Uckfield Local Area Transport Strategy Has Been Prepared by East Sussex County Council Working in Partnership with the Town and District Councils

UCKFIELD

LOCAL AREA TRANSPORT STRATEGY

Prepared by

EAST SUSSEX COUNTY COUNCIL

In partnership with

UCKFIELD TOWN COUNCIL

and

WEALDEN DISTRICT COUNCIL

MARCH 2002

Final Draft for Approval

EXECUTIVE SUMMARY page 1

1. INTRODUCTION 2

1.1. What is a Local Area Transport Strategy? 2 1.2. A Vision for Uckfield 2 1.3. The Key Principles 2 1.4. The Background to the Strategy 3 1.5. Structure and Local Plans 3 1.6. Uckfield & Surrounding Area 4 1.7. Principal Transport Links 4 1.8. Funding Opportunities for Transport Measures 4

2. EXISTING SITUATION 7

2.1 Population 7 2.2 Car Ownership 7 2.3 Employment 7 2.4 Reasons for Travel 8

2.4.1 Journey to Work 8 2.4.2 External Work Trips To Uckfield 8 2.4.3 Internal Work Trips To Uckfield 8 2.4.4 Work Trips made by Uckfield Residents 9 2.4.5 Journeys To School 9 2.4.6 Shopping, leisure and Essential Journeys 10 2.4.7 Summary 10

2.5 Transport Provision and Use 10

2.5.1 Walking 10 2.5.2 Access for People With Reduced Mobility 10 2.5.3 Cycling 11 2.5.4 School Transport 12 2.5.5 Bus Services 13 2.5.6 Rail Services 14 2.5.7 Road Network 18

2.6 Parking 19 2.7 Signing 19 2.8 Safety 21 2.9 Air Quality 21

3. STRATEGY DEVELOPMENT page 23

3.1 Local Community Involvement 23 3.2 Alternative Approaches Identified 23 3.3 The Preferred Approach 23 3.4 Core Objectives 24 3.5 Detailed Objectives 24

3.5.1 Walking 24 3.5.2 Access for People With Reduced Mobility 25 3.5.3 Cycling 25 3.5.4 Public Transport 26 3.5.5 School Transport 28 3.5.6 Car Travel 28 3.5.7 Parking 28 3.5.8 Signing 29 3.5.9 Air Quality 29 3.5.10 New Development 30 3.5.11 Safety 30

3. PROPOSED IMPROVEMENTS 31

4.1 Background to Programme of Schemes and Measures 31 4.2 Improvements and Intended Outcomes 31

4.2.1 Road and Junction Improvements 32 4.2.2 Major Road Schemes 32 4.2.3 Safety Schemes 32 4.2.4 Walking 32 4.2.5 Access for People With Reduced Mobility 32 4.2.6 Cycling 33 4.2.7 Bus Facilities and Encouraging their Use 33 4.2.8 Rail Facilities and Encouraging their Use 34 4.2.9 School Transport 34 4.2.10 Parking 34 4.2.11 Signing 35

5. PROGRAMME OF WORKS 36

5.1 Short-Term Measures 36 5.2 Medium-Term Measures 37 5.3 Long-Term Measures 38

6. INTENDED OUTCOMES - ACHIEVEMENT OF THE VISION 39

6.1 Working Together 39 6.2 Monitoring Report 39

List of Tables

Table 1 Age and Distribution of Local Population page 7 Table 2 Local Bus Services (2001) 16 Table 3 Rail Services (2001) 14 Table 4 Traffic Flows 18 Table 5 Crashes Involving Personal Injury 21

List of Figures

Figure 1 The Transport Plan Area 5 Figure 2 The Road Network 6 Figure 3 Workforce Travel to Work 8 Figure 4 Residents Travel to Work 9 Figure 5 Bus Routes and Frequencies 15 Figure 6 Rail Network and Service Frequencies 17 Figure 7 Traffic Flows on Main Roads 20 Figure 8 Distribution of Crashes and Casualties 22

iii

EXECUTIVE SUMMARY

The Uckfield Local Area Transport Strategy has been prepared by East Sussex County Council working in partnership with the Town and District Councils. The Strategy has been accepted by Uckfield Town Council and has received the support of Wealden District Council. The framework for future transport investment in the town for the next ten years is set out in this document.

A vision is proposed based on the sort of place the people of Uckfield want the town to be, and a set of objectives is developed, from which transport improvements for the town are identified. Of key importance is the aim of enhancing Uckfield’s economic vitality.

