposal Location Implementing Agency reference [Key at paragraph 1.18] 5.1 Where In conjunction with the Borough Council’s Highways and Transportation Service seek to identify F10 Castle Road LA where particular hazards or problems exist revise the F11 Mount Edgecombe Road restrictions and modify the enforcement regime. 5.2 For new developments and re-development opportunities apply Local Plan Review – Second Deposit Copy LA parking standards as maximum parking provision standards, with a view to further reductions in parking provision in the future. Within the town centre confirm the designation of the Tunbridge Wells Central Parking Zone (Commercial) and Tunbridge Wells Central Access Zone (Residential) and apply reduced parking standards. 5.3 Contributions to new transport infrastructure to serve new development to be sought, based upon existing LA levels of transport access. 5.43 Complement the Tunbridge Wells Central Access Zone (Residential) for areas approximately 800m around the F12 Tunbridge Wells Central Access Zone LA, DEV retail centre and central railway station (identified in the (Residential) Local Plan Review – Second Deposit Copy) through the further introduction of Residents Parking Zones which give priority to residents and short-stay parking. Seek developer contributions where appropriate. 5.54 Through the preparation of a Local Parking Plan, rReview the parking enforcement plan to integrate priorities with LA the objectives of the Draft Borough Transport Strategy. 5.65 Begin to raise awareness of the role of parking controls in the long termlong-term future of the town centre as LA part of the consultation process. Communicate the principles and objectives of the plan to local people.
35 Medium Term 5.76 Continue the programme of Residents’ Parking Zones. F12 Residents’ Parking Tunbridge Wells Central LA Access Zones (LTP Bid item) 5.87 As part of the public transport interchange scheme at Tunbridge Wells Central station, work with F2 Mount Pleasant Road LA, TOCs/RTOCs/NR, BO TOCs/RailtrackNetwork Rail to reduce station car parking. Work in partnership with the rail authorities to provide attractive fares/parking charges to discourage rail commuters from driving into the town centre. 5.98 Monitor compliance with waiting and loading restrictions and review parking enforcement plan regularly. Actively A6 Bayhall Road/Pembury Road junction LA, BO seek the views of bus operators and emergency services B5 London Road/Mount Ephraim junction D3 London Road parking controls as part of this review. Lobby Government for the D6 St John’s Road/Yew Tree Road/Speldhurst Road decriminalisation of footway parking to enable its junction (LTP Bid item) enforcement to be undertaken by the Borough Council’s Highways and Transportation Service. 5.109 Prepare a programme of car park upgrades for personal security to meet the standards of the Safer Car Parks LA, BO Scheme. Seek funding for improvements from the Home Office and through developer contributions. 5.1110 Set up consultative groups and work closely with retailers to maximise short-stay parking spaces and D2 Southborough short-stay car park LA, DEV appropriate loading/unloading arrangements in local D3 London Road parking controls LA, DEV shopping centres, including Southborough town centre. 5.1211 Implement improvements to Southborough town centre car park to encourage off-street parking. This will be D2 Southborough short-stay car park LA, DEV linked to the proposed retail development in Southborough town centre. 5.1312 As redevelopment of the Royal Tunbridge Wells town centre takes place, seek opportunities to reduce private LA, DEV non-residential parking and long term-stay off-street parking.
36 Long Term 5.1413 When substantial retail redevelopment is undertaken, use the opportunity to rationalise off-street car parking LA space, ensuring that the total short-stay parking space for shoppers meets current and future needs. The provision of any long-stay parking space will need to be carefully justified. 5.1514 Over time re-allocate long-stay parking to short-stay. LA 5.1615 Ensure cost of Park and Ride remains cheaper than the cost of long-stay off-street town centre parking. LA
37 Draft Tunbridge Wells Borough Transport Strategy Traffic Management and Traffic Calming Strategy
BACKGROUND
6.1 The road network of Royal Tunbridge Wells and Southborough is a mixture of urban radial roads, relatively wide feeder roads and older style residential streets.
6.2 The problems of distributing traffic within this network are complicated by the need to provide access to a number of commercial activities within the towns that are sited in difficult locations.
6.3 In particular, areas at High Brooms and Longfield Road lead traffic to use roads that would usually be considered sub-standard for such use. The re-distribution of this traffic, or at least the minimisation of the negative impacts of this traffic must be a priority of the Draft Borough Transport Strategy.
6.4 The need for goods vehicle traffic to use lower standard roads leads to the requirement for substantial residential traffic management.
STRATEGY
6.5 The strategy strategy for traffic management and traffic calming is closely linked to a number of other strands of the Draft Borough Transport Strategy. The proposals for improving access to Longfield Road and Southborough, and improvements to access arrangements to the town centres should be accompanied by the removal or calming of through-traffic on residential roads.
6.6 Traffic management measures are used to ensure the correct volume and type of vehicles use the most appropriate routes whilst traffic claming measures aim to ensure appropriate speeds and driver behaviour within an area or along a route. Traffic calming measures include the use of self-enforcing 20mph zones or Home Zones5.
6.7 Routes and areas will be assessed to identify appropriate traffic management or traffic calming. Issues that will be considered are the presence of: · pedestrian or cycle crash problems; · high concentrations of pedestrian or cycle movements (including school children); · high vehicle speeds, through traffic or vehicle flows; and · schools, shops and other neighbourhood facilities.
6.8 Within the requirements for traffic management a number of particular elements have been identified. The strategy for the provision of traffic signs to the major accesses for major traffic attractors, particularly High Brooms Industrial area and the main car parks in the town centres needs to direct traffic along the most appropriate road.
6.76.9 All major destinations such as the Longfield Road and High Brooms estates will be incorporated into a comprehensive signing strategy, for the whole of the Borough.
6.8 Roads used as rat-runs or for access to other areas will be incorporated within the traffic management strategy through the development of ‘Home Zones’6 and the provision of traffic calming measures. Reynolds
6 A 'Home Zone' is where a whole residential area is treated with a combination of traffic calming and other measures to give priority to pedestrians and cyclists and so to make a safer, quieter neighbourhood. 38 Draft Tunbridge Wells Borough Transport Strategy Lane and Halls Hole Road are specifically identified as care needs to be taken to ensure that the introduction of a signed route to the south of the town does not increase use of these roads for through-traffic as this is not appropriate for the standard of road.
6.910 Roads currently used for access to industrial areas by HGVs. but which are unsuitable, will may be subject to weight restrictions where a suitable alternative route is available.
6.1011 Roads used as through routes will be enhanced through the provision of traffic calming measures to reduce speeds and provi de an improved environment for residents, pedestrians and cyclists. 6.1112 For roads with known speeding and safety problems,Traffic calming and ‘Home Zones’ will be developed. These willmay incorporate a package of treatments, including physical measures to reduce speeds, improvements to pedestrian routes and pedestrian crossings and formalised on-street parking controls.
6.1213 In Royal Tunbridge Wells and Southborough town centres and in neighbourhood centres some form of traffic management is required to reduce the impact of traffic and assist in the delivery of more pedestrian/cycle friendly areas. Areas of particular sensitivity have been identified in both town centres, where vehicle speeds or flows are high and where there is actual or latent demand to cross the roads.
6.14 In all traffic calming schemes, Home Zones or traffic management schemes, the needs of residents, pedestrians, cyclists, the emergencies services and bus services will be fully considered in preparing detailed designs
BENEFITS
6.1315 Speeding traffic and inappropriate traffic levels will be removed from the residential roads which that will make them quieter, more pleasant and safer for children (for both playing and travelling to and from school). Journeys to local services on foot or by bike will be more pleasant and eliminate many local car journeys. Within the town centres traffic management will ensure that moving between the various facilities and accessing public transport is easy and safe, and not dominated by traffic.
IMPACTS
6.1416 Whilst traffic management and traffic calming is frequently requested by local residents the inconvenience of living with the calming measures for every journey can sometimes be less desirable. There may be some diversion effects from the traffic management, although appropriate design and minor modifications to other parts of the road network can frequently overcome this. If inappropriate designs are used then bus services could be severely affected.
39 Draft Tunbridge Wells Borough Transport Strategy
Table 887 – Traffic Management and Traffic Calming Action Plan Action Short Term Proposal Location Implementing Agency reference [Key at paragraph 1.18] 6.1 A review of existing signing strategies within the town centre, and the development of a detailed plan to firstly Signing strategy is an LTP Bid item LA rationalise existing signing and, in the Medium Term, provide a revised signing system in line with long term traffic management and parking control goals. The existing traffic signing to major traffic attractors will be reviewed to identify the most suitable routes for goods traffic. The role of Variable Message Signing (VMS) for route and parking signing should be considered in developing the signing strategy for possible implementation in the Long Term. 6.2 Consultation with residents, businesses, the Local Education Authority and schools will be undertaken prior LA to the detailed planning and implementation of Home Zone areas and traffic calming calmed routes. 6.3 Further work to assess the merits of implementing traffic calming in the local neighbourhood centres identified in LA the Local Plan. 6.4 Carry out a review to identify locations to iImplement two-wheels on the footway parking to support traffic A8 Sandhurst Road LA calming and cycle routesmanagement measures to facilitate local traffic movements. Implement only where sufficient footway width can be retained for pedestrians and the mobility impaired. 6.5 A review of existing signing strategies within the town Signing strategy is an LTP Bid item LA centre, and the development of a detailed plan to firstly rationalise existing signing and, in the long term, provide a revised signing system in line with long term traffic management and parking control goals. The role of
40 Draft Tunbridge Wells Borough Transport Strategy
Variable Message Signing (VMS) for route and parking signing should be considered in developing the signing strategy. Medium Term 6.65 Plans will be developed for HGV restrictions and changes to route signing, following the planned J2 Liptraps Lane/Greggs Wood Home Zone LA improvements to the access for Longfield Road. These J5 Powder Mill Lane traffic calming J8 Upper Grosvenor Road traffic calming will include HGV bans on North Farm Road. Implement where signed routes only are required. Signing strategy is an LTP Bid item 6.76 ‘Home Zones’ or traffic calming will be developed in the main residential areas. J2 Liptraps Lane/Greggs Wood area Home Zone LA J4 Showfields area Broadwater Down Home Zones J7 Molyneux Park area home zone (LTP Bid item as traffic calming in year 1) J9 Kingswood Road home zone J10 Queens Road area traffic calming
6.87 Provide traffic calming on roads with a mix of through- traffic, residential, shopping and social uses. Seek J1 Sandhurst Road Traffic Calming LA, DEV developer contributions where appropriate. J3 Pembury Hospital approaches J5 Powder Mill Lane traffic calming J6 Speldhurst Road/Kibbles Lane traffic calming J8 Upper Grosvenor Road traffic calming J12 J13 Ferndale St James’ Road area traffic calming F8 Rusthall High Street Traffic Calming F7 Grosvenor Road Gyratory F4 Mount Pleasant Road north of Church RoadBus J11 Priority A9 High Street Culverden Park RoadArea Traffic Calming (LTP bid item) Lower Green Road/High Street [Pembury]
6.8 Investigate options for Halls Hole Road and Cornford LA Lane to complement any traffic management and traffic
41 Draft Tunbridge Wells Borough Transport Strategy
calming along these routes 6.9 Investigate and consult on tTraffic management proposals for the residential streets around the town F11 Mount Edgecombe Road LA, DEV centre will be identified. These will include the provision of access restrictions, parking restrictions and speed reducing measures. 6.10 Implement adopted signing strategy derived at action LA 6.1. Long Term 6.1011 Complete traffic management/traffic calming proposals. A11 Hawkenbury Road speed limit extension LA, DEV A14 Hawkenbury Road/Boundary Road/Forest Way and Maryland Road (part) Traffic Calming C7 Gateway Treatments J5 Powder Mill Lane traffic calming J6 Speldhurst Road/Kibbles Lane traffic calming J7 Molyneux Park area J9 Kingswood Road J11 Culverden Park Road Traffic Calming J14 Newlands Road Traffic Calming 6.12 Implement Variable Message Signs in accordance with LA signing strategy derived at action 6.1 6.13 Construct traffic management proposals for residential LA street around the town centre identified at action 6.9
42 Draft Tunbridge Wells Borough Transport Strategy Bus Strategy
BACKGROUND
7.1 The majority of local bus services are provided by Arriva with a number of smaller other operators, like New Ventura and Southborough Travel providing a limited number of services. Local bus operators consider possible route changes on an ad hoc basis in response to requests from the public and development changes. Where there are gaps in the network, i.e. where bus operators consider a route or journey to be unprofitable, Kent County Council can tender for replacement services.
7.2 A key factor in selecting bus travel is the reliability of the service and the “predictability” of journey times. For the bus operators to deliver a reliable service, it is very important that conditions on the routes are consistent and that there is as little variability as possible. Bus operators report that the main factors that adversely affect reliability of bus services are the presence of illegal parking and congestion.
7.3 As well as services being reliable, bus stops need to be in convenient locations with timetable information and, preferably, some shelter from the weather. For most people, 400 metres is a reasonable distance to walk to a bus stop.
7.4 Bus passengers want their journey to be quick as well as reliable. It is necessary to reach a balance between defining bus services that penetrate into residential areas to make bus stops more accessible, and lengthening routes so much that journey times by bus become unattractive when compared with the same trip by private car. Bus passengers are likely to become very frustrated with detours into areas where demand and patronage is low.
STRATEGY
7.5 Accessibility assessments for the main residential areas identified the urban areas where a walk of more than 400m was required to catch regular bus service. The areas identified were:
· Farmcombe RoadAn area centred on St John’s Junior School; and
· High Brooms to Longfield Road An area immediately south of Camden Park.
· Yew Tree Road/Powder Mill Lane
7.6 In addition, services between the Longfield Road Industrial Estate and Royal Tunbridge Wells town centre are poor with a single service linking Longfield Road with Sherwood and the town centre.
7.76 Initial discussions have taken place with the bus operators regarding the services that would be needed to serve these areas. In most cases, these gaps in service provision have already been examined and deferred for the time being because of constraints at junctions and the lack of identified demand to justify increased journey times. These options should be re-considered as part of the bus Bus strategyStrategy, for introduction at a later date, when complementary measures can be introduced to overcome physical restraints.
7.87 Although local authorities have very little influence over the commercial bus operators, under ‘Quality Bus Partnerships’ it is possible to establish a protocol between all parties with an understanding of
43 Draft Tunbridge Wells Borough Transport Strategy each other’s’ responsibility. Under the Strategy both Kent County Council and Tunbridge Wells Borough Council can carry out highway improvements to deal with the areas that the operators deem to cause the most delays. In return the bus operators invest in new quality vehicles, driver customer care training, fares initiatives, etc.
7.9 One area of the bus network highlighted as a particular constraint, is the area between Longfield Road and High Brooms. The roads in this area are a mix of residential streets, with some industrial uses, leaving tight alignments and narrow roads. A key constraint is the alignment of the two railway under bridges, which provide difficult running conditions and in the case of North Farm Road require the operation of traffic signals. An alternative route via a new link across Colebrook playing fields is proposed to remove the worst of these constraints.
7.108 Bus priority is a vital element in the provision of reliable bus services. Bus priority, in a variety of forms, allows a bus to bypass areas of delay, or at least jump the queue, resulting in greater reliability. This improved reliability can reduce operator costs and increase the attractiveness of the service to consumers.
7.119 Bus priority is only likely to be beneficial when delays are considerable and bus volumes high. These conditions can be found on the radial routes into Royal Tunbridge Wells, most notably the A26 and A264 Pembury Road, and in the Royal Tunbridge Wells town centre. Bus lane provision along the A26 north of Royal Tunbridge Wells town centre should be enhanced. A westbound bus lane along Pembury Road is feasible and the construction of loading bays along the A264 in Langton Green would assist in reducing delays to buses.
7.1210 Access to service information can also be an incentive to use the bus. Parts of Royal Tunbridge Wells benefit from high-quality bus stop and shelter infrastructure. A passenger information system ‘Real Time’ is beinghas been introduced at busy stops that allows waiting passengers to know exactly how long they will need to wait to catch their desired service.
7.1311 Every effort should be made to bring the system into full operation and ensure that all town centre stops are equipped. In the longer term corridors will need to be identified along which provision can be rolled out to ensure benefits for all living and working along the route. The main radial routes would probably be the first beneficiaries of the scheme.
7.1412 Provision of information over the phone, or via the internet, might also be considered to encourage bus use. This one-stop shop approach for information is already used for the rail service and an all-mode version is currently being tested in Leeds. The system could be funded through contributions as part of planning applications and Travel Plan commitmentsThe internet website www.traveline.org.uk and associated telephone line (0870 608 2608) provides advice on public transport routes and times. Further travel advice is provided via the Kent County Council website (www.kent.gov.uk) and links are to be provided from the Tunbridge Wells Borough Council website (www.tunbridgewells.gov.uk). The Councils will ensure the facilities on their websites are kept up to date and publicised. Every opportunity to improve these facilities will be explored as technological advances are made.
BENEFITS
7.1513 Bus services will experience a considerable improvement in journey speed and reliability. Improved information before or during journeys will enhance the bus journey. For commuters and shoppers the P&R services will offer a cheaper, quicker and more convenient journey than by car. For those using the rail services the increased reliability will allow improved bus/rail connections, and the improved interchange facilities at Royal Tunbridge Wells Central station.
44 Draft Tunbridge Wells Borough Transport Strategy
7.14 School contract buses also have a valuable role to play in reducing trips that would otherwise doubtless be taken by car, and hence already help reduce congestion twice a day during term time and the Councils would seek to encourage further development of these services.
IMPACTS
7.1615 The bus priority measures put in place as part of the overall improvement in public transport services may, initially, have some impacts on the ease with which traffic moves around the town, and small delays may increase as a result. Bus lane provision andThe Park and Ride sites will have an impact on the local environment and careful design will be required to ensure that this is minimised. Some localised increases in delay may be experienced at the site access points. However, as use of improved bus services and the Park and Ride services increases, traffic levels will reduce and many of the impacts on traffic movements will reduce.
7.1716 Although the proposed Park and Ride services largely run along intensively used bus corridors it is not expected that they will have any effect on bus service patronage. The Park and Ride services will stop infrequently, if at all, between the parking sites and the town centre, and therefore will not pick up bus passengers. It is also unlikely that existing bus users will be attracted to the Park and Ride services as the parking sites are on the edge of the urban area and generally remote from residential areas.
45 Table 998 – Bus Strategy Action Plan
Action Proposal Location Implementing Agency Short Term reference [Key at paragraph 1.18] 7.1 Set up a Quality Bus Partnership involving the main local bus operators, Tunbridge Wells Borough Council LA, BO and Kent County Council. As part of the QBP, all partners to develop a strategy of priorities in order to tackle the main problems, in turn helping the operators decide and target new fleet investment. 7.2 As part of the QBP, all partners to develop a strategy of priorities in order to tackle the main problems, in turn LA, BO helping the operators decide and target new fleet investment. 7.32 Continue consultation with bus operators and frontagers to identify areas where illegal or uncontrolled parking LA, BO causes delays to buses, particularly in peak periods. Reorganise the parking enforcement visit frequencies plan to give a high priority to problem areas on bus routes. Introduce new waiting restrictions or bus stop clearways, where necessary. 7.4 Work in consultation with local frontagers to identify new waiting and loading restrictions to assist buses, LA, BO particularly in peak periods. 7.53 Continue implementation of the existing rolling programme of bus shelter refurbishment. Identify stops LA, BO requiring improvement and present to J C Decaux as possible priorities for additional bus passenger shelters, in consultation with local bus operators. 7.6 Assess the need for parking restrictions at bus stops and implement as required, in consultation with bus LA, BO operators. 7.74 To make the most of the investment made so far in real
46 time bus stop information, the Councils will work to LA, BO achieve full functionality of the system at the earliest possible date and seek to cater for all users (including the visually impaired).
7.85 Selection of routes for Quality Bus Corridors Contracts to be made in consultation with the operators. Once LA, BO agreed improvements have been made by all parties, carry out a bus service marketing campaign with route specific advertising on buses. Carry out specific marketing of bus routes serving the Longfield Road Area to encourage access by non-car modes. 7.96 Roll out fitting of GPS systems on buses and at traffic light controlled junctions to complement the bus priority LTP Bid item LA, BO measures elsewhere. 7.7 Seek enhancements to bus services and facilities to new development through appropriate developer contributions. 7.8 Investigate the feasibility of providing express bus services between Crowborough and Royal Tunbridge B16 Crowborough Express Bus LA, BO Wells for town centre employees. Work closely with existing and future town centre employers to identify sources of funding, including possible subsidy of season tickets. Implement agreed service. Medium Term 7.109 Develop further the Quality Bus Corridors Contracts with local operators to include high-quality vehicles and LA, BO service frequencies provided by the operators matched by bus priority infrastructure provided by KCC/TWBC through the LTP process. 7.1110 In consultation with bus operators, identify improvement schemes to assist buses at problem junctions – notably B10 London Road/Major Yorks Road junction LA, BO A3 Pembury Road/Sandhurst Road junction
47 Rusthall High Street/Lower Green Road, Major Yorks F6 Mount Pleasant Road/Church Road junction Road/Eridge Road, Sandhurst Road/Pembury Road. F7 Mount Pleasant Road Bus Priority Implement town centre public transport priority measures. 7.1211 Continue to sSeek enhancements to bus services and facilities to new development through appropriate developer contributions. 7.13 Investigate the feasibility of providing express bus services between Crowborough and Royal Tunbridge B16 Crowborough Express Bus LA, BO Wells for town centre employees. Work closely with existing and future major town centre employers to identify sources of funding, including possible subsidy of season tickets. 7.14 To support the Park and Ride proposals for Longfield E8 Colebrook Bus Link LA, DEV, BO Road, provide a new, dedicated bus link between North Farm Lane and Oak Road. Seek developer contributions where appropriate. Long Term 7.1612 Continue to seek enhancements to bus services and facilities to new development through appropriate developer contributions. 7.1513 Develop bus priority measures on main routes as part of the Park and Ride strategy, integrating these measures PR5 A26 [London Road, Southborough and St John’s LA, BO, DEV with those to support existing local services. PR6 Road] A264 [Pembury Road] 7.1618 Introduce quality branded bus services from the Park LA, BO and Ride sites to the town centre. 7.1714 Promote the extension of the real time passenger BO information scheme to other bus stop locations through contributions from developers and through the LTP bid progress. 7.1815 As part of the phased parking strategy, increase the cost of an annual season ticket for town centre car LA
48 parks to make the differential between parking charges and annual bus season tickets greater. 7.1916 Seek enhancements to Assess the need for new or enhanced bus services to serve local and strategic D7 Yew Tree Road/Powder Mill Lane bus route BO, LA, DEV routes, with particular emphasis on serving areas more E3 High Brooms to Longfield Road than 400 metres from a regular bus service. B17 Farmcombe Road
49 Draft Tunbridge Wells Borough Transport Strategy Rail Strategy
BACKGROUND
8.1 The Royal Tunbridge Wells and Southborough urban area is well-served by the railway network having stations at Tunbridge Wells Central and High Brooms, both on the London to Hastings line. On the periphery of the Borough neighbouring stations at Tonbridge, Wadhurst and Frant offer opportunities for local trips to/from Royal Tunbridge Wells. The Royal Tunbridge Wells stations are heavily used in weekday peak periods for travel to and from London but off-peak has considerable capacity, which can be exploited for leisure trips.
8.2 The Access to Hastings study recommends the improvement of services between Tonbridge and Wadhurst, effectively providing a regular shuttle service to serve Royal Tunbridge Wells.
8.3 A former railway line between Tunbridge Wells Central and Eridge is currently used, in part, by a local railway preservation society for leisure and seasonal event traffic. Land is reserved to re-open the line, offering links to the London–Uckfield line. Feasibility and business case studies have been undertaken for a consortium of local authorities in recent years.
8.4 In February 2003 the The GoVia franchise for the South Central area was let to the GoVia consortium for a minimum period of five years and is set to end in December 2009. This is a reduced franchise from the anticipated twenty years and for this reason the Strategic Rail Authority are to take the lead on any infrastructure enhancements. Thealso includes a feasibility study of re-opening the Wealden Line between Uckfield and Lewes would therefore be carried out by the Strategic Rail Authority and would compete with schemes across the Country. GoVia propose to invest in 700 new Electrostar trains and 42 Class 170 turbo diesel trains. In addition, the franchise investment plan identifies a £200M 115M improvement strategy for depots and stations.
8.5 In terms of local rail stations, both Tunbridge Wells Central and High Brooms stations have access problems which need to be tackled in order to make train travel more attractive. In particular, the opportunities for interchange with other transport modes (including buses) at Tunbridge Wells Central sStation, are limited at present. Ashurst Station lies to the western boundary of Tunbridge Wells Borough on the South Central network. The station offers services to London Victoria, London Bridge and the South Coast. The line at this point is not electrified and there are few fast services to London. Land is reserved in the Local Plan Review Second Deposit Copy for an extension to the car park at Ashurst Station (Appendix 3).
8.6 In developing the following rail strategyRail Strategy, the cost of railway infrastructure provision and the capacity problems elsewhere on the rail network have been taken into account in determining the likelihood of delivering potential rail improvements.
STRATEGY
8.7 Support the strategic rail proposals referred to in the Strategic Provision section. The improved services do not serve Royal Tunbridge Wells and Southborough directly, but they improve the rail opportunities available to the town’s towns’ residents.
8.8 Opportunities to improve station facilities at either or both Frant and Wadhurst to act as Park and Rail stations to support the proposed Tonbridge–Wadhurst shuttle service should be investigated in detail.
50 Draft Tunbridge Wells Borough Transport Strategy
8.9 The Councils will continue to support the provision of improved rail services between Tonbridge and Wadhurst as recommended in the Access to Hastings Study. These services should serve both Tunbridge Wells Central and High Brooms rail stations at regular frequency. Improved parking and/or interchange facilities at both Frant and Wadhurst rail stations, as a form of Park and Rail, will be sought.
8.10 The Councils will continue to reserve land to re-open the Royal Tunbridge Wells Central to Eridge railway line. This will maintain the opportunity for additional rail services to serve Royal Tunbridge Wells at some time in the future. If re-opened, this would be likely to lead to a reduction in the number and length of journeys made by car, and may also facilitate improved local bus services.
8.11 The Councils will seek to ensure improved access to both rail stations within Royal Tunbridge Wells, particularly in terms of improved opportunities for transport interchange.
8.12 Potential improvements at Tunbridge Wells Central station include:
· relocation of taxi rank to Station Approach, to clear Mount Pleasant Road for bus interchange;
· improved traffic management on Station Approach to reduce conflict between Safeway deliveries, cars and taxis, pedestrians and cyclists, maximising pedestrian priority where possible;
· parking on Station Approach to be limited to provision for cyclists, motorcyclists and disabled drivers;
· refurbished station frontage;
· provision of a passenger lift for the disabledmobility impaired;
· provision of a manned ticket office on the Mount Pleasant Road side of the station;
· provision of covered high-quality bus stop facilities immediately outside the station entrance on both sides of Mount Pleasant Road, or alternatively covered walkways to the existing bus stops;
· high-quality signing outside the station; and
· improved lighting/security of the pedestrian link between Mount Pleasant Road and Station Approach.
8.13 Potential improvements at High Brooms Station include:
· improved management of existing parking, including the provision of disabled parking bays;
· improved wheelchair access for both platforms;
· refurbish the passageway between the two platforms with improved lighting and security cameras;
51 Draft Tunbridge Wells Borough Transport Strategy · increase staffing of ticket offices;
· new bus stop facilities on North Farm Road; and
· new crossing facilities on North Farm Road.
8.14 It will be necessary to develop and maintain working relationships with the Train Operating Companies, the Strategic Rail Authority and RailtrackNetwork Rail to ensure adequate services and improvements for Royal Tunbridge Wells are provided.
BENEFITS
8.15 Improved rail services to Royal Tunbridge Wells will provide greater access to retail, employment, leisure and other facilities within Royal Tunbridge Wells town centre, thus increasing the attractiveness of the centre.
8.16 By providing an alternative to car trips, the improved services may cause a reduction in traffic levels within Royal Tunbridge Wells, most notably during peak morning and evening periods. In addition, improvements locally to the station infrastructure will enhance non-car access and interchange opportunities.
IMPACTS
8.17 The introduction of new or improved services or routes is unlikely to have a direct and detrimental impact locally, aside from the disruption to normal travelling should engineering works be required. Traffic in the vicinity of Royal Tunbridge Wells Central Station station and High Brooms will generally have less freedom to move.
8.18 If the Tunbridge Wells Central to Eridge line is re-opened as a commercial line then considerable local disruption would occur around the Sainsbury’s site.
52 Table 10109 – Rail Strategy Action Plan Action Short Term Proposal Location Implementing Agency reference [Key at paragraph 1.18] 8.1 Establish stronger working relationship with local Train Operating Companies, Network Rail and the SRA to LA, BO, TOCs/RTOCs/NR negotiate for improved services to be delivered to the Borough via the new rail franchise. 8.2 Ensure that land is reserved for the re-opening of the Tunbridge Wells Central to Eridge Iine. R1 Tunbridge Wells Central – Eridge Railway Line LA, TOCs/RTOCs/NR 8.3 At High Brooms introduce new pedestrian crossing facilities and bus lay-bys to allow better interchange. E2 High Brooms Rail Station LA, BO, DEV E4 High Brooms Rail Station 8.4 Parking Zones for areas approximately 800m around the retail centre and railway station which give priority to F12 Residents’ Parking Zones are part of the LTP bid LA, DEV residents and short-stay parking. Tunbridge Wells Central Access Zone (Residential) 8.5 Ensure that local employers, through local fora, encourage use of rail where possible in their Travel LA Plans. 8.6 Ensure land is reserved for an extension to the car park C9 Ashurst Railway Station LA at Ashurst railway station. Medium Term 8.57 Work with TOCs to deliver improved facilities especially at Tunbridge Wells Central station. LA, TOCs/RTOCs/NR 8.68 Undertake package of measures to provide high-quality interchange at Tunbridge Wells Central station. F2 Mount Pleasant Road bus/rail interchange LA, BO, TOCs/RTOCs/NR 8.79 Improve pedestrian access to Tunbridge Wells Central station and High Brooms rail stations. E4 High Brooms Rail Station LA, TOCs/RTOCs/NR, DEV F3 Mount Pleasant Road/Grove Hill Road junction F1 Vale Road Safeway delivery area J8 Upper Grosvenor Road traffic calming
Accessibility improvements are an LTP Bid item
53 8.810 Work with Tunbridge Wells Access Group and rail authorities and the operator to begin to deliver LA, TOCs/RTOCs/NR accessible facilities at the Borough railway stations for the disabledmobility impaired. 8.9 Ensure that local employers, through local forum groups, encourage use of rail where possible in their LA Travel Plans. 8.1011 Introduce, where possible, additional secure cycle and motorcycle parking at the Borough stations and improve F3 Mount Pleasant Road/Grove Hill Road junction LA, DEV, TOCs/NR access. (LTP Bid Item) E4 High Brooms Rail Station 8.1112 Open discussions with the TOC, East Sussex County Council and the community at Frant and Wadhurst to LA, BO, TOCs/RTOCs/NR introduce further car parking and/or provide interchange facilities at the stations, to act as a Park and Rail Sites. Long Term 8.1213 Aim to reduce the pressure of car use on Royal Tunbridge Wells by offering increased service LA, TOCs/RTOCs/NR frequencies from the south, particularly the Tonbridge – Wadhurst shuttle service. 8.1314 Complete the local cycle routes to Tunbridge Wells Central and High Brooms stations. E3 High Brooms to Longfield Road LA, TOCs/R
54 Draft Tunbridge Wells Borough Transport Strategy Cycle Strategy
BACKGROUND
9.1 There is a relatively low level of cycling in Royal Tunbridge Wells because of the hilly terrain and high car ownership. The Councils wish to provide a network of facilities to improve conditions for cyclists with the aim of encouraging cycling as an alternative form of transport to the car for short journeys. An effective network of cycling facilities requires integrated signing, continuous cycle routes, secure parking facilities, and locker and shower facilities in workplaces.
9.2 In developing the cycle network, it is important that the shortest and most direct routes are defined between destinations. In many cases, this route will be along an existing road corridor. Some sections of the network will only be completed when development takes place.
STRATEGY
9.3 The aim of the cycling strategyCycling Strategy is to increase the number of trips made by bicycle in Royal Tunbridge Wells and Southborough by providing a network of safe and direct cycle routes linking residential areas with neighbourhood and town centres, key employment, schools and leisure facilities.
9.4 The delivery of the cycling strategyCycling Strategy forms an integral part of the Strategy for Royal Tunbridge Wells and Southborough. The design of measures to complete the cycle network should be integrated with traffic calming in residential areas; the development of employee and school Travel Plans; design of interchanges; and the design of traffic management measures on radial routes.
9.5 The proposed cycle network consists of radial routes serving the town centre, High Brooms and Longfield Road. Contributions from developers will form an important part of the funding for the cycle network.
9.6 In addition to the provision of cycle routes, the provision of cycle storage facilities, showers and lockers at workplaces will be encouraged. Appropriate locations for these will be identified as part of Travel Plans for existing and new developments.
9.7 Cycle parking standards are to behave been introduced as part of the Local Plan Review.
9.8 Where possible segregated off-road cycle facilities will be provided. Should this not be possible then on-road facilities will be provided as a preference over facilities fully shared with pedestrians. Wherever feasible, defined routes will be provided that avoid conflict with HGVs, high traffic flow, and avoid the necessity to climb steep gradients.
9.9 The network must provide safe and convenient routes and therefore a crossing strategy has been developed to assist cyclists where routes cross major roads. The crossing strategy includes proposals for new toucan crossings and the conversion of pelican crossings to toucans where appropriate.
9.10 A high priority element of the cycle strategy is to complete cycle routes to Royal Tunbridge Wells and High Brooms railway stations and to increase the amount of secure cycle parking at these stations.
BENEFITS
55 Draft Tunbridge Wells Borough Transport Strategy 9.11 The result of the improvements will be a greater choice to travel by bicycle, especially for short distance journeys. Provision for journeys to school and to the railway stations will be particularly important.
IMPACTS
9.12 To ensure that cycle routes are effective, priority must be provided over vehicles and appropriate parking arrangements must be made. This may cause slight increases in delay at some junctions and a level of inconvenience where parking rights are removed or restricted, especially in predominantly residential areas. At places such as the railway stations there may be some loss of car parking spaces to ensure appropriate provision for cycle parking is made available.
56 Table 111110 – Cycle Strategy Action Plan Action Short term Proposal Location Implementing Agency reference [Key at paragraph 1.18] 9.1 Prioritise the proposed cycle network for implementation through an assessment of likely demand and accident Pembury Road Cycle Route (LTP bid) LA statistics. Aim to construct continuous sections, E5 Longfield Road Cycle Route (LTP bid) Barnetts Wood to Longfield Road clearly linking major centres of activity. Commence E8 Colebrook Cycle Link construction E10 Longfield Road between Dowding Way and Kingstanding Way 9.2 Review and standardise the operation times of existing PR5 A26 [London Road, Southborough and St John’s shared bus/cycle routes to cater for school and work Road] LA, BO commuting. 9.3 Introduce cycle parking standards as part of the Local Plan Review. LA 9.4 Review the provision and usage of existing current cycle storage facilities in the towns and produce a plan for LA introduction of further facilities where necessary. 9.5 Participate actively in National Bike Week and other initiatives to raise the awareness of cycling. LA 9.6 Introduce and promote system for rapid response to LA reports of damaged cycleways and cycle lanes. 9.7 Require developers to prepare a Travel Plan including proposals for inclusion of facilities for cyclists. LA, DEV 9.8 Seek enhancements to cycle routes and facilities to LA, DEV new development through appropriate developer contributions. Medium Term 9.69 Construct remaining priority sections of the cycle network and provide additional secure cycle storage A7 Forest Road Footway and Cycle Route LA, DEV facilities in the town centres and at major trip Extension C8 Bishops Down Road parking controls destinations. Seek developer contributions where C10 Town centre to RusthallLangton Road Cycle
57 appropriate. Ensure all road and access crossings on Route (LTP bid) proposed cycle routes are safe by design. E7 Clifton Road/Sandhurst Road cycle/pedestrianToucan Ccrossing E6 Sandhurst Road/Upper Grosvenor Road junction St John’s Road/Grosvenor Road junction B3 London Road/Nevill Street Junction (LTP Bid B9 item) D6 London Road/Yew Tree Road/Speldhurst Road junction (LTP Bid item) F3 Mount Pleasant Road/Grove Hill Road junction (LTP Bid item) F6 Mount Pleasant Road/Church Road junction F9 Camden Road/Victoria Road Junction B1 St John’s Road south of Powder Mill Lane B2 St John’s Road south of Queens Road 9.710 Begin to implement the strategy for new toucan crossings, and the conversion of pelican crossings to A1 Pembury Road/Halls Hole Road LA, DEV toucans at major road crossings and the inclusion of A2 Pembury Road A3 Pembury Road/Sandhurst Road junction cycle crossing facilities at traffic signal controlled A4 Pembury Road/Sandrock Road junction junctions. Seek developer contributions as appropriate. A5 Pembury Road/Calverley Park Gardens junction In addition, ensure all road and access crossings on A9 Lower Green Road/High Street traffic calming proposed cycle routes are safe. B1 St John’s Road south of Powder Mill Lane B2 St John’s Road south of Queens Road B4 Mount Ephraim outside Kent and Sussex Hospital B5 London Road/Mount Ephraim junction B6 London Road/Church Road junction B7 London Road/Vale Road junction B9 London Road/Nevill Street Junction B13 Eridge Road/Ramslye RoadRoper’s Gate C1 Langton Road/Major YorksYork’s Road junction E6 Sandhurst Road/Upper Grosvenor Road junction Sandhurst Road Toucan Crossing E7 Mount Pleasant Road/Church Road junction F6 Goods Station Road/Victoria Road F13
9.811 Liaise with major employees as part of their Travel Plan LA
58 development to identify opportunities for employers to provide facilities for cycling employees. 9.912 Liaise with SUSTRANS and other appropriate cyclists’ organisations to support the implementation of long LA distance cycle routes serving the town centres. 9.13 Identify suitable sub-strategic cycle routes to connect LA residential areas; Neighbourhood Centres; schools; other trip attractors and generators to the strategic network 9.1014 Publish a cycle network map with details of resources for cyclists such as local associations, cycle shops and LA secure parking facilities. 9.11 Require developers to prepare a Travel Plan including proposals for inclusion of facilities for cyclists. LA 9.12 Seek enhancements to cycle routes and facilities to new development through appropriate developer contributions.
Long Term 9.15 Commence construction of the sub-strategic cycle LA, DEV network identified at action 9.11 9.1316 Complete the construction of the strategic cycle network and complete the implementation of the crossing A10 Hawkenbury Road pedestrian/cycle crossing LA, DEV strategy. A15 Forest Road/Camden Park cycle crossing Mount B4 Ephraim outside Kent and Sussex Hospital London Road/Mount Ephraim junction B5 Mount Pleasant Road/Grove Hill Road junction F3 Camden Road/Victoria Road Junction F9
59 Draft Tunbridge Wells Borough Transport Strategy
Pedestrian Strategy
BACKGROUND
10.1 All journeys start and finish on foot, walking has valuable health benefits and, of course, is free. There has been an increasing trend for short journeys of under a mile to be made by car, however, p. People who choose to reduce use of their cars will change to walking more readily than to any other alternative mode of transport.
10.2 Royal Tunbridge Wells and Southborough town centres are not ideal for pedestrians partly because of the present dominance of the private car. In Royal Tunbridge Wells, significant moves have been made to improve this situation with the introduction of the Five Ways scheme that complements the existing refurbished pedestrianised area. Ideally, the improved character and quality of the surroundings for pedestrians in these areas should be extended to other sections of road to the north of the Town Hall.