Schemes devolving from the Strategy will be delivered within the Small Towns Package of the County Council’s Local Transport Plan. The Strategy will also act as a bidding document for potential additional money to be secured from other sources.

Currently there is a high level of car dependency for school, work and social uses and a large proportion of the working population travel into or out of Uckfield to work. The need for improved public transport and facilities for people with mobility impairment is identified. Existing road safety, traffic management and car parking are shown to be unsatisfactory.

The core of the Strategy addresses the problems and proposes a way forward that reflects local views, the town’s economic and social role, and which is compatible with Government guidelines on transportation. Different approaches to addressing the problems are discussed and the preferred rationale is identified. This seeks to establish a more suitable balance between use of the private car and other more sustainable modes of transport.

The Strategy’s objectives are stated and measurable targets set. Highest priority will be given to improvements for pedestrians, people with mobility impairment, and users of public transport. Importance is attached to delivery of some School Travel Plans, a key target being a major reduction in private car use for school travel. Traffic and car parking can be managed better, and an improvement in signing will seek to reduce through traffic in the town centre. Safety enhancement is an over-arching objective, and rail service improvements to be provided by other bodies will be encouraged.

Schemes and measures for delivery over the first five years of the Strategy have been identified for implementation in the short, medium and long term. Agreed priorities will be tackled in accordance with the level of resources available.

The Strategy’s success will be measured against the targets through on-going monitoring reported in East Sussex County Council’s Annual Progress Report. As a first step in this process, a baseline survey will be undertaken prior to any works being implemented.

1 INTRODUCTION

1.1 What is a Local Area Transport Strategy?

A Local Area Transport Strategy is a set of policies and proposals for transport related issues in a particular geographical area, which have sustainability as a core objective and which balance economic, social and environmental considerations. The Strategy aims to reconcile all modes of travel and competing demands for the movement of people and goods, in a way that best meets the needs of local people.

This document is being developed to facilitate work under the ‘Small Towns Package’ in the East Sussex Local Transport Plan (LTP) over a ten-year period to 2011. It aims to improve transport for the people of Uckfield and enable the town’s economy to flourish. The Strategy takes a realistic approach in its objectives, and aims not to give rise to unachievable expectations of what can be accomplished.

The Strategy’s purpose is to help identify transport improvements in Uckfield, which complement local planning policies, support future developments in the town and which have widespread local support. This will be achieved through a vision, key principles and detailed objectives that help to focus attention on what sort of place the people of Uckfield want the town to be. The Strategy will be a means of securing funding for prioritised measures intended to achieve the vision for the town.

1.2 A Vision for Uckfield

For the purposes of the Strategy, the vision can be stated as being ‘ to make Uckfield a safer, healthier, pleasanter and more vibrant place to live, work in and visit, now and in the future’.

1.3 The Key Principles

The Strategy will identify measures that will achieve the vision and enhance the vitality of the town as a place to shop and work, and as a business and service centre. It will increase Uckfield’s importance as a gateway for residents and visitors to access the Area of Outstanding Natural Beauty in the High Weald, and will embrace the concept of encouraging a change in modes of transport (modal change) to more sustainable means through providing more travel choices. The key principles may be stated as:

• To enhance Uckfield’s economic vitality • To encourage greater transport choice • To improve the health of the local community • To improve sustainable travel choices for the whole community • To enable everyone to participate in the life of the town • To improve transport-related safety round the clock • To provide transport measures in the following priority order:

1st Pedestrians 2nd People with reduced mobility 3rd Cyclists 4th Bus, train and taxi users 5th Shop, office and factory deliveries 6th Car-borne shoppers 7th Car commuters and long-stay day visitors

1.4 The Background to the Strategy

The Uckfield transport forum and associated working groups set up by the Town Council during 1999 identified local concerns and possible improvements to the transport network. Subsequently, the Strategy has been developed in conjunction with local elected Members representing the Town, District and County Councils, and it includes the outcome of the earlier work.

East Sussex County Council became a Transport Authority as a result of the Government’s Transport Act 2000. This means that the Council has to produce an LTP every five years, the aim of which is to propose measures to improve transport in East Sussex. The proposals are required to meet European and national commitments to protect the environment, and must incorporate up-to-date thinking on transport matters.