10.3 The retail areas of Royal Tunbridge Wells have benefited from the use of some very high-quality materials in the design and construction of improvement works. Unfortunately, the quality of construction and maintenance has not always matched the quality of the materials which reduces the standard of the overall finish and can cause problems for pedestrians, particularly those with mobility problems.
10.4 To the south of the Town Hall, the main shopping street is on a steep gradient toward the railway station and the High Street and the Pantiles. The topography makes this part of the town rather difficult for pedestrians.
10.5 In Southborough, the retail area is dominated by traffic and the A26 severs the town centre area for pedestrians. The effect of severance is also a problem for children walking to schools on the main radial routes into Royal Tunbridge Wells.
10.6 Elsewhere in the towns, footway provision is generally good although attention to maintenance should be a priority.
STRATEGY
10.7 To make walking attractive again for journeys other than to or from a private car, the experience of walking must be made safer and more pleasant. Combined with restraint measures related particularly to the availability and cost of parking, improvements to footway maintenance, personal security measures, health education, and safe crossing facilities can all contribute to an increase in walking.
10.8 Investment should concentrate on those areas where demand is high, such as the town centre and key locations along the more heavily trafficked routes in the town. Awareness of the needs of the disabled, those with pushchairs and other special needs groups should be to the fore in design and maintenance.
10.9 Within the town centre key corridors of movement can be identified, particularly the north-south movements between The Pantiles and Camden Road, including around the station environs. Improvements should ensure that no barriers to pedestrian movement exist along this axis.
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10.10 Through the instigation of the Tunbridge Wells Central Access Zone (Residential), the priority for investment in pedestrian facilities has been laid down. Supporting moves to restrict parking provision, investment in pedestrian facilities should improve conditions for pedestrians and the attractiveness of walking in the town centre.
10.11 Improvements to accessibility, which will primarily relate to pedestrian and mobility impaired improvements are included in the Local Transport Plan Bid for the Tunbridge Wells Borough area.
BENEFITS
10.12 The result of improvements in the town centre should ensure a reintegration of the more peripheral High Street and Pantiles areas with the rest of the town centre, hopefully increasing the viability of the local businesses. Outside of the town centre, improvements would reduce safety hazards, especially for the more vulnerable younger pedestrians as they travel to school.
IMPACTS
10.13 To ensure that travel on foot is desirable priority must be provided over vehicles at points where there is desire to cross the road. This may cause slight increases in delays to those travelling by car or bus.
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Table 121211 – Pedestrian Strategy Action Plan Action Short Term Proposal Location Implementing Agency reference [Key at paragraph 1.18] 10.1 Carry out an accessibility audit of the core town centre Accessibility improvements are an LTP bid item LA areas with the support of the Access Group. Review all existing pedestrian crossings to ensure that pedestrian phases are sufficient to meet demands and that waiting areas; tactile paving; flush kerbs and pedestrian refuges meet minimum requirements. Prepare a programme of improvements needed to facilitate movement around the town centres for disabled people, including reference to the mobility impaired. With in the audit, give consideration to providing further pedestrianised or pedestrian dominated areas. 10.2 Continue the arrangements for rapid response to reports LA of damaged footways and trip hazards and introduce a performance target for rectifying trip hazards within 3 hours. 10.3 Review all existing pedestrian crossings to ensure that LA pedestrian phases are sufficient to meet demands and that waiting areas, tactile paving, flush kerbs and pedestrian refuges meet minimum requirements. 10.43 Ensure through the planning process that adequate LA provision is made for pedestrians as part of new developments. Medium Term 10.4 Further to action 10.1, carry out an accessibility audit of LA the urban area with the support of the Access Group. Review all existing pedestrian crossings to ensure that pedestrian phases are sufficient to meet demands and that waiting areas; tactile paving; flush kerbs and
62 Committee Item Draft Tunbridge Wells Borough Transport Strategy
pedestrian refuges meet minimum requirements. Prepare a programme of improvements needed to facilitate movement for disable people. 10.5 Implement a prioritised programme of improvements to pedestrian crossings and footways. A7 Forest Road Footway and Cycle Route Extension LA, DEV A12 Hawkenbury Neighbourhood Centre Improvements E6 Upper Grosvenor Road/Sandhurst Road junction E7 Clifton Road/Sandhurst Road Toucan Crossing D2 junction D3 Southborough short-stay car park D4 London Road local pedestrian D5 improvementsParking Restrictions London Road pedestrian Cycle Ccrossing D6 Holden Park Road/Prospect Road/Springfield Road Area London Road/Yew Tree Road/Speldhurst Road B9 junction (LTP Bid item) F1 London Road/Nevill Street junction (LTP Bid F3 item) Vale Road Safeway delivery area F6 Mount Pleasant Road/Grove Hill Road junction F8 (LTP Bid item) B18 Mount Pleasant Road/Church Road junction E4 Grosvenor Road Gyratory Broadwater Rise Footway High Brooms Railway station – relocation of crossing
10.6 Prepare a final quality specification to be incorporated LA into the contract for all works undertaken to footways and pedestrian areas in the town centres.
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10.7 Implement a rolling programme of flush kerb installation LA on busy pedestrian routes, particularly where the number of elderly pedestrians is high. 10.8 Minor improvements can be made at a number of A2 Pembury Road Pelican Crossing LA junctions to improve facilities for pedestrians without extensive engineering works. 10.9 Identify and implement sites for new pedestrian crossing LA facilities with particular reference to school travel. Long Term 10.910 Complete programme of improvements to pedestrian A10F3 Hawkenbury Road pedestrian and cycle crossing LA crossings and footways. Mount Pleasant Road/Grove Hill Road junction
64 Draft Tunbridge Wells Borough Transport Strategy
Royal Tunbridge Wells Town Centre
BACKGROUND
11.1 Royal Tunbridge Wells town centre is a vibrant and attractive centre which, because of the range of shops, facilities and employment opportunities it offers attracts workers, shoppers and tourists from both near and far.
11.2 During busy times of the day the success of the town also causes a number of problems. Heavy traffic flows, queuing and delays are experienced by all on entering the town. Those choosing to use public transport, walking or cycling can also experience delays and the unpleasant and inconvenient conditions and difficulties resulting from large numbers of queued vehicles.
11.3 The vitality and viability of a changing and developing town centre relies on the continued ability of all those using it to both access, and move around within it, with ease. These requirements may be put at risk if the town centre and access to it is not actively managed.
11.4 The parking and public transport strategies already described elsewhere are fundamental to preserving the qualities of the town centre for both economic and recreational activities. These would provide real and attractive alternatives to the car for those wanting to use the town centre.
STRATEGY
11.5 The proposed strategy for Royal Tunbridge Wells town centre involves an integrated set of proposals to improve transport access to the area by all modes and to ensure the centre remains an attractive shopping, leisure, entertainment and employment centre, whilst reducing the negative impacts of traffic.
11.6 The town centre strategy aims to influence the number of vehicles entering the town centre through a combination of parking restraint, improved public transport and other means.
11.7 Parking restraint would be applied by carefully controlling the levels of parking associated with new development and ensuring that public transport costs, including Park and Ride, are attractive in relation to parking costs for trips to the town centre. In the longer term, when alternatives to the car are available, the opportunity would be taken to reallocate long-stay parking spaces to short-stay.
11.8 Public transport improvements are proposed, including bus priority measures, Park and Ride services and improved penetration of residential areas to reduce the walking distance to bus stops.
11.9 A network of cycle routes would provide a safe, quick and high-quality cycle journey into and around the town centre, with cycle parking at key destinations such as shopping centres and the railway station.
11.10 Within the town centres high-quality footways and crossing facilities for cyclists and pedestrians would be provided. The facilities would be designed and constructed with particular consideration of the disabled community. Key desire lines along the Mount Pleasant Road and the High Street would be provided for, recreating the historic link between the High Street and the Pantiles through improved crossing facilities at key points such as Linden Park Road, Nevill Street/London Road and Vale Road/Mount Pleasant Road.
65 Draft Tunbridge Wells Borough Transport Strategy
11.11 The development of high-quality transport interchange facilities and the introduction of public transport priority measures in the most congested areas of the town would ensure that those travelling to Royal Tunbridge Wells for employment, shopping, recreation or travel purposes find public transport a desirable alternative.
11.12 The delivery of the town centre strategy would be through the integrated approaches to all aspects of travel and transport presented in the Strategy. It is through the co-ordinated use of a variety of approaches designed to change behaviour, modify choice and improve travelling conditions that this would be achieved.
Benefits
11.13 Access to the town centre on foot, by cycle and by public transport will be improved, and complemented by Park and Ride provision. The negative impacts of traffic within the town centre will be reduced accordingly, and in the longer term, the number of vehicles entering the town centre should reduce. This will enhance the attractiveness of the centre as a retail and employment destination, hence supporting its vitality and viability.
Impacts
11.14 Car drivers will be discouraged from driving into the centre through parking pricing policies, and, in the longer term, a reduction in long-term stay town centre parking.
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Table 131312 – Royal Tunbridge Wells Town Centre Action Plan Action Short Term Proposal Location Implementing Agency Reference [Key at paragraph 1.18] 11.1 Where particular parking hazards or problems exist investigate revise revising the restrictions and modify A6 Bayhall Road/Pembury Road junctionCastle LA modifying the enforcement regime. F10 Road parking and traffic calming F11 Mount Edgecombe Road 11.2 Increased awareness of the design requirements for the LA mobility and visually impaired would be developed through liaison with representative bodies and town centre managers. 11.3 A thorough review of all crossing facilities as required LA with particular reference to: - Use and quality of tactile paving and flush kerbs. - Location of push button units on pelican/toucan crossings and adequate provision of facilities for the blind and deaf. - Review pedestrian green times to ensure elderly and young people have sufficient time to cross safely. - Review provision of pedestrian refuges to ensure adequate provision for pushchairs. 11.4 A review of existing signing strategies within the town Signing strategy is an LTP Bid item LA centre, and the development of a detailed plan to firstly rationalise existing signing and, in the long termMedium Term, provide a revised signing system in line with long term traffic management and parking control goals. The existing traffic signing to major traffic attractors will be reviewed to identify the most appropriate route for goods traffic. The role of Variable Message Signing (VMS) for route and parking signing should be considered in developing the signing strategy for possible implementation in the Long Term.
67 Draft Tunbridge Wells Borough Transport Strategy
11.54 Implement other parking restrictions for amenity F10 Castle Road LA purposes. 11.6 Begin to raise awareness of the role of parking controls LA in the long term future of the town centre as part of the consultation process. Communicate the principles and objectives of the plan to local people. 11.75 Create zones for areas approximately 800m around the retail centre and railway station which gives priority to F12 Residents’ Parking Zones are part of the LTP LA, DEV, TOCs/RTOCs/NR residents and short-stay parking. bid Tunbridge Wells Central Access Zone (Residential) 11.86 Implement improved pedestrian crossing facilities F16 Linden Park Road 11.7 As redevelopment of the town centre takes place, seek opportunities to reduce private non-residential parking. LA 11.8 Develop and implement a local signing and pedestrian priority schemes to improve linkages between the High B9 London Road/Nevill Street junction LA Street, the Pantiles and Union Square. F16 Linden Park Road Medium Term 11.9 Implement adopted signing strategy derived at action LA 11.4. 11.810 Complete revision of parking regime at locations with safety hazards. A6 Bayhall Road/Pembury Road junction B5 London Road/Mount Ephraim junction 11.911 Undertake package of measures to provide high-quality interchange at Tunbridge Wells Central station. F2 Mount Pleasant Road bus/rail interchange LA, TOCs/RTOCs/NR
11.101 Implement town centre public transport priority 2 measures. B7 London Road/Vale Road junction LA, DEV F6 Mount Pleasant Road/Church Road junction F7 Mount Pleasant Road Bus Priority
11.111 Seek to reduce traffic congestion at junctions where 3 possible. B3 St John’s Road/Grosvenor Road junction LA B10 Eridge Road/Major Yorks Road junction 11.121 Provision of improved cycle facilities including cycle LA, DEV
68 Draft Tunbridge Wells Borough Transport Strategy
4 lanes, priority junctions and parking improvements. B3 St John’s Road/Grosvenor Road junction B9 London Road/Nevill Street junction (LTP Bid A5 item) Pembury Road/Calverley Park Gardens junction F9 Camden Road/Victoria Road junction F13 Goods Station Road/Victoria Road junction B5 London Road/Mount Ephraim junction C1 Langton Road/Major YorksYork’s Road junction F8 Grosvenor Road Gyratory 11.131 Implement improved pedestrian facilities. 5 F1 Vale Road Safeway delivery area LA, DEV F3 Mount Pleasant Road/Grove Hill Road junction F6 Mount Pleasant Road/Church Road junction F8 Grosvenor Road Gyratory B4 Mount Ephraim outside the hospital B6 London Road/Church Road junction F15 Camden Road/Monson Road junction 11.141 Traffic management to reduce vehicle speeds and create 6 a pedestrian-friendly environment. F7 Mount Pleasant Road north of Church Road LA F11 Mount Edgecombe Road F8 Grosvenor Road Gyratory
11.15 In combination with traffic management and highway works proposed at the junction of Nevill Street and B9 London Road/Nevill Street junction (LTP Bid LA London Road (a scheme identified in the LTP bid) item) develop local signing and pedestrian priority schemes to improve linkages between High Street and The Pantiles. 11.161 As redevelopment of the town centre takes place, seek 7 opportunities to reduce private non-residential parking LA and long term off-street parking. 11.18 Investigate opportunities to provide further pedestrianised LA areas.
69 Draft Tunbridge Wells Borough Transport Strategy
Long Term 11.171 Seek enhancements to bus services with particular 9 emphasis on serving areas more than 400 metres from a D7 Yew Tree Road/Powder Mill Lane bus route LA, BO, DEV regular bus service. E3 High Brooms to Longfield Road B17 Farmcombe Road 11.182 Complete provision of town centre bus priority measures 0 accessing Royal Tunbridge Wells town centre. PR5 A26 Bus priority[London Road, Southborough and St John’s Road] PR6 A264 [Pembury Road] 11.192 When substantial retail redevelopment is undertaken, 1 use the opportunity to rationalise off-street car parking LA, DEV space, ensuring that the total short-stay parking space for shoppers meets current and future needs. The provision of any long-stay parking space would need to be carefully justified. 11.22 Begin to raise awareness of the role of parking controls LA in the long-term future of the town centre as part of the consultation process. Communicate the principles and objectives of the plan to local people. 11.23 Implement Variable Message Signs in accordance with LA signing strategy derived at action 6.1 11.17 As redevelopment of the town centre takes place, seek opportunities to reduce private non-residential parking LA and long–stay off-street parking.
70 Draft Tunbridge Wells Borough Transport Strategy
Southborough Town Centre
BACKGROUND
12.1 The main shopping area lies on the main A26 into Royal Tunbridge Wells and traffic on the road is heavy and continuous. The town suffers from congestion and high levels of heavy traffic.
12.2 The main challenges are to provide a much improved environment, through reduction of congestion and wherever possible restraint of traffic, improvements to pedestrian facilities and improved bus and cycle access.
12.3 Alongside these problems is the need to provide strategic access to Royal Tunbridge Wells along the A26 and the requirement to provide access to a number of development sites in the vicinity.
STRATEGY
12.4 The proposed strategy for Southborough involves an integrated set of proposals to overhaul transport access to the area and ameliorate many of the negative effects of traffic in the shopping area.
12.5 One of the most important aspects of the Southborough town centre strategy is to provide a suitable pedestrian environment, whilst providing sufficient traffic capacity to provide reliable conditions for traffic flow through the town. A new toucan crossing across the A26 is required to link a supermarket proposed in the Local Plan Review and the shopping parade on the opposite side of the road.
12.6 A major element would be the prohibition rationalisation and enforcement of all loading and parking on London Road and adjacent side streets with c. Complementary enforcement would be required, together with dedicated areas for these activities on side streets, or within dedicated bays along London Road.
12.7 This would allow traffic management measures and a reallocation of roadspace to maintain low vehicle speeds and improve the local area for shopping and recreational activities.
12.8 Bus services would be made more attractive through greater timetable reliability, leading from the removal of constraints on traffic flow along London Road. These gains would be reinforced by the provision of improved bus stop infrastructure where required.
BENEFITS
12.9 There would be an improved environment in the town centre due to the removal of illegal parking and traffic congestion. Provision of formalised unloading bays and improvements to car parking areas would remove many of the causes of congestion through the town.
12.10 Improved facilities for non-car travel should increase use of public transport by making these modes more attractive. Overall the town would be more accessible from its surrounding areas, particularly the south and east which should increase levels of trade in local shops.
IMPACTS
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12.11 Reduced vehicle speeds for through-traffic and less convenient loading and unloading arrangements.
72 Table 141413 – Southborough Action Plan Action Short term Proposal Location Implementing Agency Reference [Key at paragraph 1.18] 12.1 The operation of the Yew Tree Road/London RoadSt Yew Tree Road/St John’s Road/Speldhurst LA John’s Road/Speldhurst Road junction will be reviewed D6 Road junction (LTP Bid item) to identify areas for improvement, including the provision of turning lanes, re-siting of the conflicting pedestrian crossing just north of the junction, and improved cycle and pedestrian facilities at the junction itself. 12.2 The locations and standard of current pedestrian LA facilities will be reviewed. Medium term 12.2 The locations and standard of current pedestrian LA facilities will be reviewed and amended, with particular reference to: - Location and width of facilities to ensure they serve the pedestrian needs - Use and quality of tactile paving and flush kerbs. - Location of push button units on pelican/toucan crossings and adequate provision of facilities for the blind and deaf. - Pedestrian green times to ensure elderly and young people have sufficient time to cross safely. - Provision of pedestrian refuges to ensure adequate provision for pushchairs. 12.3 Improve London Road/Yew Tree Road/Speldhurst Road London Road/Yew Tree Road/Speldhurst Road LA, DEV junction to allow improved operation for all users. D6 junction (LTP Bid item) 12.4 Plans for mixed usemixed-use development on the east Ridgewaye Public Car Park LA, DEV side of London Road will require a new access via Yew D1 Pedestrian Street Tree Road and The Ridgewaye. This will require Ridgewaye Cycle Route improvements to the junction of The Ridgewaye/Yew Residents Parking Scheme
73 Tree Road to ease vehicle, pedestrian and cycle movements. Pedestrian and cycle access will be given a Yew Tree Road/The Ridgewaye junction high priority and measures provided to reduce impacts D8 on local residents. 12.5 In line with the removal of all long-stay on-street car parking on London Road, investigate parking D2 Southborough short-stay car park LA, DEV arrangements in adjoining streets including short-stay D3 London Road parking management parking and Residents’ Parking Zones. In addition the D4 London Road pedestrian crossing existing off-street car parks will be improved through the D5 Holden Park Road/Prospect Road/Springfield provision of lighting, improved pedestrian access and Road Area additional spaces where possible. Additional enforcement will seek to ensure that these spaces are used only for short-stay parking. 12.6 Reduce impacts of through-traffic to the west of A26 and LA ensure that rat-running does not worsen. J6 Speldhurst Road/Kibbles Lane traffic calming Reynolds Lane Speldhurst Road (Langton) to Barden Road (Speldhurst) 12.7 St John’s Road and London Road have already been provided with cycle routes along significant sections of B1 St John’s Road south of Powder Mill Lane LA, DEV their length. Any gaps will be filled in order to provide D4 London Road Cycle Crossing continuous cycle routes between Bidborough Ridge and B2 St John’s Road South of Queens Road Queens Road. These will be complemented by a cycle link from High Brooms, via Brokes Way and across land at The Ridgewaye. Secure cycle storage facilities will also be put in place at suitable locations. 12.8 Where appropriate, crossings will be moved to more LA appropriate locations to better serve observed pedestrian needs. Where pedestrian footpaths are currently sub- standard these will be widened to provide better facilities.
74 Long term 12.98 Currently bus services do not serve the area around Yew Tree Road/Powder Mill Lane bus route LA, BO, DEV Powder Mill Lane. The Councils will seek to ensure D7 provision of frequent bus services as part of a three pronged strategy to improve access to Royal Tunbridge Wells town centre, to improve access to local schools which are currently not served, and to provide additional links to Southborough from the south and east. 12.109 Improved bus services provided through bus priority LA, DEV measures. PR5 A26 Bus priority[London Road, Southborough and St John’s Road] A264 Bus priority
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Longfield Road Area
Background
13.1 The Longfield Road area is the main out-of-town centre for shopping and industrial development area to the north east of Royal Tunbridge Wells. Within the development are a number of furniture warehouses, DIY stores, vehicle sales showrooms and light industrial units. The area also incorporates the main refuse disposal facility for the town.
13.2 In common with many areas of this type transport provision is concentrated upon facilities for car access. All units in the area have ample parking with access generally off Longfield Road itself. These factors, plus the volumes of traffic generated by the area, and in particular the substantial number of HGV movements, present a number of challenges in the future.
13.3 Being located close to, and accessing directly the A21 is a potential strength and a current weakness. Improvements to the Longfield Road junction and dualling the A21 are of vital importance to the area. Tunbridge Wells Borough Council’s position on the A21 is set out in “Detailed Case for Dual 2-lane Improvement” and” and identifies the operation and economic importance of the Longfield Road area and the importance of arriving at a long term solution for the problems currently experienced.
13.4 This view concurs with the conclusion of the Access to Hastings study which that advocates advocated the on-line dualling of the A21 between Tonbridge and Pembury. Alongside this the study recommendsand an expanded at-grade roundabout at the Longfield Road junction. As outlined in the Strategic Transport section, the Highways Agency have now consulted on proposals for an on-line dualling of this section of the A21 but with a grade-separated junction at Longfield Road. The Borough Council and Kent County Council have expressed in-principle support for the proposals but are to work with the Highways Agency in developing the details for the route.
13.5 This proximity to the A21 has led to the identification of a key opportunity to construct Park and Ride facilities in the Longfield Road area.
13.6 The proposed development allocated and facilitated in the Local Plan Review presents opportunities to substantially enhance the accessibility of the sites by other modes. Further opportunities will need to be vigorously pursued in the future.
13.7 Delays experienced on the A26 northern and A264 eastern approaches to Royal Tunbridge Wells mean that a substantial volume of traffic uses Longfield Road to access Royal Tunbridge Wells town centre. A registration plate survey undertaken in Longfield Road identified that more than 60% of traffic travelling through the area was not stopping in the Industrial Estate.
13.8 One of the problems highlighted in the Longfield Road area is the lack of high-quality pedestrian and cyclist facilities. Perceived safety problems occur where pedestrians are required to use informal crossings and cyclists use the busy main carriageway where uncontrolled parking creates a hazard and acts as a significant deterrent.
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STRATEGY
13.9 The strategy for reducing the impact of transport in the Longfield Road area is centred on three initiatives:
? support for highway improvements which that would ease access to the area. – Tthe proposed construction of a dual 2-lane section of the A21 and a grade separated junction at Longfield Road will assist in this. This should be linked to traffic management measures to reduce through-traffic on roads to the south of the A21 such as Longfield Road. ;
? an essential aspect of improving access to Longfield Road must be the provision of improved road access, particularly for HGVs. Long delays are regularly experienced at the A21/Longfield Road junction, which lead to significant rat-running of both cars and HGVs. This junction needs to be improved, possibly in conjunction with the A21 dualling, to reduce the need for traffic to use alternative routes roundabout has been enlarged as part of the development of a local retail park that has eased movements through the junction. The Council believes that consideration should be given to a grade separated roundabout. This should particularly reduce the impact of HGV traffic on residential roads in the area.; and
? increasing tThe level of public transport use by those using the area, through provision of improved bus services in the area has been improved but further enhancements should be implemented, particularly to serve access from the Tonbridge direction.
13.10 One of the closest transport facilities to the area is High Brooms rail station. Currently the links between High Brooms and Longfield Road are restricted by the available infrastructure. This is particularly apparent outside the station where provision of a dedicated bus lay-by is required.
13.11 Providing A high frequency services on a circular route from High Brooms station, along Sandhurst Road, Liptraps Lane, through Longfield Road and back along North Farm Road whas been provided through development. It is anticipated this could attract a significant proportion of employees, and a small proportion of shoppers. These services would make use of the proposed Colebrook bus link, avoiding the most constrained sections of the road network.
13.12 The use of more sustainable modes of transport for short distance trips to the area can be encouraged through the provision of dedicated pedestrian and cycle facilities.
13.13 All of these initiatives can be reinforced through Travel Plans that may be developed for individual employers or, possibly more effectively, through the development of site-wide strategies.
BENEFITS
13.14 Greatly improved non-car alternatives, reducing the total amount of traffic entering and leaving the area. In particular the improvements in bus and cycle infrastructure should increase use of these modes.
13.15 Providing good pedestrian links within the area should reduce the number of very short trips made by car, so reducing congestion within the area.
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13.16 Provision of traffic management measures to direct cars away from sensitive areas should lead to reductions in the detrimental impacts that result from Longfield Road related traffic, in other areas, particularly the surrounding residential areas.
IMPACTS
13.17 It is not possible to entirely remove the detrimental impacts of traffic related to the Longfield Road area.
78 Table 151514 – Longfield Road Action Plan Action Short term Proposal Location Implementing Agency Reference [Key at paragraph 1.18] 13.1 Continue to lobby the Government DfT to prioritise the A21/Longfield Road junction LA, CG dualling of the A21 trunk road between Tonbridge and E1 Pembury Bypass, including the upgrading grade separation of the Longfield Road junction, to improve access to the area. 13.2 The Councils will support the upgrading of the A21/Longfield Road junction LA, DEV A21/Longfield Road junction to reduce delays for all E1 traffic using the junction, subject to the approval of proposals by the Highways Agency. 13.32 Seek the extension further enhancements of the existing BO, LA bus services better to cover evening travel to and from the recreational facilities in the area. 13.4 Continue to lobby DETR to ensure the prioritisation of LA the dualling of the A21 between Tonbridge and Pembury, including the re-construction of the Longfield Road junction. 13.53 Seek to provide a dedicated bus bay lay-by outside High High Brooms Railway station BO, TOCs/RTOCs/NR, LA Brooms station. E4E2 13.4 To provide high quality pedestrian and cycle access to and through the Longfield Road area, complete the E8 Colebrook Cycle Link LA, DEV network of segregated and shared segregated E10 Barnetts Wood to Longfield Road pedestrian/cycle paths. Longfield Road between Dowding Way and Kingstanding Way 13.5 Develop an outline travel plan for the Longfield Road area LA in partnership with local companies. 13.6 Contributions to new transport infrastructure to serve new development to be sought, based upon existing LA levels of transport access.
79 Medium term 13.6 The provision of segregated cycle paths within the Longfield Road area is proposed. Linked to this will be a Longfield Road cycle route LA, DEV re-organisation of on-street car parking to reduce the E5 Longfield Road parking controls impact of parking on traffic flow, buses, cycles and pedestrians. 13.7 Improvements will be made to the Barnetts Wood Southborough to Longfield RoadBarnetts Wood LA access to the area, particularly the existing pedestrian cycle route bridge crossing the railway. Alongside this aA signed cycle route along Brokes Way towards Southborough will be put in place. 13.8 Signalise junctions to improve access to major LA/DEV development sites. E9 Longfield Road/Kingstanding Way E11 junctionsignalisation Longfield Road/Seeboard site junction
13.9 Pedestrian improvements on Longfield Road between Longfield Road Dowding Way and Kingstanding Way. E10 13.10 New pedestrian and cycle paths to Longfield Road via Sandhurst Road/Clifton Road signalisation LA, DEV Colebrook Playing Field, Clifton Road, Sandhurst Road E7 will be constructed. 13.11 In conjunction with new cycle facilities in the area, a Colebrook Playing Field LA new cycle and pedestrian path to cross Colebrook Playing Fields will be constructed. 13.12 Develop an outline travel plan for the Longfield Road area LA in partnership with local companies. Long term 13.13 To support the introduction of a new shuttle bus service Colebrook Bus Link LA between High Brooms and Longfield Road construct a E8 dedicated bus link between Oak Road and North Farm Lane. 13.149 Provide Park and Ride facilities on site allocated in Longfield Road LA
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Paddock Wood
BACKGROUND
14.1 Paddock Wood has the advantage of a town centre railway station. Many residents have chosen to live in the town because of the convenient rail services to Tonbridge, Maidstone and London. However, access to the station for passengers is relatively poor. There are widespread parking problems to be addressed alongside improvements for those members of the community who use other modes of transport.
14.2 Paddock Wood is also an important local market town, with a busy shopping street. In The recent months the centre of Paddock Wood has been the subject of a regeneration scheme which has added traffic calming and environmental improvements to the main shopping street. As part of this scheme the management of on-street parking has been improved with the provision of short-stay car parking within the shopping area, traffic is slowed and better facilities for pedestrians and cyclists have been provided.
14.3 As a key employment area, Paddock Wood includes distribution depots and a rail freight depot. The latter is currently used for local distribution but the capacity of the site is not being fully utilised.
VISION
14.4 To maximise the potential of the town centre by ensuring that it is a pleasant and attractive destination to shop, work and live. To improve access to the railway station through an increased choice of transport options. To ensure the long-term viability of the employment areas of the town whilst minimising the detrimental impacts of goods vehicle traffic.
OBJECTIVES
14.5 TS15 to ease travel by car and to provide an attractive range of alternatives to car travel for all journeys without jeopardising the vitality of Paddock Wood. TS16 to increase safety and reduce the number and severity of Personal Injury Crashes within Paddock Wood
STRATEGY
14.6 Paddock Wood already has a good basic transport infrastructure. However, there is much which could be done to increase the attractiveness of local transport and local services to encourage residents and businesses to reduce reliance on the private car.
14.7 The importance of the rail services to Tonbridge and London should not be underestimated. At Paddock Wood station facilities will be improved and the impacts of station-related traffic mitigated through:
· extension of the existing car parks on the south side of the station;
· investigation of a Residents’ Parking Zone around the station;
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· improvements to pedestrian and cycle access facilities on Station Approach, linking to the improvements on Commercial Road;
· a combination of measures on Hop Pocket to improve pedestrian and cycle facilities, reduce safety risks and improve bus access; and
· provision of public transport interchange facilities on Station Approach.
14.8 An extension of traffic calming measures along Commercial Road in due course, along with targeted improvements to crossing provision can overcome some of the main barriers to pedestrian movement.
14.9 The compact nature and flatter topography of Paddock Wood with a single spine (Maidstone Road) lends itself to cycle route provision as the main trip attractors (the railway station, shopping centre, secondary school and leisure centre) are all located along its lengthclose to this corridor. A core network of cycle routes has been identified to link the main residential areas with these activities to encourage short distance cycle routes, including routes on Maidstone Road, Warrington Road, Station Road and Nursery Road.
14.10 These improvements may be linked with Safer Routes to Schools initiatives around Mascall’s School. Any improvements should be linked to the a School Travel survey to be recently completed by pupils at Mascall’s School.
14.11 Paddock Wood is a stand-alone town in a rural setting. On each approach it is important that the boundary of the town and the 30 mph zone is well defined to raise drivers’ awareness of the need for additional care to be taken. In defining the town’s boundaries with a series of gateways, the traffic management measures required offer an opportunity to provide a sympathetically designed feature that reflects the local character of the area.
BENEFITS
14.12 The strategy for Paddock Wood will seek to provide improvements for vulnerable road users linking the main trip attractors in the area and maximising the potential for transport choice.
14.13 The schemes support and complement the Safer Routes to Schools strategy Strategy through the provision of improved pedestrian facilities and cycle facilities on major corridors likely to serve considerable volumes of school travel.
IMPACTS
14.14 No Limited measures are proposed in the strategy for Paddock Wood that will reduce the desire to travel by car, so traffic levels are likely to continue to grow. .
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Table 161615 – Paddock Wood Action Plan Action Short term Proposal Location Implementing Agency reference [Key at paragraph 1.18] 14.1 The Councils will liaise with (inter alia) the Access Group, RailtrackNetwork Rail, TOCs and the SRA to I2 Hop Pocket approach to railway station LA, CG, TOCs/RTOCs/NR encourage improvements in access to Paddock Wood I3 Commercial Road approach toPaddock Wood station. I21 railway station Extension ofRailway Station Car Park. 14.2 Consult with residents about the introduction of a I17 Parking controls close to the railway station LA, TOCs/RTOCs/NR Residents’ Parking Zone around the station north and (Residents’ Parking Zones are an LTP Bid item) south of the railway line and implement. 14.3 The layout of the Elm Tree junction will be reviewed to I1 Junction of Church Road and Queen Street LA assess the need for safety improvements. Local landowners will be consulted with regard to vegetation management. 14.4 Identify through discussion with pupils and staff the need Mascall’s School LA for safety or other improvements close to Mascall’s (Safer Routes to Schools is an LTP Bid item) School. Implementation linked to provision of cycle lanes. 14.5 Ensure land is reserved for a bus/rail interchange. I3 Paddock Wood railway station LA 14.6 Ensure land is reserved for an extension to the car park I21 Paddock Wood railway stationRailway Station LA at Paddock Wood railway station. Car Park 14.7 Consideration of one-way proposals on Commercial LA Road 14.7 Undertake the March annual data collections. Carry out assessments to inform yearly funding bids LA, BO, TOCs/NR 14.8 Collect modal information for rural towns in 2005/2006 LA, BO, TOCs/NR 14.9 Contributions to new transport infrastructure to serve new development to be sought, based upon existing LA levels of transport access. Medium Term
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14.10 The scope for additional bus services should be reviewed LA, BO and an action plan devised. Consideration should be given to a Quality Bus Partnership. 14.811 Implement cycle routes. I11 Warrington Road LA I12 Maidstone Road I18 Station Road I19 Maidstone Road toucan crossing I22 Nursery Road Paddock Wood to Hale Street Bypass (A228) 14.129 Verify and implement pedestrian crossing facilities. This I3 Paddock Wood Railway station LA will include completion of the bus/rail interchange Phase I4 Commercial Road / Old Kent Road 3 of the town centre improvements. I5 Church Road / Station Approach 14.130 Provision of bus services and bus stop facilities will be I9 Station Road LA, BO, TOCs/RTOCs/NR reviewed to identify an investment programme for bus stops and additional services. 14.141 Implement local improvements to reduce vehicle speeds LA through the town centre and to reduce difficulties in HGV I1 Elm Tree Public House junction manoeuvring. I6 Badsell Road I7 Commercial Road I8 Old Kent Road 14.152 Implement or enhance town gateway treatments. I20 Gateway treatment (B2160, Church Road, LA Maidstone) 14.163 Monitor the use of the Transfesa depot and work with LA, TOCs/RTOCs/NR TOCs the operator, Network Rail and the SRA to maximise the capacity available to local businesses without introducing excessive road vehicle movements. 14.174 Bus operators should be encouraged to provide extended bus services serving the industrial area and I10 Transfesa route extension BO, LA town centre and to provide additional commuter I13 Evening return service to Cranbrook services. I14 Pilot evening and weekend service I15 Provide timetable information at all bus stops
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I16 Additional stops in new development area 14.18 Continue to undertake the March annual data collections. Carry out assessments to inform yearly LA, BO, TOCs/NR funding bids 14.19 Collect modal information for rural towns in 2008/2009 LA, BO, TOCs/NR Long Term 14.152 Traffic circulation in the town should be improved to LA 0 eliminate inappropriate traffic, reduce flows on residential roads and remove conflicts between traffic and other activities. 14.21 Collect modal information for rural towns in 2011/2012 LA, BO, TOCs/NR 14.22 Continue to undertake the March annual data collections. Carry out assessments to inform yearly LA, BO, TOCs/NR funding bids 14.23 Construct car park extension in line with land reserved in I21 Railway Station Car Park Local Plan Review
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Cranbrook
BACKGROUND
15.1 The town is some distance from the major urban areas of Royal Tunbridge Wells and Maidstone and local shops, employment, secondary schools and facilities are particularly important to residents of the town and surrounding villages.
15.2 Existing bus services link Cranbrook to the larger towns of Maidstone, Royal Tunbridge Wells and Tonbridge, with the best linkage to Royal Tunbridge Wells. Evening services are poor.
15.3 Links to the nearest rail network are at Staplehurst. For other activities there is a reliance on the private car although approximately 20 percent of households do not have access to one.
15.4 To the west of the town centre runs the A229 Angley Road that effectively bypasses the town for through-traffic. On the western side of Angley Road are Angley School and the Weald Leisure Sports Centre. At present the junction of Angley Road with Waterloo Road gives priority to vehicles on Waterloo Road. This may encourage traffic to travel through, rather than around the town, with impacts on the sensitive town centre. There is a danger that increasing traffic levels on Angley Road will create a severance issue for non-car users visiting Angley School and the Weald Sports Centre.
VISION
15.5 The vision is to maintain the vitality and viability of Cranbrook, by accepting that the car is important given that the town serves the surrounding rural hinterland; and increase car parking whilst also improving the quality of town centre for non-car users. This should seek to enhance the existing historic and pleasant surroundings and guarantee that they are conserved into the future. The town centre will be a pedestrian and cycle friendly environment, protected from increasing traffic levels elsewhere.
15.6 Improvements to crossing the Angley Road will ensure that the community services of the school and the leisure facilities are well-integrated into the town’s structure.
OBJECTIVES
15.7 TS16TS17 Maintaining the vitality and viability of Cranbrook by accepting that the car is important given that the town serves the surrounding rural hinterland whilst providing an attractive range of alternatives to car travel for all local journeys. TS18 to increase safety and reduce the number and severity of Personal Injury Crashes within Cranbrook
STRATEGY
15.8 The strategy for the town of Cranbrook must support its role as the local market town, providing good access and parking. In addition good links to the centre for pedestrians, cyclists and bus passengers should give local options for those without a car, and to encourage reduced car use by others.
15.9 An increase in the amount of parking provision is proposed in the Local Plan Review at a site to the south of High Street.
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15.10 A network of cycle routes to link the residential areas, schools, the leisure centre and town centre, together with convenient cycle parking facilities will enhance these opportunities. Cycle route provision will be combined with the introduction of a School Safety Zone on Angley Road to reduce problems related to traffic speeds and crossing.
15.11 Enhancing non-peak and weekend public transport services would provide a genuine alternative to the car. Encouraging the development of a rural taxi/private hire operation in the town would also assist in providing alternatives to those without access to a car.
15.12 The A229 Angley Road acts as a bypass to the town centre and better use could be made of this route by changes to existing current junction arrangements, subject to suitable investigations of the junction operation. The nature of Angley Road will also need to be changed to ensure that traffic does not speed and that there is adequate awareness of pedestrians and cyclists in the area.
15.13 This likely increase in traffic on Angley Road would need to be complemented by improvements for access to Angley School and Weald Sports Centre, particularly with a view to reducing trips to school by car. The improvements can be informed by the information gathered from school travel surveys (this indicates that the provision of adequate cycle facilities both on and off-site will be a major incentive to switch from car travel).
15.14 High Street is the centre of town activity and a number of fairly minor improvements to bus waiting facilities, pedestrian crossings and parking enforcement will help to further enhance the pleasant and historic environment.
BENEFITS
15.15 The measures will increase the ease, safety and choice of movement and will form a good basis from which to build Safer Routes to School initiatives.
15.16 Improving public transport links will improve social inclusion, by increasing access to employment and services in Cranbrook and the surrounding towns.
IMPACTS
15.17 Increased levels of traffic on A229 Angley Road will need to be carefully managed to ensure that no increased safety risk occurs.