The County’s first full LTP was submitted in July 2000 and approved in December 2000. This met with a positive response from the Government, and resulted in the County Council being assured that it could bid for substantial funds to be spent on transport capital schemes over the five years 2001-2006. This money along with other potential sources secured through the LTP bid will become available over the next few years. The Strategy will help to ensure that money is spent in ways which meet the targets set by the LTP and which have wide local support.

1.5 Structure and Local Plans

The Strategy’s objectives have reference to the statutory planning framework, the LTP, the Wealden District Local Plan, town centre business initiatives, previous transport studies and consultation with the public.

The Wealden Local Plan, the development plan for Uckfield, was adopted in 1998 and covers the period to 2004. The Local Plan is currently undergoing review for the period 2004 to 2011. It is anticipated that Wealden District Council Cabinet will consider it for first deposit draft in spring 2002 and formally adopt it in 2004.

The Local Plan, along with the County Structure Plan, provides a framework for new development countywide and at local level. Under the current Structure Plan, East Sussex is expected to accommodate 9,100 new dwellings in the period from 2006 to 2011. Almost 50% of this growth (4,400) is expected to be in the Wealden District where it will be largely focused on existing towns in the Low Weald area. Uckfield is one of the towns identified in the approved Structure Plan as a location for major growth to help meet strategic housing requirements over this period. This growth is likely to raise significant transportation issues, although the scale of these is difficult to quantify in advance of the formulation of the local plan strategy. To avoid pre-empting the outcome of that process this local area transport

strategy addresses existing transport issues in the town. There is unlikely to be enough new development in Uckfield to provide a significant contribution towards delivering all the transport schemes identified in this Strategy. However, major new development identified through the Structure Plan and the Wealden Local Plan Review is likely to have implications for the infrastructure of the town and that development will be required to fund improvements to the transport network to provide for the additional demands that it generates.

1.6 Uckfield and Surrounding Area

Uckfield is situated in the west of East Sussex approximately 8 miles northeast of Lewes. The area has seen significant growth over the last decade. It has a population of just over 13,000, which is expected to rise to around 13,300 by 2006. The boundary of the area covered by the Strategy (Figure 1) consists mainly of the developed town of Uckfield, including the Town Centre, Ridgewood, Ringles Cross, Rocks Park, Manor Park, New Town and Harlands Farm Estate.

1.7 Principal Transport Links

Transport connections in the area are good although public transport choices, frequencies and routes are limited.

The Uckfield area is relatively well served by the Primary Route Network (PRN), which is intended to carry the bulk of the medium and long distance traffic in East Sussex. These routes are shown on Figure 2. The A22 London-Eastbourne road bypassing the town carries traffic between Eastbourne, Hailsham, Uckfield and East Grinstead. The A272 serves traffic between Uckfield, Haywards Heath and Burgess Hill. The A26 takes traffic from Royal Tunbridge Wells to Uckfield and Lewes, linking to the A27 trunk road. The B2102 links the local villages of Framfield, Blackboys and Cross in Hand to Uckfield.

1.8 Funding Opportunities for Transport Measures

The Strategy, accepted and supported by the Town and District Councils and approved by the County Council, will act as a framework for future transport improvements in the context of the LTP. It will support bids to finance transport measures under the LTP settlement and will facilitate the setting up of local partnerships to bid for other monies, giving access where possible to matched funding.

The Strategy will give direction to other funding opportunities as they arise from commercial and residential development in the Town and its environs. Developers will be required to contribute to the transport infrastructure needs set out in this Strategy, secured through formal legal agreements. Such contributions will be commensurate with the size of the development and will be in addition to the highway works required as a direct result of and in mitigation of the development. This is in accordance with the ESCC Structure Plan policies for transport.

2 THE EXISTING SITUATION

The base population and travel data provide information, which will enable funds to be directed according to the prioritisation of existing problems. The targets set by the Strategy, and the schemes and measures, have evolved from existing deficiencies.

2.1 Population

Uckfield had a population of 12,087 at the time of the 1991 Census, a total that had grown by 30.7% since 1981 compared to an average growth of 9.8% for Wealden District. The distribution of ages within this population is tabulated below with comparisons to the average for the District and County. Uckfield’s population distribution is comparatively weighted towards younger age groups.