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Table 171716 – Cranbrook Action Plan Action Short Term Ref Location Implementing Agency Number [Key at paragraph 1.18] 15.1 Implement town centre improvements and 20mph zone as programmed by KCC. G17 High Street, Stone Street, Waterloo Road, LA Carriers Road and St David’s Bridge 15.21 Existing parking restrictions should be enforced to aid traffic movement in the town. G10 Parking controlsHigh Street Parking LA enforcement 15.32 Identify the scope for the provision of cycle lanes, cycle routes, additional pedestrian crossings and dedicated LA, BO bus lay-bys. 15.43 Improve bus waiting facilities. G7 High Street outside HSBC Bank BO G8 Angley School bus stop
15.5 The scope for additional bus services should be reviewed and an action plan devised. G15 Non-peak bus services to Royal Tunbridge Wells BO and Maidstone G16 Pilot evening and weekend services to Royal Tunbridge Wells 15.64 Pedestrian facilities improved. Carry out an audit of pedestrian facilities and prepare prioritised list of G6 Waterloo Road footway improvements LA improvements, including making provision for the G11 High Street pedestrian crossing mobility impaired. 15.75 Commence introduction of general speed reduction within the town on safety grounds. G5 Gateways on main approaches.: LA High Street Waterloo Road Bakers Cross 15.6 Undertake the March annual data collections. Carry out LA, BO, TOCs/NR
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assessments to inform yearly funding bids 15.7 Collect modal information for rural towns in 2005/2006 LA, BO, TOCs/NR 15.8 Contributions to new transport infrastructure to serve new development to be sought, based upon existing LA levels of transport access. Medium Term 15.89 Extension to High Street Car Park. Extension to existing car park G18 LA, DEV 15.109 To support a Safer Routes to School strategy for Angley School undertake design studies of cycle lanes and G3* Cycle lanes (Safer Routes to Schools is an LTP LA routes to the school from the residential areas. Bid item)
15.110 Provide town centre cycle parking. G13 Town centre cycle parking LA 15.121 Implement School Safety Zone in conjunction with cycle A229 Angley School areaRoad and pedestrian provision outside the sAngley School. G9 (Safer Routes to Schools is an LTP Bid item) LA
15.13 The scope for additional bus services should be reviewed and an action plan devised. Consideration LA, BO should be given to a Quality Bus Partnership. 15.12 Implement Golford Road footway improvements. G14 Extension to existing Golford Road footway LA 15.1314 Cycle facilities should be completed, including a network of cycle lanes routes and a toucan crossing G3* Cycle lanes LA outside Angley School/Weald Sports Centre. Within the G4 Toucan outside Angley School 20mph zone cycle routes should be signed only. 15.15 Explore with Cranbrook School the options available to provide off street coach parking. Continue to undertake the March annual data collections. Carry out assessments to inform yearly LA, BO, TOCs/NR funding bids Collect modal information for rural towns in 2008/2009 LA, BO, TOCs/NR
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15.14 Town centre highway safety improvements. G2 Stone Street / Waterloo Road junction LA G19 Bakers Cross/Tilsden Lane junction 15.1516 The design of the A229/Waterloo Road junction should be reviewed to change priorities, reduce traffic speeds G1 Junction of Waterloo Road and Angley Road and improve safety. Long Term 15.17 Collect modal information for rural towns in 2011/2012 LA, BO, TOCs/NR 15.18 Continue to undertake the March annual data collections. Carry out assessments to inform yearly LA, BO, TOCs/NR funding bids
* Note: the section of the cycle route along Stone Street is narrow and winding. Detailed assessment of the alternatives will be required to ensure an acceptable solution is delivered for cyclists and motorists.
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Hawkhurst
BACKGROUND
16.1 16.1 The townHawkhurst has a range of local facilities, and is dominated by the crossroads of A268 High Street and A229 Highgate Road, which form itsthe centre of the town. The presence of the strategic roads results in high HGV flows and the significant impacts of through-traffic in terms of noise and emissions.
16.2 The shopping facilities are located close to the junction, on all approaches to it. This generates considerable volumes of local traffic and brings pedestrian movements in direct and significant conflict with vehicular traffic. Accessing these facilities from the surrounding residential areas can be difficult particularly at peak times because of congestion at this junction.
16.3 The topography of the local area results in fairly steep gradients on the southern and northern approaches to Hawkhurstthe town meaning that cycling is not a particularly attractive proposition.
16.4 The relatively level and straight approaches from the east and west mean traffic approaches the Hawkhurst town at fast speeds.
16.5 Nearly 20% of households do not have access to a car and provision of services to reduce the effect of this needs to be identified.
16.6 The Bus Station near Fowlers Park provides a useful focus, destination and interchange for bus passengers in Hawkhurst and gives those without access to a car opportunities to travel by public transport to many locations in Kent and East Sussex. The Bus Station functions as a depot for Arriva Southern Counties and enables bus lay-overs, turning, maintenance and driver changes which are important to the continued functioning of these rural services.
VISION
16.67 Hawkhurst will increasingly retain and intercept trade within the centre with a proposed supermarket and additional car parking.
16.78 The impact of through-traffic on the centre should be minimised to make it a more pleasant and pedestrian friendly environment. Targeted improvements in footways and crossings will link the shopping facilities to residential areas to allow residents to make the most of the shops.
OBJECTIVE
16.89 TS17TS19 Maintaining the vitality and viability of Hawkhurst by accepting that the car is important given that the townHawkhurst serves the surrounding rural hinterland whilst providing an attractive range of alternatives to car travel for all local journeys. TS20 to increase safety and reduce the number and severity of Personal Injury Crashes within Hawkhurst
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STRATEGY
16.910 The emphasis of the recommended strategy for Hawkhurst is on reducing the impacts of through-traffic on the town centre. This is particularly important for pedestrians, especially because of the number of HGVs.
16.1011 This can be achieved through the introduction ofA contribution to achieving this will be made by a new car park management regime which that will designate long-stay car parks at the eastern and western approaches to the townHawkhurst centre. This will be further enhanced and by introducing gateway measures on the straighter, flatter east-west approaches to indicate the change of character of the road, particularly for through-traffic. The existing car parks at Fowlers Park and All Saints will be extended. The Rye Road (All Saints) car park is to be privately managed, by the adjacent supermarket operator, as a short stay car park. Its will continue to be available to the general public as well as customers of the supermarket.
16.1112 A change of road surfacing at the A268/A229 junction would indicate a pedestrian friendly environment. Targeted investment in pedestrian facilities, both in the way of footway provision and of crossings, will enhance the local area and provide an opportunity for local residents to use the town’sHawkhurst’s facilities by foot. The A268/A229 junction should be reviewed to assess the opportunity to improve pedestrian crossing phases, and changes made as appropriate.
16.1213 Improving access to bus services in the townHawkhurst and improving the environment around the bus station is also key to providing residents with transport choices. Improvements to the bus station together with better services at evenings and on Sundays would give residents better travel opportunities.
BENEFITS
16.1314 Benefits will accrue from a range of improved services, less reliance on the car to access local services and a reduced impact of goods vehicles and other through-traffic.
16.1415 Walking and cycling is encouraged with better facilities leading to, and within the town centreHawkhurst.
16.1516 Bus improvements provide a greater level of choice for all.
IMPACTS
16.1617 Impacts are expected to be minimal in the townHawkhurst.
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Table 181817 – Hawkhurst Action Plan Action Short Term Ref Location Implementing Agency Number [Key at paragraph 1.18] 16.1 The Carry out a detailed study of the operation of the A268/A229 junction and seek further enhancements to H5 Rye Road/Cranbrook Road junction LA pedestrian facilities at the main crossroads junction in H2 improvements the town should be improved to provide adequate Ockley Road footway provision for the mobility impaired. Implement proposed changes. 16.2 Provide gateway signing sympathetically designed. (iIncluding village name plates with local design H7 Gateway treatments commencing at LA features. Investigate opportunities for interactive speed Iddenden/Sawyers Green (Traffic calming is limit signs included in Tunbridge Wells Borough Council’s LTP Bid) 16.3 Pursue a School Travel Plan for the new primary school off Rye Road. LA 16.3 In consultation with the bus operator, devise an improvements programme for the bus station. BO, LA 16.4 The condition of the main footways should be reviewed and a remedial works programme devised for surfacing LA and signing. 16.5 Cycle parking should be provided in the town centreHawkhurst to facilitate cycling trips. H8 Near the Rye Road / Ockley Road LA junctionHawkhurst Centre 16.6 Undertake the March annual data collections. Carry out assessments to inform yearly funding bids LA, BO, TOCs/NR 16.7 Collect modal information for rural towns in 2005/2006 LA, BO, TOCs/NR 16.8 Contributions to new transport infrastructure to serve new development to be sought, based upon existing LA levels of transport access. Medium Term
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16.6 Require a School Travel Plan as part of the new school allocation at a site off Rye Road. LA 16.9 In consultation with the bus operator, devise an improvements programme for the bus station. BO, LA 16.710 Pedestrian routes in the townHawkhurst should be improved through the provision of footways on existing H2 Ockley Road footway LA routes. Crossing facilities should be provided where H3 Ockley Road/Queens Road footpathfootway appropriate. H4 Rye Road footway H13 Cranbrook Road Footwayfootway 16.811 Determine potential demands for cycling along Rye Road and implement if justified. H6 Rye Road cycle route LA 16.9 In conjunction with the development of a supermarket and housing on the land to the south of Rye Road, H10 New development crossing and traffic calming LA provide pedestrian crossing facilities and traffic calming H7 facilities measures on the Rye Road (eastern) approach to the town. 16.12 The scope for additional bus services should be reviewed and an action plan devised. Consideration LA, BO should be given to a Quality Bus Partnership. 16.13 Continue to undertake the March annual data collections. Carry out assessments to inform yearly LA, BO, TOCs/NR funding bids 16.14 Collect modal information for rural towns in 2008/2009 LA, BO, TOCs/NR 16.15 Monitor the effects of the implementation of the A228 LA Colts Hill Strategic Link on HGV movements in Hawkhurst. 16.10 Detailed feasibility study of the A268/A229 junction. H5 LA 16.11 A change of road surfacing at the A229/A268 junction. LA 16.1216 Implement extensions to the Fowlers Park and All LA Saints car parks and introduce parking management H11 Parking management regime at Rye Road regime of existing current town centre parking stock. (Fowlers Park) and North Grove Road - Long -stay: Fowlers Park and North Grove Road H12 Parking management regime at Rye Road (All
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Saints) - Short-stay : Adjoining All Saints Church Long Term 16.13 A Quality Bus Partnership should be developed to ensure the provision of additional bus services linked to H9 BO, LA high-quality information and stop infrastructure. 16.17 Collect modal information for rural towns in 2011/2012 LA, BO, TOCs/NR 16.18 Continue to undertake the March annual data collections. Carry out assessments to inform yearly LA, BO, TOCs/NR funding bids 16.1419 The plan of improvements to the bus station, agreed through consultation with the bus operator, should be H1 Bus station improvements BO, LA undertaken.
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A Transport Vision for the Rural Area
17.1 There are three four main rural transport elements to the Draft Tunbridge Wells Borough Transport Strategy:
· Mmanagement of Ttraffic and Heavy Goods Vehicles;
· Rural, Public and Community Transport Services; and
· Villages Action Plans.; and
· Country Lanes and Hamlets
BACKGROUND
17.2 The majority of the rural settlements within the Borough are substantially smaller than the three rural towns (Paddock Wood, Cranbrook and Hawkhurst) and face entirely different transport issues. With a much smaller range of services and fewer local employment opportunities local residents must travel much further.
17.3 Many of the villages are located on busy roads linking different parts of the county and carrying substantial volumes of traffic, with detrimental effects on the local area. Traffic on rural roads must therefore be managed in order to reduce its detrimental effects.
17.4 Existing public transport coverage assumes that most people have access to a car. In many villages a significant proportion of the population do not have this access. The strategy for the rural area seeks to identify gaps in existing services and highlight potential solutions.
17.5 Service patterns and the nature of the vehicles used also mean that some members of the community are unable to use public transport, and therefore do not have all their travel requirements met.
17.6 Community transport services in various forms could be important in plugging the gaps left by public transport. The needs of the village communities in this respect have been addressed in the Strategy.
17.7 Country lanes are increasingly under pressure from traffic and these issues have been assessed in the Strategy.
VISION
17.78 The distance of rural settlements from services makes them less sustainable locations for development than other centres. The Local Plan Review restricts new development and aims to protect essential services.
17.89 The Strategy should aim to provide adequate access to services and facilities for all those living in rural communities. The car will remain the dominant form of transport, however, suitable transport services should be provided particularly for the elderly, infirm and school children. Local businesses and services should be supported so that the need for travel is reduced, but where these businesses generate inappropriate traffic then this should be managed to minimise detrimental impacts on sensitive
97 Draft Tunbridge Wells Borough Transport Strategy
country lanes and local residential amenity. The character of the lanes should be retained and enhanced.
RURAL AREA OBJECTIVES
17.910 Objectives for rural transport were developed from the over-arching Local Transport Plan objectives and a variety of other initiatives. These are:
TS18TS21 To encourage traffic to use appropriate routes within the road hierarchy.
TS19TS22 To manage HGV traffic to minimise their impact on the rural network.
TS20TS23 To reduce traffic speeds within villages and the country lanes to levels appropriate to conditions.
TS21TS24 To pursue improved public transport within the rural areas of the Borough.
TS22TS25 To facilitate the increased use of a network of country lanes for cycling, walking and horse-riding.
TS23TS26 To provide safe and convenient cycle and pedestrian provisions.
TS27 to increase safety and reduce the number and severity of Personal Injury Crashes within the rural area
THE STRATEGY ELEMENTS
17.1011 Traffic management measures for both goods vehicles and vehicular traffic in general are identified, along with the principles of how HGV management should be implemented. Traffic management issues have been identified for generic village types including signing strategies and speed reduction measures where required.
17.1112 Minor extensions to existing current bus service patterns are proposed. In many cases small improvements to waiting and information provision within the villages could increase the attractiveness of the bus as a means of transport. It should not be forgotten that the strategy proposed for Royal Tunbridge Wells and Southborough might have impacts on the transport provision and travel choices in rural areas. Improvements in public transport infrastructure centred on the town may make it more attractive for people travelling by bus from surrounding villages.
17.13 17.12 The villages in the Borough have been classified into three types, each with different characteristics. These different village types have a range of problems which that may be solved with a package of measures. Generic village treatments have been developed as a ”template” for future action.
17.13 Proposals are brought forward to enhance the use of country lanes for walkers, cyclists and equestrians.
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17.15 Even with continued reliance on the car, home working and car sharing can reduce the number of journeys to the place of work (see Travel Plan Section), whilst walking buses can provide an alternative to the car for the school run (see School Travel Section).
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Management of Traffic and Heavy Goods Vehicles
BACKGROUND
18.1 Outside Royal Tunbridge Wells and Southborough urban area, the road network of the Borough consists of the A21, which is of a relatively low standard for an inter-urban trunk road, single carriageway, primary and secondary roads of a rural nature, and country lanes. These provideing links between towns, villages and scattered farms, businesses and housing.
18.2 There are currently few restrictions in place on the use that can be made of any roads by HGVs or through-traffic. Consequently, many of the villages in the Borough suffer from high levels of through- traffic, including heavy goods vehicles, which are inappropriate given the nature of the local road network.
STRATEGY
18.3 At present, although the direction signing on strategic roads is relatively clear, there is no comprehensive signing strategy covering all the Borough’s rural roads and there is no formal HGV signing scheme in place. A signing strategy should be prepared based on the road hierarchy for the Borough.
18.4 Management of the use of rural roads will be particularly important as the measures to meet urban transport objectives are implemented. It is very important that any traffic deterred from using unsuitable urban roads is properly managed and does not cause subsequent problems in the villages. Traffic signs in rural areas should be appropriately designed to fit their setting. Where a route is not promoted as a through route, only the name of the next settlement should appear on the sign.
18.5 Borough-wide action is recommended to introduce a comprehensive HGV signing strategy which that directs heavy vehicles towards higher standard roads. This signing strategy will be complemented by specific measures to discourage inappropriate uses of rural lanes in particularly sensitive areas.
18.6 If appropriate, traffic regulation orders may also be required in some locations to prohibit heavy and long vehicles on unsuitable roads where unacceptable levels of degradation occur at present. A notable example of this is Goudhurst where HGVs continue to navigate a wholly unacceptable route through the centre of the village. If such locations are identified, alternative routes for legitimate local HGV movements will need to be established.
BENEFITS
18.7 The key benefit will be the removal of inappropriate traffic from rural settlements and country lanes to the benefit of residents and the local environment.
IMPACTS
18.8 Local access to businesses will be maintained but the appropriate routing of vehicles may increase journey times.
100 Table 191918 – Management of Traffic and Heavy Goods Vehicles Action Plan
Action Short Term Ref Number Location Implementing Agency [Key at paragraph 1.18] 18.1 Identify rural roads and lanes where there is a LA requirement for specific HGV bans to protect fragile infrastructure. 18.21 Review the nature of existing rural direction, advisory Signing strategy is an LTP Bid item LA and mandatory signing strategies in placefor all routes, including A and B classified roads. The revised signing strategy should identify HGV routes to be implemented through maintenance and signing review processes, extending into the medium term. Signs on unclassified rural lanes should only show the next rural settlement, to deter through traffic. 18.32 A network of signed advisory routes will be identified for Signing strategy is an LTP Bid item LA the Borough that directs through-traffic onto the highest standard routes and identifies the least vulnerable route into each village for local deliveries. The signing strategy for the rural area will need to be co-ordinated with proposals for the urban area such as those relating to the Southern Access Route and the access to the industrial areas of Royal Tunbridge Wells. Self- enforcement will be a key element of the design and specification. 18.53 Where possible, direction signs will be changed to Signing strategy is an LTP Bid item LA reflect the new signing strategy as part of ongoing maintenance programmes. Medium Term 18.64 Implementation of the signing scheme will be phased to Signing strategy is an LTP Bid item LA ensure strategic signing is in place first, followed by principal and secondary roads and finally local routes.
101 18.75 As commercial, HGV generating development takes Signing strategy is an LTP Bid item LA, DEV place, contribution towards relevant parts of the signing strategy will be sought. Long Term 18.86 As strategic transport improvements are completed, LA e.g. construction of the A21 improvements and the A228 Colts Hill Strategic Link, and the revised signing strategy is monitored for effectiveness,; it will be necessary to review the signing strategy to ensure the most appropriate routes are signed. This review should form part of the design process for these major schemes.
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Rural, Public and Community Transport Services
BACKGROUND
19.1 Many of the rural areas of the Borough are some distance from the main economic centres. Public transport services are infrequent, do not operate for certain periods of the day, or are not provided at all.
19.2 This remoteness makes it difficult to provide an attractive alternative for those who currently travel by car and significantly curtails the mobility of those without access to a car.
19.3 Increasing transport choice will require a mix of local and Borough-wide measures.
19.4 There are a number of community transport schemes (less formal public transport provision) such as Kent Karrier already in existence as well as flexible options such as taxis.
19.5 A problem with current scheduled and on-demand services is the lack of information and publicity in an appropriate form on the availability of the services. Many of the rural areas have become heavily dependent on the private car and concerted action is needed to raise awareness of the other options available for travel.
STRATEGY
19.6 The car will remain the primary form of transport. Improvements to public transport services, however, will be sought to address a number of issues:
· Encouraging, wherever possible, provision of rural public transport services with, particularly for evenings and weekends, convenient outward and return journey times and a minimum level of public transport for villages that are not currently served; and
· Better interchange opportunities between bus and rail services.
19.7 Within the rural areas, the provision of low-floor buses and bus stop infrastructure to assist the mobility impaired is limited. Whilst some provision for these groups of people can be provided by dial-a-ride and voluntary transport, the ability of all to use scheduled bus services is important.
19.8 In general, public transport services for rural areas are rarely commercially viable services. A key factor in the delivery of improved public transport services will be the identification of alternative sources of funding for service development. A range of funding sources are is identified in the Kent Local Transport Plan for 2001-2006.
19.9 As well as improvements for the Borough’s rural areas, it will be helpful to pursue similar packages for Frant, Crowborough and Wadhurst that are outside the Borough. Travel Movements from these towns and villages haves a particular impact on the Royal Tunbridge Wells urban area. A partnership with East Sussex County Council and other local authorities will be needed to develop integrated Local Access Plans for these areas.
19.10 Traditional methods of providing service information tend to target those who are already public transport users and a new campaign is needed to inform the remainder of the travelling public.
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19.11 It will be helpful to co-ordinate provision of accessible transport via a central booking officeInternet site or resource that is able to provide the public with advice on the options available. This service will be of particular value to the mobility impaired, those without access to a car, and those in the more isolated rural communities. This will provide a central point of contact for Kent Karrier, Volunteer Bureau, Compaid and other services. The information will be part of a Borough-wide service covering the major urban areas as well.
19.12 There is a wide range of funding sources for innovative rural transport systems and these will need to be monitored closely to identify the best sources of revenue when the initiatives have been identified.
BENEFITS
19.13 The benefits are in reducing social exclusion and ensuring that there are reasonable alternatives available to those who might wish to use public transport, or who are not able to travel by car.
IMPACTS
19.14 The provision of additional services is unlikely to be profitable in the short term. However, it is essential in developing services that the public can develop confidence in the continued operation of the services. The Councils may therefore need to commit considerable funding in the short term to bridge the gap before services become more attractive to operators.
104 Table 202019 – Rural, Public and Community Transport Services Action Plan
Action Short Term Ref Number Location Implementing Agency [Key at paragraph 1.18] 19.1 A detailed assessment of scheduled bus services, LA, BO, TOCs/RTOCs/NR including first and last bus times, integration with rail timetables and school start and finish times and provision of accessible transport (low-floor buses, wheelchair equipped vehicles, etc) will be completed. This will include an analysis of demand patterns, utilisation of vehicles, areas covered and known service delivery problems and the need for low-floor services. Consultation with existing and potential users of the services, and with providers, will form part of this assessment. 19.2 A “Transport Options” leaflet will be prepared for each LA, BO, TOCs/R village giving details of the services already available to householders. This leaflet will be delivered to every household in the village and be made available from local services such as shops, schools and pubs. Particular emphasis will be given to the options available for travel by bus to services. Medium Term 19.2 A “Transport Options” leaflet will be prepared for each LA, BO, TOCs/RTOCs/NR village givi ng details of the services already available to householders. This leaflet will be delivered to every household in the village and be made available from local services such as shops, schools and pubs. Particular emphasis will be given to the options available for travel by bus to services. 19.3 Where demand is shown, detailed specifications for BO, LA new or extended bus services will be prepared and
105 suitable funding mechanisms will be identified. Particular attention will be paid to evening and weekend services. 19.4 The Transport Options leaflet for each village will be LA, BO, TOCs/R updated on a regular basis and the cost of production funded by advertising and sponsorship revenue.
Long Term 19.4 The Transport Options leaflet for each village will be LA, BO, TOCs/RTOCs/NR updated on a regular basis and the cost of production funded by advertising and sponsorship revenue. 19.5 A study will be undertaken into the viability of a central LA, BO, TOCs/RTOCs/NR booking and information service for community transport facilities. This will include options for expanding the current services offered by Kent County Council and bus operators, and consideration of a volunteer staffed service (e.g. WRVS) which may be new or an expansion of one of the current services such as Kent Karrier.
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Villages Action Plans
BACKGROUND
20.1 The Borough of Tunbridge Wells includes a wide range of villages, with different functions, layouts, transport provision and socio-economic profiles. These villages present a range of problems and opportunities for transport provision.
20.2 Each village has been reviewed to identify its general characteristics and to classify it for transport planning purposes. This review was carried out as part of a detailed audit of existing current transport conditions in each village that identified the following:
· Traffic calming and management provision;
· Existing bus services and bus stop infrastructure;
· The availability and demand for car parking in village centres particularly to serve economic and social activities; and
· Existing measures to encourage pedestrians and cyclists including the demand for formal crossings and cycle storage facilities.
20.3 The fourteen larger villages that have been assessed are: · Goudhurst (A262), Lamberhurst (A21), Sandhurst (A268), Benenden, Bidborough, Five Oak Green, Iden Green, Matfield, Brenchley, Frittenden, Horsmonden, Pembury, Sissinghurst and Speldhurst.
STRATEGY
20.34 A Framework has been prepared for alleach type of villages that ensures the following issues are considered:
· notification to drivers of the change in character of the road on entering a village;
· appropriate speed limits, how these should be notified to drivers and the need for, and nature of, any self-enforcing measures;
· appropriate standard of footway provision and other facilities for pedestrians (and cyclists where appropriate);
· investigating a minimum level of bus services and service patterns, including for evenings and weekends, and an indication of how improvements might be achieved;
· links to major transport interchanges and the nature of these links.
· transport information provision and standards of waiting facilities, particularly for bus passengers;
· identification of priorities to improve personal security;
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· minimum standards of treatment and facilities near schools;
· the management for on- and off-street parking;
? integration of long-distance walking and cycling routes into local transport provision;
? facilities for equestrians, cyclists and pedestrians;
? the provision of circular routes and other facilities suitable for the recreational purposes of pedestrians, cyclists and equestrians; and
· measures to enhance and support local village facilities.
20.45 To achieve high-quality rural transport throughout the Borough, there are a range of options and opportunities for improvements.
20.56 Some of tThe recommended actions are common to all of the village types and these are set out in Table 21Table 21Table 20Table 20Table 20Table 20Table 20Table 20 below. Others are recommended for the specific classifications of village described earlier and these are given in Table 21.
BENEFITS
20.67 Improving the overall level of transport provision within the villages should reduce social exclusion for those without a car, by improving accessibility to the larger towns in the area.
20.78 Improvements in the management of traffic throughout the Borough and particularly within the villages will mitigate many of the most important impacts, whilst maintaining links for businesses to transport services.
IMPACTS
20.89 Care is required to integrate new street furniture and surface materials with the rural character of the area. Table 212120 – Recommended Actions for All Village TypesVillages Action Plan
Village Type Short Term Medium Term Long Term
All Supporting and encouraging the Continue to support and Continue to support and encourage development of School Travel encourage the development of the development of School Travel Plans with particular reference School Travel Plans with Plans with particular reference to the to the introduction of measures particular reference to the introduction of measures to to increasing walking, cycling introduction of measures to increasing walking, cycling (for older (for older pupils) and car sharing increasing walking, cycling (for pupils) and car sharing older pupils) and car sharing Provide school warning signs, Implement strategic road zigzag markings and appropriate Where school parking is a improvements to divert traffic to pedestrian barriers outside all problem, carry out enforcement of higher standard roads. schools. school zigzag markings and
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Village Type Short Term Medium Term Long Term organise publicity campaign with Subject to the outcome of a feasibility Provide bus service information pupils and parents about the study, provide a minimum bus service. at all existing bus stops. dangers of parking near school entrances. Continue to conduct signing cull and Produce and distribute a provide gateway features “Transport Options” leaflet to all Where practicable provide sympathetically designed (. Including households and local shelters and seats at all bus stops village name plates with local design businesses with specific within speed limited areas. Site features) and consider the provision information about local services. bus stops to ensure that waiting of interactive signs, where locally passengers can be clearly seen supported. Carry out a signing “cull” to from the road. remove any redundant, Where appropriate, and in inappropriate or misleading Produce and distribute a consultation with local residents, signing from the village “Transport Options” leaflet to all provide a minimum standard of lighting environment. households and local businesses at main bus stops in the centre of the with specific information about village. Lighting to be designed to Provide gateway features local services. minimise the effect on the local sympathetically designed (. environment but provide personal Iincluding village name plates Where appropriate, and in security improvements. with local design features) and consultation with local residents, consider the provision of provide a minimum standard of Identify locations where “rat running” interactive signs, where locally lighting at all bus stops in the is a problem and consider appropriate supported. speed limited area. Lighting to be solutions. designed to minimise effect on the Identify the extent of current local environment but provide Provide off-street or segregated car speed restrictions and extend personal security improvements. parking where appropriate. 30mph and 40mph. Where Introduce peak hour restrictions possible consult about and plan Liaise with bus operators over the where inconsiderate parking causes 20mph zones. Consider introduction of concessionary bus congestion and inconvenience and introducing self-enforcing speed fares or other rural school danger. Introduce other restrictions if limit of 20mph in consultation transport initiatives. Introduce appropriate to encourage drivers to with local residents. where practical. use available car parks for stays of over 1 hour. Identify high risk school Investigate the feasibility of a approaches through accident minimum of one AM peak bus and safety audits. service arriving in a major employment centre by 8.30am, Actively seek opportunities to and one PM peak service leaving improve pedestrian, cyclist and major employment centre after equestrian facilities in 5.30pm. conjunction with work on long- distance routes carried out by Investigate the feasibility of a others. minimum of one Saturday AM bus service arriving in major shopping Liaise with bus operators over centre by 10.30am, and one the introduction of Saturday PM service leaving major concessionary bus fares or shopping centre after 3.00pm. other rural school transport initiatives. Ensure at least one bus stop serving each direction is located Through analysis of the accident close to existing areas of village database identify possible sites activity, such as the local pub or for speed cameras. shop. Servicing such centres will increase the attractiveness of the Provide 2-3 cycle parking services.
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Village Type Short Term Medium Term Long Term stands, of an appropriate design, at main attractors, e.g. village Continue to conduct signing cull shops and village halls. and provide gateway features sympathetically designed (. When the Lamberhurst Bypass Iincluding village name plates with is completed in 2004 seek local design features) and complementary village centre consider the provision of schemes to ensure no additional interactive signs, where locally traffic is attracted into the village, supported. traffic is calmed on the steep gradient of the A21 and Introduce variations revisions in pedestrian and cycle facilities speed restrictions and self- are provided or enhanced. enforcing designs.
The Councils will lobby for Introduce “At Any Time” waiting additional funding for restrictions in locations where maintenance and vegetation parking causes safety problems. management. Enforce the restrictions.
Carry out an audit of pedestrian Provide appropriate pedestrian crossing facilities within village, crossing facilities (not necessarily including dropped kerbs. Ensure a formal crossing) at) at local suitable facilities are provided for shops and schools. the mobility impaired. Implement improvements to school approaches to increase driver awareness in conjunction with safety measures.
Introduce concessionary fare or other rural school transport initiative.
Introduce a car sharing programme for journeys to school Provide shelters and seats at one bus stop in each direction. Where possible, clear vegetation.
Where high speeds are a particular problem (accident record or severance), provide traffic calming measures, including speed cameras or interactive signs at village gateways, in consultation with local residents.
Provide protected parking bays where appropriate.
Wherever possible, provide footways, preferably to a minimum width of 1.7m, on at least one side of the road throughout
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Village Type Short Term Medium Term Long Term speed limited area.
Provide pedestrian footways on at least one side of the road for at least 50 metres on each approach to the junction and to each bus stop. Ensure suitable facilities are provided for the mobility impaired.
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Table 21 – Recommended Actions for each Village Type
Village Type Short Term Medium Term Long Term
Linear village Provide surface colour/texture Where high speeds are a Identify opportunities through the on an A road change at all formal pedestrian particular problem (accident planning process to encourage crossing points. Provide record or severance), provide activity close to, but not accessed advance warning signs. traffic calming measures, directly from, the main road. including speed cameras or Through analysis of the accident interactive signs at village Introduce peak hour parking database identify possible sites gateways, in consultation with restrictions where inconsiderate for speed cameras. local residents. parking causes congestion, inconvenience or danger. Introduce Provide protected parking bays other restrictions if appropriate to where appropriate . encourage drivers to use available car parks for stays of over 1 hour. Wherever possible, pProvide pedestrian footways, preferably Identify locations where “rat running” at to a minimum width of 1.7m, on is a problem and consider appropriate at least one side of the road solutions. throughout speed limited area.
When the Lamberhurst Bypass is completed in 2002 2004 seek complementary village centre schemes to ensure no additional traffic is attracted into the village, traffic is calmed on the steep gradient of the A21 and pedestrian and cycle facilities are provided or enhanced.
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Village Type Short Term Medium Term Long Term
Linear village Consider introducing self- Introduce revised speed limits and Identify locations where “rat running” on a B and enforcing speed limit of 20mph in self-enforcing designs. is a problem and consider appropriate unclassified consultation with local residents. solutions. roads Wherever possible (potentially as part of self-enforcing speed restrictions) provide pedestrian footways, preferably at to a minimum width of 1.7m, on at least one side of the road throughout the speed limit area in consultation with local residents.
Rural Junction Where accident rates at the main Provide pedestrian footways on Provide off-street or segregated car Village junction are a particular problem at parking where appropriate. investigate alternative or least one side of the road for at Introduce peak hour restrictions improved method of junction least 50 metres on each approach where inconsiderate parking causes control in consultation with local to the junction and to each bus congestion and inconvenience and residents. Any improvements stop. enforce. should include pedestrian crossing provision on all arms or If Wherever possible, provide Identify opportunities through the enhance current facilities. footways, preferably to a planning process to encourage minimum footway width of 1.7 development close to the village Provide 2-3 cycle parking metres 7 outside all properties centre. stands, of an appropriate design, within 20 metres of the main at main attractors, e.g. village junction, particularly local shops Identify locations where “rat running” shops and village halls. etc. is a problem and consider appropriate solutions.
7 Recommended width for 2-way pedestrian traffic from the companion guide to Design Bulletin 32
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Country Lanes and Hamlets
BACKGROUND
21.1 Country lanes serve more isolated hamlets, properties and farms. Increasingly, however, there is pressure to locate small businesses in converted rural buildings.
21.2 Traffic is also diverting onto rural lanes in order to avoid congested town roads.
21.3 The lanes are an essential part of the landscape character of the Borough and, as well as vehicular access, are used by residents and tourists alike for walking, cycling and horse riding.
21.4 The volume and speed of traffic and urban-style road markings and street furniture are having an impact both on the character of the lanes themselves and their use for the enjoyment of the countryside.
VISION
21.5 To minimise the speed and volume of traffic on country lanes to make them safer for walkers, cyclists and equestrians.
21.6 To ensure the impact of urban-style road markings and street furniture is kept to a minimum
STRATEGY
21.7 It is necessary for country lanes to continue to serve hamlets, farms, isolated houses and business operations. However, in terms of further development the Local Plan Review prevents new development that would result in an unsympathetic change to the character of a rural lane.
21.8 The rural signing strategy (see Management of Traffic and Heavy Goods Vehicle section) seeks to direct traffic to the most appropriate strategic routes. Signing on unclassified country lanes will only be to the next village in order to discourage through-traffic.
21.9 As part of a strategy to reduce traffic speeds, new entry treatments or gateways will be introduced as a country lane is entered from a classified road. Such treatments or gateways could include a road narrowing, country gate features or tree planting and buff coloured road surfacing.
21.10 Country lanes will be examined for their use, and potential use, by walkers, cyclists and equestrians. Walkers and horse riders may use rural lanes to connect footpaths and bridleways, some of which are signed long-distance footpaths. Cyclists may use country lanes as part of the National Routes 18 and 21 or the Parish Pedals recreational circular routes promoted by the Kent High Weald Project. Where recreational uses are concentrated in a number of country lanes, the Transport Strategy promotes the piloting of a Quiet Lanes Project**.
21.11 In order to protect and enhance the rural character of the Borough’s lanes, urban-style street furniture will gradually be removed or replaced, if necessary, with more appropriate designs that are in keeping with the rural setting. The Borough Council has produced a Guidance Note on Traffic Signs, Highway Street Furniture and Materials for Rural Lanes.
* A Quiet Lanes project focuses on an area of country lanes that carry only local access traffic. Urban features are reduced to a minimum and traffic speeds maintained at or below 30mph. The routes are designed to be welcoming to non-motorised traffic.
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BENEFITS
21.12 The aim is to reduce traffic speeds on country lanes and there should also be less through-traffic. There should be noticeable improvement to the character of rural lanes.
IMPACTS
21.13 There may be restrictions on some new rural businesses in order that unsympathetic change to the character of a rural lane is avoided.
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Action Short term Proposal Location Implementing Agency Reference [Key at paragraph 1.18] 21.1 Carefully assess through the planning process new LA development proposals that will require access along country lanes 21.2 Conduct a signing and road marking ‘cull’ and street LA furniture inspection and, where necessary, replace with sympathetically designed street furniture 21.3 Introduce entry treatments where country lanes join LA classified roads 21.4 Actively seek opportunities to improve pedestrian, LA, CG cyclist and equestrian facilities in conjunction with work on long-distance routes carried out by others. 21.5 The Councils will lobby for additional funding for LA maintenance and vegetation management. Medium term 21.6 Continue to carefully assess through the planning LA process new development proposals that will require access along country lanes 21.7 Continue to conduct a signing ‘cull’ and street furniture LA inspection and, where necessary, replace with sympathetically designed street furniture 21.8 Introduce a pilot Quiet Lanes project LA 21.9 Establish locations where verge protection is required to LA restrict incremental widening. Advise Highway Inspectors accordingly Long term 21.10 Continue to carefully assess through the planning LA
116 process new development proposals that will require access along rural lanes 21.11 Extend Quiet Lanes projects if successful LA 21.12 Undertake public awareness campaign for traffic using LA country lanes
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Safer Routes to SchoolsSchool Travel
BACKGROUND
21.1 22.1 The road network of Royal Tunbridge Wells is a mixture of urban radial roads, relatively wide feeder roads and older style residential streets. Congestion and substantial volumes of HGV traffic are regularly experienced.
21.2 22.2 Within Royal Tunbridge Wells and Southborough many schools are located on the main routes into the town or on some of the busier residential routes.
21.3 22.1 Parental choice for schools means that the school in closest proximity to the family home is not always chosen. There are also a number of public private schools in the town which that have considerable catchment areas. These two factors combine to deliver a pattern of travel to and from school that is widely dispersed across the town.
21.4 22.2 Within the Borough many schools are located on the main routes into the towns and villages or on some of the busier residential routes. Analysis of school travel patterns in 1997 indicates that in Royal Tunbridge Wells and Southborough 47% of primary school pupils and 33% of secondary school pupils travelled to school by car. Attitudinal information gathered from schools within the urban area indicated that, aside from weather and heavy bags, difficulties in crossing the road was the main difficulty experienced in walking. Provision of safe facilities for travelling to and from school on foot or by bicycle were was identified as the main factors to encourage a shift away from the car.
21.5 22.3 In rural areas travel patterns will differ as most of the villages have a primary school, although children do not necessarily attend the closest school. A range of private schools is also available. with little alternative. However, sSecondary schools are concentrated in the larger rural communities such as Paddock Wood and Cranbrook and in Royal Tunbridge Wells. The result is a need to travel greater distances. The difficulties in travelling as a pedestrian, however, are similar to those experienced in more urban areas.
21.6 22.4 The results of attitudinal surveys confirm wider national experience that safety issues are paramount for journeys to schools. Consequently, the ability to reduce or remove these risks will be of considerable importance in encouraging school children, and just as importantly their parents, to choose not to travel to and from school by car.
21.7 22.5 There has been a sharp upward trend in the use of cars for the journey to school. The then DETR has produced “School Travel Strategies and Plans: A Best Practice Guide for Local Authorities” to help local authorities work with schools in producing plans. This document provides useful background and contacts for other approaches to providing safer routes to school elsewhere in the country.
21.8
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22.8 School Travel Plans are intended to remove some the barriers, either real or perceived, which have discouraged parents and students from cycling or walking to and from school. The aims are both for physical improvements to the local environment and facilities and also an educational role for both parents and students.
VISION
21.9 22.6 To provide facilities which that remove barriers to choice currently perceived by pupils and their parents on their journey to and from school. The schemes will be tailored to the needs of each school through consultation and discussion with parents, children and the local community. It will seek to increase the number of children walking and cycling to school without an adverse impact on the traffic casualty levels.
21.10 22.7 Through influencing travel habits at an early age fundamental changes in the approach to travel may be engendered that will have wider and longer term impacts on the travel characteristics of the Borough.