Table 1: Age Distribution of Local Population (1991 Census)

Total % % % 30 yrs- % residents 0-15 yrs 16-29 yrs Retirement Retirement age Uckfield 12,087 23 20 40 17 Wealden District 130,214 19 16 41 24 East Sussex 461,501 18 16 38 28

NB: The 2001 Census data is not available in time for the adoption of this document, therefore the census data used in this Strategy is that from the 1991 Census.

2.2 Car Ownership

Car ownership data shows that 19% of households do not have access to a car compared to the average for East Sussex of 28%. However, 36% of households have access to two or more cars compared to 26% in East Sussex as a whole.

The levels of car ownership in Uckfield, already higher than the county average are forecast to increase by between 10% and 15% over the next 10 years, mainly through a decline in households with no car and a substantial growth in households with two or more cars.

2.3 Employment

In recent years Uckfield has attracted a significant amount of industrial and commercial investment and now provides a wide range of jobs in manufacturing and services. The majority of activity is contained in the two main business areas at Bellbrook and Ridgewood, together with a variety of businesses in the town centre.

Of the 6,050 employed residents in 1991, 45% worked in Uckfield. The remaining 55% commuted out of Uckfield; 14% travelling to other Wealden destinations, 8.4% to Lewes and 4.3% to Brighton and Hove, 1% to other East Sussex locations, 5.8% to Kent, 12.1% to West Sussex, 6.1% to London and 3.8% to other destinations. The destinations give a good indication of the level of travel demand much of which is placed on the highway network.

2.4 Reasons for Travel

2.4.1 Journey to Work

East Sussex is predominantly a rural county, and does not experience the worst environmental impacts of transport problems. Uckfield does however suffer from relatively high levels of congestion, especially during the peak commuter demand.

Analysis of a 10% sample of the 1991 Census data (Figure 3) gives an idea of how people who work in Uckfield, both residents and commuters from outside, travel to work.

Workforce (Residents and Commuters)Travel to Work

On Foot Work at Home Train Bus 17% 4% 1% 2%

Bicycle 1% Train Motorcycle Bus 1% Car Motorcycle Bicycle On Foot Work at Home

Car 74%

Figure 3: The travel modes of the workforce of Uckfield, including both residents and commuters from elsewhere (1991 Census).

2.4.2 External Work Trips to Uckfield

Approximately 2,820 people working in Uckfield live elsewhere. Their journeys make up 51% of all daily work trips to and within the town. Of these external trips, 2.8% originate from Brighton and Hove, 13.8% from Lewes, 58.9% from the rest of East Sussex, 11.7% from West Sussex, 8.5% from Kent and 4.3% from the rest of the UK. There are a similar number of people commuting in as commuting out, so the demand which is largely on the highway network is doubled i.e. those travelling from Uckfield to elsewhere and back, and those travelling from elsewhere to Uckfield and back.

2.4.3 Internal Work Trips in Uckfield

In total approximately 2,722 people live and work in Uckfield. The relatively compact nature of the town makes it likely that the greater number of journeys to work within Uckfield are short and would therefore be suitable for sustainable modes of transport including journeys on foot.

2.4.4 Work Trips Made By Uckfield Residents

The figure for all journeys to work made by employed Uckfield residents (6,050 people) both within the town and to locations outside show that more than 70% travel by car either as a driver or passenger, about 18% walk or cycle, whilst only 6.5% use public transport and only a third of these use a bus.

Analysis of a 10% sample of the survey data (Figure 4) gives an indication of the modes of travel used by residents to get to work. The implications of this analysis are that there is a high demand on the highway network and especially at the main junctions.

Uckfield Residents Travel to Work

On Foot Work at Home Train 16% 3% 4% Bus 2% Bicycle 1% Train Motorcycle Bus 1% Car Motorcycle Bicycle On Foot Work at Home

Car 73%

Figure 4: Modes of transport used by Uckfield residents on their journeys to work (1991 Census).

2.4.5 Journeys to school

Nationally about 25% of all trips during the morning peak period involve trips to school by private car. The compact nature of Uckfield suggests that many journeys to school are likely to be less than one mile, particularly in the case of primary school aged children, and that higher levels of walking than at present could be achieved. The secondary school (Uckfield Community College) serves not only the town, but also the wider rural community.