STRATEGY
22.8 The development of School Travel Plans is to be encouraged to inform the removal of some of the barriers, either real or perceived, which have discouraged students and parents from cycling or walking to and from school. The aims are both for physical improvements to the local environment and facilities and also an educational role for both students and parents. School Travel Plans may lead not only to physical changes in transport infrastructure but also to the development of car sharing systems; walking initiatives; and public transport improvements or fares concessions. 21.11 22.9 The key issue of crossing provision must be addressed in both the urban and rural context. In the residential areas of the Royal Tunbridge Wells a number of primary schools, most of which are primary schools, are proposed to be included within Home Zones, or on traffic calmed areasroutes within the Draft Strategy. In conjunction with the school crossing patrol wardens the reduced speeds and greater awareness of drivers will have a considerable impact on actual and perceived safety issues.
21.12 22.10 Measures may be reinforced through developing school trails that identify safe routes and crossing points. These may be identified through symbols and markings designed by pupils at the relevant schools. These will probably only be appropriate within residential settings.
21.13 22.11 On the more heavily trafficked urban routes, and on the main routes into Royal Tunbridge Wells, Paddock Wood and Cranbrook, in particular, more substantial improvements will be required. The cycle routes identified within the cycle strategyCycle Strategy serve all the schools located on the main radial routes. Combined with crossing facilities on desire lines close to the school entrances these should provide good levels of access for cyclists.
21.14 22.12 These crossing facilities will also be designed to provide high-quality pedestrian crossing opportunities. To ensure that the cycle and pedestrian links provide a service throughout the day signalised crossing facilities have been specified at these locations.
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21.15 22.13 On roads with high traffic flows additional local treatments will be required to increase drivers’ awareness of the hazards ahead. These may include a variety of local signing, road markings, street furniture and road surface modifications to draw awareness to the changing environment8.
21.16 22.14 For primary school children, who are unable to travel independently, accompanied walking routes, termed “walking buses”, offer an attractive and safe alternative for parents concerned about safety. There are currently 8 9 schools operating walking buses within the Borough and more schools are expressing interest in the scheme all the time. This initiative has attracted considerable local and national credit. It should continue to be actively pursued and awareness increased.
21.17 22.15 Generally, these initiatives apply to rural schools as well. However, care must be taken in rural areas to ensure that any highway signing and road marking solutions are consistent with the Councils’ aim to reduce the urban style of traffic control in rural environments.
21.18 22.16 Public transport provision may be improved to extend access to potential users who are not eligible for the statutory provision for those travelling more than 3 miles. In urban areas this may involve re-routeing of particular services to hit pockets of demand for travel. Opportunities for enhancing the number of journeys to school by public transport will be investigated.
21.19 22.17 In rural areas the provision may depend on the pattern of journeys to the school. Appropriate methods of delivery may involve concessionary fare schemes or the provision of alternative forms of transport such as chartered taxis. Careful targeting of schemes will be required.
21.20 22.18 In addition there is a range of educational activities and a number of on-site provisions (such as lockers and cycle storage areas) that will need to be considered on merit.
22.19 Where cars are considered to be the only viable means of travel, car sharing should be pursued.
BENEFITS
21.21 22.20 Increased travel by other modes leading to a reduction in local and wider area congestion. Setting travel habits for the future and increasing health and exercise amongst pupils. Greater mode choice for parents who currently consider that they must travel by car to incorporate the “school run”.
IMPACTS
21.22 22.21 Other road users may be “inconvenienced” by reduced speeds and additional interruptions to traffic flows at locations close to schools.
8 Whilst a 20mph speed limit might be desirable close to schools, the need to make them self-enforcing precludes their practical application on the main approach roads to Royal Tunbridge Wells.
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Table 22 – Safer Routes to SchoolsSchool Travel Action Plan Action Short term Location Implementing Agency Proposal [Key at paragraph 1.18] Reference 21.1 Inventory of all existing highway infrastructure features LA in the vicinity of schools. The Councils will encourage schools to prepare School Travel Plans both through the planning process and where transport benefits can be gained. 21.2 Identify the need for new facilities through assessment LA of accident data, questionnaire results and size of school. 21.3 Implement walking buses where initial discussions are LA already underway and where further opportunities arise. 21.4 Commence discussions with bus operators about BO, LA concessionary fare services and modified routes. 21.5 Work in partnership with schools, the Local Education Authority and bus operators to identify where new school bus services will be appropriate 21.56 Review and standardise the operation times of existing LA, BO shared on-carriageway bus/cycle routes. 21.67 Develop an education programme based on LA experiences in other authorities. 21.78 Instigate safe trail logo design and road safety LA awareness campaigns. 21.8 Implement residential areas school safety zones where LA signing and lining only is required. Medium term 21.9 Implement residential areas school safety zones where LA signing and lining only is required. 21.910 Launch awareness campaign to involve parents and LA
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children (for example “Road Safety Fashion Shows”). 21.1011 Commence safety zone implementation on main LA routes. 21.1112 Implement crossing improvements on major routes LA where provision of cycle routes and other work permits. 21.1213 Improve storage facilities for bicycles at secondary LA schools as cycle route provision is provided. 21.1314 Develop a car share programme in rural schools and in LA urban schools with a rural catchment. 21.1415 If feasible introduce concessionary fares and modified LA,BO bus routes to meet urban travel demands. 21.1516 Continue to implement walking buses. LA 21.17 Consider the appropriateness of 20mph zones and LA implement where practical
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Travel Plans
BACKGROUND
22.1 23.1 From a travel and transport perspective the most effective way of implementing an integrated approach to planning and transport planning is through the use of ‘Travel Plans’.
22.2 23.2 A Travel Plan is a general term for a package of measures tailored to the needs of individual sites and aimed at promoting greener, cleaner travel choices and reducing reliance on the car. It involves the development of a set of mechanisms, initiatives and targets that together can enable the organisation to reduce the impact of travel and transport on the environment, whilst also bringing a number of other benefits for the company, clients and staff.
22.3 23.3 The success of a Travel Plan relies not only on initiatives within the company but also on wider policy and provision issues. These relate mainly to the provision of attractive alternatives such as Park and Ride, car sharing, buses and cycle/pedestrian facilities. The requirement for reduced parking standards over time is also key in encouraging a shift away from the car.
22.4 23.4 Government guidance is to encourage employers to develop Travel Plans. Many companies are already taking steps towards developing such Plans. Whilst research and implementation has concentrated on large employers, small employers, retailers, schools, hospitals and leisure operators can also be included in the process.
23.5 The Borough Council is developing Travel Plans for the council offices around the Borough and the County Council has a Travel Plan for County Hall and will develop Travel Plans for other offices. This commitment has been viewed as essential in order to disseminate best practice and to encourage external organisations to implement Travel Plans.
23.6 Questionnaires were distributed, by the Borough Council, to external organisations. The responses were generally supportive of the principles of Travel Plans. Employers, however, were keen not to be the only ones devising plans. The results of the surveys indicate that whilst only 13% of employees consider that they could travel to work by other means at present, more than half would be willing to use public transport services for their journey if new facilities were provided.
22.5 23.7 Up until now research and implementation has concentrated on large employers. Small employers, retailers, schools, hospitals and leisure operators are also now to be included in the process. In the longer term there may even be opportunities to develop “Distribution Plans” for companies generating considerable volumes of HGV traffic.
22.6 23.8 In addition, the planning process also allows the Local Planning Authority and Highway Authority to require the development of Travel Plans as a condition for large-scale proposals.
22.7
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23.7 Questionnaires have already been distributed by TWBC to employers and employees and the responses received are generally supportive of the principles of Travel Plans but employers are keen not to be the only ones devising plans.
22.8 23.8 The results of the surveys indicate that whilst only 13% of employees consider that they could travel to work by other means at present, more than half would be willing to use public transport services for their journey if new facilities were provided.
VISION
22.9 23.9 Through both the planning process and through partnership working with major employers in the town all large employers, initially in Royal Tunbridge Wells and Southborough, will be targeted to develop Travel Plans. These Travel Plans will be developed in consultation with employees to develop a range of acceptable initiatives.
22.10 23.10 These initiatives will remove the barriers, perceived or real, which discourage employees from travelling to and from work without their car. Where appropriate, initiatives will be developed to improve information provision to assist travellers in choosing alternative transport modes.
STRATEGY
22.11 23.11 All bBusinesses will be encouraged to develop Travel Plans. This will be achieved by liaison with major employers as well as collective groups such as at the Royal Victoria Place Shopping Centre. In the case of multi-tenant centres the Councils will liaise with the landlord or management company to assist in the provision of facilities to support the policies of the Travel Plan.
22.12 23.12 Where available, data on current travel patterns will be collected and analysed to identify current modes of access, car park provision and provision of other facilities for employees.
22.13 23.13 The development of Travel Plans will continue to be an essential part of the development planning process and this requirement will be a planning condition applied to non-residential developments generating high levels of travel demand. The Councils will integrate the transport planning and land use planning processes more closely, especially with regard to parking standards and public transport provisions.
22.14 23.14 A programme of partnership and liaison with existing local businesses will be developed to encourage the adoption of Travel Plans in line with the Transport Strategy. The Councils will seek to facilitate discussions between employers to encourage cross-fertilisation of ideas.
22.15 23.15 The Travel Plans developed will be reviewed by the Planning and Highway Authorities. Where elements of the action plans relate to a specific site the Travel Plan should complement the Draft Borough
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Transport Strategy, for example in encouraging the use of public transport where targeted services have been provided.
22.16 23.16 Tunbridge Wells Borough Council will take a lead in developing an effective Travel Plan for its own employees.
22.17 23.17 Employers will be encouraged to review business travel needs and company car policy.
BENEFITS
22.18 23.18 Better health and a less stressful journey to work and reduced time wasting will be seen as benefits in the long term. Reduced parking requirements will allow businesses to make the most of expensive town centre locationsvaluable sites.
IMPACTS
22.19 23.19 Encouraging travelling to work on foot, by bicycle or public transport for the journey to work and for business travel may be seen by employees and employers as a burden and a restriction on their freedom of choice.
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Table 24 23 – Travel Plans Action Plan Action Short term Proposal Location Implementing reference Agency [Key at paragraph 1.18] 22.1 Tunbridge Wells Borough Council will liaise with major LA employees in identifying requirements for car-sharing software that might be made available. The application will be purchased and tested by Tunbridge Wells Borough Council. This purchase is included in the 2001/2002 LTP bidThe Councils will continue to develop an internet based car sharing scheme and will promote this to other organisations. 22.2 Tunbridge Wells Borough Council, as a major employer, LA will analyse the results of its employee survey and will develop a Travel Plan. 22.3 Continue to sponsor existing awareness campaigns for LA alternative travel and investigate new initiatives such as ‘No Car Days’ and ‘Bike to Work Days’. 22.4 The employment types existing within the Borough will LA be identified and classified based upon employee structure and working hours, (for shift workers requirements for travel at times outside of the AM and PM peaks will be assessed). 22.54 The Councils will liaise with targeted companies and LA make presentations to them on the benefits of Travel Plans and how easy they could be to develop.Target companies will be identified. These will include large employers or small employers clustered in a geographical area such as within a shopping centre. 22.6 The Councils will liaise with companies and make LA presentations to them on the benefits of Travel Plans and how easy they could be to develop.
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22.75 Continue internal liaison between the highway Highway LA and Planning Authorities to ensure Travel Plan requirements are included in the planning process. 22.86 Through the planning process implement revised Local LA Plan parking standards to complement the introduction of Travel Plans. 22.97 Set up employee travel forums to bring together LA companies in a similar geographical area or with similar needs, for example a‘The Royal Tunbridge Wells Business Travel Forum’. 22.8 Subject to performance assessment, the Kentcarshare LA software will be rolled out to major employers who express interest. 22.9 As more Travel Plans are negotiated the Councils will be LA able to develop ‘model’ Travel Plans to provide guidance and ensure consistency in the planning process and in discussions with current employers. Medium Term 22.10 Employee surveys offer an invaluable source of data on LA current and evolving travel patterns and the perceptions, concerns and requirements of employees. The Borough Council will seek to obtain summary results from all employees as part of a rolling programme to drive the continuing development of transport strategy in the Borough. 22.11 The Borough Council, as Planning Authority, will LA conduct compliance checks with organisations operating Travel Plans required as part of planning consents. 22.11 Subject to performance assessment, the car-share LA software will be rolled out to major employers who express interest.
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22.12 As more and more Travel Plans are negotiated the LA Councils will be able to develop ‘model’ Travel Plans that will provide guidance and ensure consistency in the planning process and in discussions with current employers. 22.1312 Fundamental review of travel patterns, parking provision LA and incentives of major urban sites when redevelopment opportunities appear. 22.143 Liaison with public transport providers to seek to match LA services with travel demands emerging from Travel Plans.
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Proposed Schemes
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Ref Name Issues Period Description No.
A1 Pembury Road/Halls Hole Road Pedestrian and cyclist Short/ Consider signalising junction, to reduce conflict between priority. Medium vehicles exiting side roads and those on Pembury Road. term During morning peak, queues occur westbound as vehicles wait to allow right-turning vehicles to exit side roadsproviding a controlled crossing on Blackhurst Lane as part of Pembury Road Cycle Route and Safer Route to School.
A2 Pembury Road Pedestrian and cycle priority. Medium Replace zebra crossing with pelican crossing. term
A3 Pembury Road/ Sandhurst Road junction Pedestrian and cyclist Medium Improve alignment of Sandhurst Road entry to allow priority. term pedestrian crossing. Signalling and a wider right-turning lane should be considered to reduce queues at this point. P Consider signalisation with pedestrian and cyclist crossing facilities should also be improved.
A4 Pembury Road/ Sandrock Road junction General safety. Medium Improve westbound approach to junction by widening right- Short term turn lane. Signals may reduce queuing for right-turning vehicles, along with additional road wideningSignalise junctions. The right-turn from and the left turn into Sandrock Road should be managed banned due to the tight turning radii. Pedestrian and cyclist crossing facilities to be improved.
A5 Pembury Road/ Calverley Park Gardens Cycle priority. Medium Support provision of cycle lanes along Calverley Park junction term Gardens and facilitate cycle crossing.
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Ref Name Issues Period Description No.
A6 Bayhall Road/Pembury Road junction General Safety. Short/ Provision of pedestrian crossing facilities and alteration to Medium signal timings may reduce queues on approaches to term junction. Addressing on-street car parking and realignment of Bayhall Road, to provide additional right-turn queuing areas.
A7 Southern Access RouteForest Road General safetyPedestrian and Short/ Improvements to a currently unsigned route, in conjunction Footway and Cycle Route Extension cycle priority, safety. Medium with link and junction improvements to ease access to term parking areas for traffic from the south and to reduce town centre conflicts further north including pedestrian links between The Pantiles and Chapel Street and along the A26 London Road.To provide pedestrians with the missing link in the footway and to extend cycle route provision along Forest Road.
A8 Sandhurst Road parking controls General safety Short term Consider introducing 2-wheels on the footway parking bays to assist the provision of cycle lanes.
A9 Lower Green Road/High Street General safety Medium To reduce vehicle speeds and complement the introduction term of the cycle route, traffic calming to be considered.
A10 Hawkenbury Road pedestrian and cycle Pedestrian and cycle priority, Long term Links new development allocations to local neighbourhood crossing safety centres and recreation facilities.
A11 Extension to the 30mph speed limit on Pedestrian and cycle priority, Long term Extension of the limit assists the safe provision of crossing Hawkenbury Road safety facilities on Hawkenbury Road.
A12 Forest Road/Halls Hole Road/Bayhall Road General safety Pedestrian Short/ To improve road alignment and local access, junction JunctionHawkenbury Neighbourhood access Medium operation and reduce safety risks associated with the South Centre Improvements term East Access Road, provide new roundabout junction.Investigate local improvements for access to and movement around thearound the local Neighbourhood Centre for all highway users including pedestrians.
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Ref Name Issues Period Description No.
A13 Forest Road/Bayham Road General safety Short/ To improve road layout and reduce safety risks associated Medium with the South East Access Road improve junction layout. term
A14 Hawkenbury Road/Boundary Road Traffic General safety Long term To mitigate the effects of additional traffic related to the MDA Calming site, implement traffic calming measures on the site access roads.
A15 Forest Road/Camden Park junction Cycle priority Long term To link to the proposed development site.
Forest Road/Frant Road junction Pedestrian safety and Medium Review layout of priority junction to enhance facilities for Capacity Term pedestrians and to assist traffic movement at peak times. Consider banning right turn from Forest Road into Frant Road.
Frant Road/Bayham Road junction General safety and pedestrian Long Term Consider enhancement to priority junction to provide better safety for pedestrians.
Carrs Corner junction General safety, pedestrian Medium Revi ew layout of roundabout junction to enhance facilities for and cycle safety Term pedestrians and cyclists and to assist traffic movement at peak times.
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Ref Name Issues Period Description No.
B1 St John’s Road south of Powder Mill Lane Pedestrian and cycle priority Medium Provision of a toucan crossing to replace the existing pelican term crossing.
B2 St John’s Road south of Queens Road Pedestrian and cycle priority Medium Consider the provision of new pedestrian and cycle facilities term in support of development proposals to the west of St John’s Road.
B3 St John’s Road/Grosvenor Road junction General safety Medium Introduce gateway treatment to junction, retaining operation term as roundabout.
B4 Mount Ephraim outside Kent and Sussex Pedestrian and cycle priority Medium/Lo Consider providing new crossing in support of hospital Hospital ng term development.
B5 London Road/Mount Ephraim junction General safety Medium/Lo Improve the right-turn into Mount Ephraim. Manage parking ng term outside shops on Mount Ephraim. Indicative cycle lane markings should be provided across the junction.
B6 London Road/Church Road junction General safety Short/ Investigation required to optimise the operation of the Medium junction. Consideration should be given to removing parking term on the western side of London Road to allow improved queuing and capacity. Pedestrian facilities could be improved and build-outs to improve sight lines are an option. Advanced cycle stop lines could be provided on the London Road approaches.
B7 London Road/Vale Road junction General safety Medium Signalised control of this junction is recommended. term Investigate the need to provide a right-turn facility from Vale Road to London Road (north) as this will impact on the junction capacity. Advanced cycle stop lines to be provided on all appropriate approaches.
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Ref Name Issues Period Description No.
B8 London Road/High Street junction Demand management Medium Provision Assess provision of right-turning facility into the term High Street. This provision is contingent on a study to assess rat-running on the High Street (southbound). Additional parking controls on the approaches to the junction to be considered.
B9 London Road/Nevill Street junction General safetyPedestrian and Short/Medi Signalise junction for all movements except northbound on cycle priority um term the A26. Reinstate an improved pedestrian crossing on Nevill Street directly linking the Pantiles and Chapel Place.Review junction operation and appearance to enhance pedestrian links to the Pantiles and, if practicable, cycle and bus infrastructure. The scheme is to be designed to improve the local townscape.
B10 Eridge Road/Major Yorks Road junction General safety Medium Review junction design with a view to improved roundabout or term signal design.
B11 Eridge Road/Nevill Terrace junction General safety Medium Review junction design with a view to providing an improved term roundabout or signal design.
B12 Eridge Road/Broadwater Lane General safety Medium Provide improved right-turn lanes for traffic from Eridge Road. term
B13 Eridge Road/Ramslye RoadRoper’s Gate Pedestrian and cycle priority. Medium Improve cycle crossing facilities on Eridge Road. Crossing term improvement also linked with walking bus provision.
B14 Eridge Road/Broadwater Down General safety Medium Due to poor visibility on Eridge Road, speed reduction Long term measures should be considered.
B16 Crowborough express bus Bus priority Medium Links Crowborough to Royal Tunbridge Wells Central railway Short term station.
B17 Farmcombe Road bus service Bus priority Long term Additional bus route to penetrate residential area.
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Ref Name Issues Period Description No.
B18 Broadwater Rise Footway Pedestrian and cycle priority Medium Provide upgraded footway between major development site term and existing residential areas.