A recent survey of Harlands Farm Primary School indicates that whilst more than 90% of the children live within one mile of the school, 75% of the children are driven and 25% walk. The survey identified a number of problems, which were cited as barriers to walking, including the crossing facilities at Framfield Road/High Street Junction, air quality and narrow footways. These finding suggests that there is scope for dependency on the car to be reduced over time by addressing some of the specific concerns raised by the children. Figure 1 includes locations of Uckfield’s schools

The trend of greater second car ownership in the more affluent areas, including East Sussex, has contributed to the increasing numbers of school children being driven (or driving in the case of sixth-form pupils) to school rather than walking, cycling or using public transport. Such journeys coincide with peak periods for journeys to work.

2.4.6 Shopping, Leisure and Essential Services

Uckfield is the economic centre for a wider community who visit on a regular basis, on business, to shop, to use leisure facilities, and for medical services at the GP surgeries, the hospital and dentists. There is also a monthly Farmers Market. The bus plays an important role in maintaining shopping links, both within Uckfield and for journeys from surrounding villages. These bus links are particularly important for people who do not have ready access to private transport.

2.4.7 Summary

Uckfield demonstrates a high level of car dependency for short journeys within the town and the surrounding area. This suggests that there is potential to improve conditions on the highway network through the increased use of more sustainable modes of transport.

2.5 Transport Provision and Use

2.5.1 Walking

Nationally, approximately 25% of all journeys are made on foot. In 1999, four out of five journeys on foot were less than one mile, with only 4% over two miles in length. The national travel survey of Great Britain (1996) revealed that the three main reasons for journeys on foot were shopping (24%), for personal business (22%), and for leisure and social purposes (20%). In addition, 14% were just going for a walk, for pleasure or with a dog. Nationally 13% of journeys to work were on foot, to which Uckfield compared favourably with approximately 17% of journeys.

The pedestrian crossings facilities at the signalised junctions are unattractive. The Bell Lane/High Street junction has an identified safety problem on one of its arms, as has the pedestrian crossing in the High Street. The Framfield Road/High Street and Church Street/High Street junctions have no pedestrian phase and inadequate pedestrian refuge facilities. Framfield Road has narrow footways and inadequate crossing provisions.

** Problem**

Main roads and junctions sever the town centre and create barriers from some residential areas. Footways are in poor condition in places and in other instances sections are non-existent. Lighting of footways in some locations is inadequate.

2.5.2 Access for People with Reduced Mobility

The Disability Discrimination Act 1995 provides for a right of access for disabled people to goods and services. The implications for this Strategy are that better transport opportunities for disabled people will need to be made available. This will require improvements to the

existing highway and transportation network. Measures to meet the legislation will also assist other groups such as carers with pushchairs.

The National Travel Survey found that 12% of men and 15% of women had some sort of difficulty in walking, with the majority of this group remaining capable of being independent. About one in twenty people either needed help walking outside the home or were not able to walk on their own at all. Not surprisingly, the elderly in particular experience an increased level of difficulty.

Footways are in poor condition in places, which is a hazard to all pedestrians but this presents a particular barrier to disabled people.

The design and location of bus stops and shelters is a factor that deters greater use. Bus stops are currently some distance apart and are not convenient for the main shopping area. Many disabled people rely on their private car not only for comfort and convenience, but also because access to public transport is difficult.

Part V of the Disability Discrimination Act 1995 requires all new buses to be wheelchair accessible. By 2017, all buses in service must be wheelchair accessible. The County Council and the major operators are confident that the majority of buses will be fully accessible much earlier than that date. Some Uckfield buses already provide wheelchair access. The County Council supports services that connect the wider rural community, many of which are operated with low floor easy access buses.

There is a facility in place for some door-to-door journeys by bus to be pre-booked, which is of particular benefit to passengers who have difficulty using conventional buses, including people who are wheelchair users.

**Problem**

Blue (formally Orange) Badge parking facilities in the High Street and car parks are inadequate. Bus waiting facilities are unsuitable and access to public transport is difficult. Some footways are in poor condition.

2.5.3 Cycling

The town’s topography is not well suited to cycling and the number of people cycling in the Strategy area is low. A survey carried out of cyclists using the Bell Lane/High Street junction counted in the region of 80 cyclists between 7am and 7pm on an April weekday. A traffic count from 7am to 7pm on the B2102 leading from the town centre to the A22 counted only 5 cyclists in the 12-hour period.

There is a cycle path linking Tesco in Bell Lane to the adjacent Rocks Park housing estate, however it is isolated and does not link to any other suitable route. There is no current cycling plan for the town.

**Problem**

Existing facilities are fragmented and cyclists experience particular difficulty at major junctions.