St John’s Road/Culverden Park Road General safety/ pedestrian Medium Consider signalisation as part of adjacent development junction and cycle priority Term proposals to assist cycle and pedestrian access. Traffic signals would ensure adequate control at junction.
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Ref Name Issues Period Description No.
C1 Langton Road/Major YorksYork’s Road Pedestrian and cycle priority Medium Through revisions to junction operation, provideProvision of junction term pedestrian and cycle crossing facilities for those not following the priority, i.e. westbound traffic along Bishop’s Down.
C2 Langton Road/Rusthall Road junction Demand management Medium Consider new right-turn lane for westbound traffic. term
C3 Langton Road/Coach Road junction Demand management Medium Consider new right-turn facilities for westbound traffic. Long term
C4 Langton Road/Farnham Lane junction Demand management Medium Consider right-turn facilities for westbound traffic. term
C5 Langton Road/Speldhurst Road Demand management Medium Consider provision of right-turn lanes for traffic out of term Tunbridge Wells.
C6 Langton Green Parking Controls Demand management Medium/Lo Review existing parking and loading restrictions which that ng term impacts upon traffic flow. Where possible provide protected parking bays outside shops.
C7 Gateway treatments General safety Medium Provide gateway treatments on A264 approaching Langton Long term Green.
C8 Bishops Down Road parking controls Pedestrian and cycle priority Medium To assist in the provision of a cycle route, consider parking term management on north west on road.
C9 Ashurst Railway Station Demand management Medium Using land allocated in the Local Plan extend car parking Short term facilities at the station.
C10 Langton RoadTown centre to Rusthall Pedestrian and cycle priority Medium Provide advisory shared segregated cycle route (LTP bid Cycle Route term item).
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Ref Name Issues Period Description No.
D1 The Ridgewaye Public Car Park Demand management Medium Provide a new public car park using land allocated in the term Local Plan, to support new development.
D2 Southborough short-stay car park General safety Medium/Lo A package of improvements including additional lighting, ng term improved enforcement of short-stay restrictions, improvements to pedestrian footpath at northern end and additional spaces.
D3 London Road Parking Restrictions General safety Medium/Lo On-street parking and loading restrictions through shopping ng term area. Improve pedestrian footpaths/crossings and bus stop facilities including provision of lay-bys where possible. Road appearance may be altered to encourage slower speeds.
D4 London Road Cycle Crossing Pedestrian and cycle priority Medium Propose existing pedestrian crossing be relocated to outside term car park entrance footpath.
D5 Holden Park Road/Prospect General safety Medium Review traffic circulation system to identify options for one Road/Springfield Road Area term way streets. Identify suitable areas for on-street parking.
D6 London Road/Yew Tree Road/Speldhurst General safety Short/ Review signalised junctions to improve operation. Additional Road junction Medium stop line capacity on side roads and review feasibility of bus term and cycle advance stop lines. Consider increasingIntroduce pedestrian phase times to allow safer crossing.
D7 Yew Tree Road/Powder Mill Lane Bus priority Long term Provision of new bus services linking Royal Tunbridge Wells and Southborough through this residential area.
D8 The Ridgewaye/Yew Tree Road junction General safety Medium Signalisation of junction to provide access to proposed term development at The Ridgewaye, to include provision for pedestrians.
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Ref Name Issues Period Description No.
E1 A21/Longfield Road junction Capacity and General general Short term Implement grade separated junction as part of dualling of safety A21 Tonbridge to Pembury To to increase junction capacity and improve HGV access to Longfield Road, roundabout junction to be redesigned.
E2 High Brooms Rail Station Bus priority Short term Consider providing a dedicated bus lay-bys outside station.
E3 High Brooms to Longfield Road Bus priority Long term Shuttle bus services, initially at peak times,enhancements between rail station and Longfield Road area.
E4 High Brooms Rail Station Pedestrian and cycle priority Short/ Consider new pedestrian crossing facilities outside the Medium station. term
E5 Longfield Road parking controls Pedestrian and cycle priority Short/ To assist in the provision of cycle routes and to assist Medium pedestrian movements, kerb build-outs and parking bays to term be considered.
E6 Upper Grosvenor Road/ Sandhurst Road General safety Medium Signalise the junction making provision for pedestrian and term cyclists under the railway bridge.
E7 Clifton Road/ Sandhurst Road Toucan Pedestrian and cycle priority Medium Provision of controlled pedestrian/cycle crossing facilities in Crossing term the vicinity of the Oak Road junction.
E8 Colebrook Bus Cycle Link Bus Cycle priority Medium/ Provide a new dedicated buscycle/pedestrian link along the LongShort edge of Colebrook playing fields. term
E9 Longfield Road/Kingstanding Way General safety Medium Signalise junction to improve access to development site. Signalisation term
E10 Longfield Road between Dowding Way Pedestrian and cycle priority Medium The provision of a pedestrian footway on the north side of and Kingstanding Way Short term Longfield Road.
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Ref Name Issues Period Description No.
E11 Longfield Road/Seeboard site junction General safety Medium Signalise junction providing access to proposed term development, including cycle priority and pedestrian facilities.
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Ref Name Issues Period Description No.
F1 Vale Road Safeway delivery area General safety Medium Modify the geometry of the entrance to the delivery area to term be reduced, along with improved pedestrian crossing facilities.
F2 Mount Pleasant Road Bus priority Medium To consider a new bus/rail interchange on Mount Pleasant term Road.
F3 Mount Pleasant Road/Grove Hill Pedestrian and cycle priority Medium/Lo Signalisation of both junctions to include provision for Road/High Street/Vale Road ng term pedestrians.
F4 High Street General safety Medium Consideration is to be given to reducing rat-running along the term High street in combination with improved servicing operations.
F6 Mount Pleasant Road/Church Road Bus priority Medium Junction improvements to assist pedestrian movements junction term through improved pedestrian provision and changes in signal operation.
F7 Mount Pleasant Road Bus Priority Bus Priority, Pedestrian and Medium Extension of traffic calming southwards from Five Ways all General safety term the way to the Crescent Road/Church Road junction with Mount Pleasant. Includes Investigate implementation of full- time bus gate at the junction of near Monson Road/Mount Pleasant Road and off-peak bus gate at Church Road and extension of bus priority measures south of Crescent Road/Church Road.
F8 Grosvenor Road Gyratory General safety Medium Review the design of the gyratory. term
F9 Camden Road/Victoria Road junction General safety Medium/Lo Consider removing the right-turn bans on Victoria Road and ng term Garden Road, and providing advanced cycle stop lines at this junction.
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Ref Name Issues Period Description No.
F10 Castle Road Demand management Short term Review parking provision. Consider a ban on weekend parking. Edge treatments to reduce environmental damage.
F11 Mount Edgecombe Road General safety Short/ Traffic calming through vertical deflection on the one way Medium system, consider reducing speeds to 20 mph. term
F12 Tunbridge Wells Central Parking Access Demand management Short/ Implement controlled parking within walking distance of the Zone (CommercialResidential) Medium town centre to complement other parking restrictions. term
F13 Goods Station Road/Victoria Road General safety Medium Provision of a toucan crossing to ease pedestrian and cycle junction term movements.
F14 St James Road/Grosvenor Bridge/Quarry General safety Medium Signalisation of junction to provide access to proposed Road junction Long term development at the Medway Depot.
F15 Camden Road/Monson Road General safety Medium Review operation of junction to facilitate improved pedestrian term movement
F16 Linden Park Road Pedestrian and cycle priority Short term Provide pedestrian crossing to link the Pantiles with Union Square
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Ref Name Issues Period Description No.
G1 A229/B2189 junction General safety Medium Redesign the junction to provide alternative priorities making term the bypass the through-route. Alter geometry of the junction to reduce speeds of traffic entering the town. Provide a gateway feature to enhance the effectiveness of this changed priority.
G2 Stone Street/Waterloo Road junction General safety Medium Resurface the junction to reduce safety risks. term
G3 Cycle routes Pedestrian and cycle priority Medium Consider providing cycle lane route links between the town term centre, residential areas and Angley School/Weald Leisure Sports Centre, subject to feasibility.
G4 Angley School School safety Medium Consider replacing the pelican crossing outside the school term with a toucan crossing linked to the cycle laneroute (G3).
G5 Gateway treatments General safety Short term Provide gateway treatments at the entrances to the town – Waterloo Street Road and Bakers Cross.
G6 Waterloo Road footway improvements General safety Short term Where appropriate provide full width pedestrian footwaypaths.
G7 High Street outside HSBC bank General safety Short term Improve the bus stop infrastructure outside Midland Bank. Consider including shelters, benches and raised kerbs.
G8 Angley School School safety Short term Improve the bus stop infrastructure at Angley School. Consider lay-bys and timetable information.
G9 A229 Angley Road School safety Medium Provide traffic calming measures on the bypass on the term approach to Angley School and assess the appropriateness of the existing speed limit.
G10 High Street parking enforcement Demand management Short term Improve enforcement of parking controls on High Street.
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Ref Name Issues Period Description No.
G11 High Street pelican crossing General safety Short term Consider a new pelican crossing on High Street between the car park and Natwest Bank.
G13 Town centre cycle parking General safety Medium Secure cycle parking facilities in the town centre. term
G14 Golford Road Pedestrian Scheme Pedestrian and cycle priority Medium Eastbound extension to existing footway. term
G15 Non-peak bus services to Royal Tunbridge Short term Wells and Maidstone
G16 Pilot Evening and Weekend services General safety Short term A late evening (approximately 23.00, leisure and rail link) return service from Tunbridge Wells to Cranbrook, on at least 2/3 days, including a Friday or Saturday each week.
G17 Town Centre Speed Reductions General safety Short term 20mph zone for the centre of Cranbrook.
G18 Extension to existing car park Demand management Medium Using land allocated in the Local Plan, extend the public car term park to the south of High Street.
G19 Bakers Cross/Tilsden Lane junction Medium Redesign the junction to improve visibility and pedestrian term facilities.
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Ref Name Issues Period Description No.
H1 Hawkhurst Bus Station Bus priority Long term A package of measures to improve the bus station. May include removal of employee parking, improvements to the passenger waiting area, and the provision of raised kerbs to assist boarding. Should also provide clear demarcation of the roadway, waiting bays and pedestrian access.
H2 Ockley Road footway Pedestrian and cycle priority Medium Consider footpaths on both sides of Ockley Road and a term zebra crossing to Barratts Road.
H3 Ockley Road/Queens Road Footpath Cycle and Pedestrian priority Medium Improvements to the footpath including an all-weather footway term surface, improving lighting and managing vegetation to improve visibility.
H4 Rye Road footway Pedestrian and cycle priority Medium Improve the pedestrian facilities between the bus station and term the shops.
H5 Rye Road/Cranbrook Road junction General safety Short/ Improvements to the operation of the junction possibly by Medium changes to signal times, provision of audible bleepers for the term pedestrian phase and reviewing the positioning of pedestrian call buttons.
H6 Rye/High Street RoadRye Road cycle Pedestrian and cycle priority Medium Review the feasibility of providing a cycle lane along Rye route term Road and High Street.
H7 Gateway Treatments General safety Short/ Provide or enhance gateway treatments on approach roads Medium to the town. term
H8 Hawkhurst Town Centre Pedestrian and cycle priority Short Consider providing cycle stands in the town centre. Medium term
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Ref Name Issues Period Description No.
H9 Pilot Evening and Weekend services General safety Long term A late evening (approximately 23.00, leisure and rail link) return service from Tunbridge Wells to Cranbrook, on at least 2/3 days, including a Friday or Saturday each week.
H10 Cycle crossing facilities Pedestrian and cycle priority Medium Located close to the new development to the south of Rye term Road.
H11 Extended parking facilitiesParking Parking management Medium Extend existing public car park north of Rye Road (Fowlers management regime at Rye Road term Park)Introduce parking management regime for long-stay (Fowlers Park) and North Grove Road – parking at the publicly controlled car parks at Fowlers Park Long-stay and North Grove Road.
H12 Extended parking facilitiesParking Parking Management Medium Extend existing public car park south of Rye Road (All management regime at Rye Road (All term Saints).Ensure suitable parking management regime is Saints) – Short stay maintained for short stay parking at the privately controlled All Saints car park.
H13 Cranbrook Road Footway General safety and pedestrian Medium The extension of and improvements to the pedestrian provision footway on Cranbrook Road to link the proposed housing term development at site of former Springfield Garden Centre with the town centre.
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Ref Name Issues Period Description No.
I1 Elm Tree Pub junction General safety Short/ Consider improving road alignment to allow HGV access. Medium May include relocating the access to the pub car park and term improving visibility on all arms.
I2 Hop Pocket Pedestrian and cycle priority Short term Improve access to the rail station by providing pedestrian facilities, cycle lanes and street lighting. Formalise the existing short-stay parking and provide a bus turning area.
I3 Paddock Wood Rail Station General safety Short/ Consider providing footpaths on approach road to the station Medium and improving wheelchair access to the station. Provision term for a bus turning area and cycle storage facilities at the station.
I4 Commercial Road Pedestrian and cycle priority Medium Consider a new pelican crossing close to Old Kent Road. term
I5 Church Road Pedestrian and cycle priority Medium Propose a new pedestrian crossing to provide a link between term Commercial Road and the rail station.
I6 Badsell Road General safety Medium Improvements to the road to reduce safety risks to be term considered. Measures could include traffic calming and minor realignment.
I7 Commercial Road/Station Road Pedestrian and cycle priority Medium Consider extending Commercial Road pedestrian term environment treatment along whole of Commercial Road and Station Road.
I8 Old Kent Road General safety Medium Proposal to restrict Old Kent Road to one way operation, term incorporating traffic calming measures to reduce speeds.
I9 Station Road General safety Medium To improve bus stop infrastructure outside rail station, term options include timetables, benches, shelters and lay-bys.
123 Draft Tunbridge Wells Borough Transport Strategy
Ref Name Issues Period Description No.
I10 Transfesa Road General safety Medium Propose to extend bus services to serve major trip term generators.
I11 Warrington Road Cycle Route Pedestrian and cycle priority Medium Advisory cycle route penetrating the residential area. term
I12 Maidstone Road Cycle Route School safety Medium Linking the traffic managed area with Mascall’s School. term
I13 Cranbrook Return Service General safety Medium Consider providing a return PM peak service on route 297 to term Cranbrook. All evening services should be timetabled to link with the London rail services. I14 Pilot Evening and Weekend services General safety Medium Propose a late evening (approximately 23.00, leisure and rail term link) return service from Tunbridge Wells to Paddock Wood, Cranbrook and Hawkhurst, on at least 2/3 days, including a Friday or Saturday each week. I15 All Bus Stops General safety Medium Provide timetable information at all stops. term I16 Additional stops in new development General safety Medium Stops along Badsell Lane, Church Road and Warrington areas term Road as those people living further from the town centre and railway station are more likely to use the service.
I17 Railway station parking control Demand management Short term Parking restrictions close to around the station, north and south of the railway line, subject to consultation.
I18 Station Road Pedestrian and cycle priority Medium Provision for cycle lane with direct access to town centre term facilities.
I19 Maidstone Road Toucan Crossing Pedestrian and cycle priority Medium Provision of a toucan crossing facility either combined or term segregated dependent on demand.
I20 Gateway General safety Medium Reduce vehicle speeds and increase driver awareness at term Church Road, Maidstone Road (north and south)
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Ref Name Issues Period Description No.
I21 Railway Station Car Park Demand management Short term Using land allocated in the Local Plan, extend car parking facilities at the station
I22 Nursery Road Cycle Route Pedestrian and cycle priority Medium Provide advisory cycle route to serve new development. Term
125 Draft Tunbridge Wells Borough Transport Strategy
Ref Name Issues Period Description No.
J1 Sandhurst Road Traffic Calming General safety Medium Mitigate effects of HGV traffic to High Brooms Industrial Area Long term through provision of traffic calming measures along the length of Sandhurst Road.
J2 Liptraps Lane/Greggs Wood Home Zone General safety Medium Propose to implement Home Zone measures including term 20mph speed limits through the residential area south of Longfield Road.
J3 Pembury Hospital approaches General safety Medium To reduce safety risks, implement traffic calming measures Long term outside the hospital. Options include speed reduction measures, right-turn facilities for traffic from Pembury and controls of unofficial on-street parking.
J4 Broadwater Down Home ZonesShowfields General safety Medium To support existing environmental improvements, implement area term Home Zones. Options include 20mph areas, speed reduction measures, particularly outside schools and additional pedestrian safety measures.
J5 Powder Mill Lane traffic calming General safety Medium Provide traffic calming measures along full length of the road, term to mitigate effects of through-traffic. Improve visibility from footways and introduce parking controls on dangerous bends.
J6 Speldhurst Road/Kibbles Lane traffic General safety Medium Implement traffic calming measures on this important rat-run calming term to discourage through-traffic. Sspeed reduction measures along full length of the road to be considered and pedestrian safety through provision of barriers where appropriate. Consider improving visibility at junctions and introduce approach warning measures to reduce speeds.
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Ref Name Issues Period Description No.
J7 Molyneux Park home zonearea General safety Medium Mitigate effects of through-traffic through 20mph speed Long term limits. Formalise parking controls to remove non-residential parking.
J8 Upper Grosvenor Road traffic calming General safety Medium Consider traffic calming measures to mitigate effects of term through-traffic. Where appropriate provide protected car parking bays and increase enforcement of illegal parking.
J9 Kingswood Road home zone General safety MediumLo Implement a home zone and consider 20mph speed limits ng term and traffic calming measures.
J10 Queens Road area home zone General safety Medium Propose traffic calming measures on these residential term streets. Options include specific measures outside schools and other community facilities. Visibility on tight bends and at junctions to be improved. On-footway parking should be addressed to reduce impact on pedestrians.
J11 Culverden Park Road Traffic Calming General safety Medium Consider traffic calming measures on this road to mitigate Long term the effects of through-traffic.
J12 St James’ RoadFerndale area traffic General safety Medium Traffic calming measures including speed reduction calming term measures, pedestrian and cyclist safety improvements and control of illegal parking should be considered. On shopping streets car parking provision should be formalised to limit the impacts upon traffic flow.
J13 Rusthall High Street Traffic Calming General safety Medium To reduce the impact of traffic and improve the pedestrian term environment in this shopping area traffic calming measures should be considered.
J14 Newlands Road Traffic Calming General safety Medium To mitigate the effect of rat-running traffic. Particularly to Long term reduce the speed of traffic close to the school.
127 Draft Tunbridge Wells Borough Transport Strategy
Ref Name Issues Period Description No.
PR1 Woodsgate Corner, Pembury Bus priority and demand Short/ Park and Ride site. management Long term
PR2 London Road, Southborough Bus priority and demand Short/ Park and Ride site. management Long term
PR3 Langton Road, Langton Green Bus priority and demand Short/ Park and Ride site. management Long term
PR4 Longfield Road Bus priority and demand Short/ Park and Ride site. management Long term
PR5 A26 [London Road, Southborough and St Bus priority Short/ Bus priority scheme. Seek improvements to bus lane John’s Road] Medium/ provision and hurry calls at signal controlled junctions Long term
PR6 A264 [Pembury Road] Bus priority Short/ Bus priority scheme. Review opportunities to introduce bus Medium/ lanes along Pembury Road and incorporate hurry calls at Long term signal controlled junctions
R1 Tunbridge Wells Central – Eridge Railway Improved Rail Services Short/ Protection of Tunbridge Wells Central to Eridge Railway line. Line Medium/
Long term
128 Appendices
Draft Tunbridge Wells Borough Transport Strategy Appendix 1
Local Transport Plan for Kent 2001/02 to 2005/06 Tunbridge Wells bid
Draft Tunbridge Wells Borough Transport Strategy Appendix 2 Roadside Facilities, Kippings Cross, Brenchley
Scale - 1:2500
Draft Tunbridge Wells Borough Transport Strategy Appendix 3 Land Reserved for Car Parking at Ashurst Station, Ashurst, Speldhurst
Scale – 1:2500
Draft Tunbridge Wells Borough Transport Strategy Draft Tunbridge Wells Borough Transport Strategy