2.5.4 School Transport

There are five primary schools serving the Uckfield area.

School Number of Pupils

Manor 378 Holy Cross 308 Rocks Park 237 St Philips 216 Harlands County 194

Secondary education for the town and the surrounding villages is provided by Uckfield Community College which, including years 12 and 13, has 1,499 pupils. The location of these Schools, where they fall within the Strategy area, is shown on Figure 1.

The East Sussex Freedom Ticket allows school children and students one week’s unlimited travel on any Local Rider buses as well as on commercial services operated by Stagecoach in East Sussex, Arriva Kent & Sussex (within East Sussex only), RDH Services and Brighton and Hove. This ticket is priced at £9.00 for children younger than 16, and £10 for students in full time education over 16. The main purchasers of Freedom Tickets are the County Council’s Education Department (for pupils entitled to free home-to-school transport), together with pupils and students who travel significant distances to school or college. Freedom Tickets are particularly attractive to young people who wish to travel on bus services in the evenings and at weekends, when they afford free travel throughout East Sussex.

The Education Department makes transport arrangements for pupils under 8 years who live more than 2 miles from school and for pupils aged 8 and over who live more than 3 miles from school. The distance from home to school is determined by measuring the shortest available walking route to the designated school. Where children live within the statutory walking distance there is no entitlement to free school transport.

Uckfield Community College is served primarily by coaches contracted by the Local Education Authority. Local bus services 31 and 281 run at times convenient for pupils travelling to and from the College. Journeys on RDH services serve Maresfield, Piltdown, Newick, North Chailey, Scaynes Hill, Haywards Heath and Cuckfield. The Metrobus service 281 serves Framfield, Blackboys, Halland, East Hoathly, Golden Cross, Horsebridge, Hailsham and Eastbourne. Some secondary school aged children travel to Ringmer Community College. There are bus services which link the town with places of education elsewhere including Ringmer, Lewes and Brighton, as well as Haywards Heath and Cuckfield. The County Council has secured many school journeys as part of its network of Local Rider supported services.

The transport patterns of school pupils and students vary with age. Many parents of young pupils are reluctant to let them travel independently to school, however, independent travel is commonplace once young people reach secondary school age. There have been a number of recent initiatives to improve road safety for children attending school in Uckfield. A ‘Safe Routes to School’ project, based at Harlands County Primary School, involved the pupils in

identifying problems relating to transport and making suggestions for solutions. A survey of the pupils’ transport modes revealed a worrying bias toward car travel in preference to all other modes of transport.

Cycle proficiency training has been carried out at Harlands, Rocks Park, Manor and Holy Cross primary schools and ‘Footsteps’ training (pedestrian road safety for children) has been undertaken in local schools with further interest expressed for summer 2002. School crossing patrols give a real sense of security and safety although there have been recruitment problems. A School Crossing Patrol is needed for Church Street to assist Holy Cross pupils.

**Problem**

Despite the school transport mechanisms in place, it has been estimated that typically 25% of car traffic in the morning peak comprises the ‘school run’. Public transport is often perceived by parents as being too expensive for regular use. Fears regarding the personal security of the children walking, cycling and on non-dedicated bus journeys may also contribute to the dominance of the car.

2.5.5 Bus Services

Uckfield is served by a combination of commercial services run by companies including Arriva Kent & Sussex, Brighton & Hove Bus Company, RDH Services, Metrobus and Stagecoach. These combine to provide a network of inter-urban services to local villages and towns, and to larger urban centres including Eastbourne, Brighton, Haywards Heath and Royal Tunbridge Wells. Services to a variety of tourist locations in the Ashdown Forest and High Weald areas depart from Uckfield bus station. Table 2 provides a summary of these services as at January 2001.

There are a number of town services as shown in Figure 5, which shows that there is no service to Harlands Farm estate following its recent cancellation. Some inter-town commercial services can only operate with County Council support but budgetary pressures could put these at risk. Those that currently receive assistance are shown with an asterisk (*) in Table 2. Funding for evening and Sunday services has already ceased. The Government’s Rural Bus Subsidy Grant is being utilised to maximum effect, but this has not resolved all of the funding problems.

Within the town centre buses incur delays through having to divert from the High Street to call at the bus station in Bell Lane. Buses are frequently caught in traffic, particularly at peak times. Buses also experience some difficulty turning from Bell Lane into the High Street due to the limited space at the Bell Lane/High Street junction.

In common with many other areas in the southeast, public transport fares are perceived as high compared with the costs of private car journeys. Some local fares have risen sharply in recent times. There is currently no integration in ticketing between bus and rail operators. Bus fares are generally determined on a commercial basis by operators. Pilot schemes initiated by West Sussex County Council in Bognor Regis and East Grinstead, which involved a reduction in fares for school children have failed. Despite patronage growth, operators have withdrawn from the schemes because of revenue losses.

**Problem**

Traffic congestion is increasing. Bus service levels could be improved and are particularly poor at evenings and weekends. There is no bus service to the southern residential areas and the service does not operate at peak times for work journeys. There is minimal integration of bus and rail services. Timetable provision is poor and public awareness of existing services could be improved. There is no existing bus priority infrastructure in Uckfield. Fare levels and fare inconsistencies exist.

2.5.6 Rail Services

Diesel rail services operate from Uckfield Station (Figure 6) providing a link to Crowborough, Eridge and Oxted. At Oxted, passengers can transfer to electrified lines to East Croydon and London Victoria. There are a limited number of direct services between Uckfield and the Capital. There are no trains in the winter schedule to or from Uckfield on a Sunday. Table 3 summarises the current level of service, which is set by the franchise agreement between the train operator and the Strategic Rail Authority. Uckfield station is in a good location for the Bellbrook industrial estate, a centre for employment, and for the town centre. People also travel by car to Hayward Heath to catch faster train services to London.

The new train operator, GoVia is committed to electrifying the existing line in the foreseeable future and to investigating the feasibility of providing dual track and a reinstatement of the line to Lewes. The location of this line can be seen in Figure 6. The County Council will work with GoVia to deliver an improved train service for Uckfield. Rail links to Tunbridge Wells were lost when the Eridge–Tunbridge Wells line was closed in 1985. Possible reinstatement of this is being sought.

Table 3: Train Services from and to Uckfield Station

Service/Route Frequency (trains/hour) (Most include a change at Oxted.) AM peak AM off peak PM peak PM off peak Uckfield - 2 1 2 1 Victoria Victoria - 1 1 1 1 Uckfield • NB: Frequencies correct as Winter 2001 timetable for weekdays

** Problem**

Existing rail services are poor. Those people who commute from Uckfield to Lewes and Brighton have no rail link to Lewes, which was closed in the late 1960s. The Uckfield to Oxted line is not electrified and is slow. Trains stop at all stations making the journey less attractive to longer distance commuters. Potential customers drive to alternative stations.

Table 2 – Local Bus Services in Uckfield (as at January 2002)

No. Operator Route Approximate Frequency and Hours of Operation 28 Stagecoach Uckfield – Palehouse Common – Halland Hourly, Mon-Sat daytime and – Broyle Estate – Ringmer – Malling early evening Estate – Lewes – Brighton 28X Stagecoach Uckfield – Palehouse Common – Halland Hourly, Mon-Sat evening1 – Broyle Estate – Ringmer – Lewes – Lewes Rail Station - Brighton 31* RDH Services Cuckfield – Haywards Heath – North Hourly, Mon-Sat daytime Chailey - Newick – Maresfield - Uckfield 121 RDH Services Uckfield – Maresfield – Newick – North 1 return journey, schooldays only Chailey – Chailey School – Lewes 181* RDH Services Uckfield – Maresfield – North Chailey - 1 return journey, Newick – Haywards Heath Mon-Fri only 182 Brighton & Hove Uckfield - Maresfield – North Chailey - 1 return journey, schooldays only Newick – Haywards Heath – Cuckfield Warden Park School 245* RDH Services, Uckfield Town Service: Bus Station – Hourly, Mon-Sat, between 1016 Renown Coaches Vernon Road – Uckfield Hospital – and 1416. Half-hourly between Stagecoach Vernon Road – Bus Station – Bus Station and Downsview Lashbrooks Road – The Drive – Crescent. Vernon Road and Cambridge Way – Nevill Road – Uckfield Hospital are not served Downsview Road – Bus Station on Saturdays 246* Renown Coaches Uckfield – Isfield – Newick – Sheffield 2 daytime journeys Mon, Wed and Park – Fletching – Maresfield – Uckfield Fri 249* Renown Coaches Uckfield – Poundgate – High Hurstwood 2 daytime journeys Mon, Wed, Fri – Buxted – Hadlow Down – Uckfield and Sat 253* RDH Services Uckfield – Punnetts Town – Heathfield – 1 return journey, Horam – Framfield – Ridgewood – Mon-Fri (passengers must pre- Halland – Isfield – Maresfield – book) Crowborough 261* Metrobus East Grinstead – Forest Row – Colman’s 6 daytime return journeys, Mon- Hatch – Ashdown Forest Centre – Fri daytime; Chelwood Gate – Chelwood Common – Five Sat daytime Nutley – Maresfield – Uckfield 281* Metrobus Uckfield – (some journeys Framfield and Hourly, Mon-Sat daytime Blackboys) – East Hoathly – Golden Cross – Horsebridge – Harebeating – Hailsham – Polegate – District Hospital – Eastbourne 318* Renown Coaches Uckfield – Uckfield Hospital – Framfield Hourly (with some gaps), Mon-Fri Stagecoach – Blackboys – Cross-in-Hand – daytime; 4 return journeys on Sat Heathfield – Broad Oak – Burwash – Etchingham – Etchingham Station 729/ Arriva Tunbridge Wells – Crowborough – Five Hourly, Mon-Sat daytime; 2 129 Stagecoach Ash Down - Uckfield – Isfield – hourly on Sun Brighton & Hove (Ringmer on Sundays) - Lewes – Brighton 024 National Express Hastings – Bexhill – Eastbourne – Daily, 2 journeys in each direction Polegate – Hailsham – Uckfield – Nutley – Forest Row – East Grinstead – London • * Indicates service receives full or partial financial support from East Sussex County Council. • 1. This evening service is funded by the train operator, GoVia, for 12 months from January 2002. This followed the withdrawal of service 60, the Uckfield-Lewes rail bus link, at the end of January.

2.5.7 Road Network

The volume of traffic in the High Street is approaching the levels experienced before the bypass was constructed. Table 4 and Figure 7 show the main roads in the study area with their corresponding annual average daily traffic, (AADT). The A22 carries in the region of 22,000 vehicles daily and provides a crucial bypass for the urban area. Any new development will potentially put additional pressure on the highway network. The recently proposed Ashdown Business Park at Maresfield, for example, is expected to create an additional 10.3% increase in traffic volume on the A22 and at the A22/A272 roundabout.

Table 4: Traffic Flows in Uckfield (2001)

Plan Ref. Road AADT AM Peak PM Peak No. Vehicles/day Vehicles/hr Vehicles/hr 1 C41 10792 795 846 2 B2102 13153 1276 1206 3 A22 20835 2203 2323 4 A22 22209 1961 2111 5 B2102 11942 867 816 6 High Street 17852 1423 1449 7 High Street 18129 1548 1477 8 B2102 4071 324 330 9 A26 9972 777 848

Key Junctions

There are three signalised junctions within the area covered by the Strategy: the Bell Lane/High Street junction, the Framfield Road/High Street/Bell Farm Road junction, and the High Street/Church Street/Hempstead Lane/London Road junction.

The Bell Lane roundabout has four arms providing access to the Bellbrook Industrial Estate, Bus Station, Fire Station, supermarket, town centre and A22 Uckfield bypass. It is currently close to capacity on all its arms during peak hour traffic and at weekends.

Key Roads

Traffic circulation in the High Street is slow, particularly at peak times and on Saturday mornings. The combination of the volume of traffic (see Table 4), the proximity of several junctions, signals and crossings, and cars accessing and exiting the Luxford Field car park cause traffic to be delayed, which in turn makes journeys on foot and by bicycle difficult and the shopping environment unpleasant.

The unadopted section of Bell Lane, part of the Bell Lane Industrial Estate, is in need of major repair and improvement. Work to this road merits the support of the Strategy in principle, as it would significantly help Uckfield’s economic vitality although its improvement would lie outside the integrated transport part of the LTP.

**Problem** Progress through the town centre at peak times tends to be slow in part due to delays occurring at main junctions and in the connecting highway infrastructure.

2.6 Parking

There are currently 855 off-street public car parking spaces located close to the town centre and these support much of the retail and commercial economy. The on-street parking controls are disjointed and include areas of limited waiting in the High Street. A need has been identified for higher levels of motorcycle and Blue Badge parking.

The low level of off-street residential parking in the area of Framfield Road impacts on local and through-traffic and causes congestion and poor visibility for pedestrians and cyclists.

Vehicles servicing the shops and businesses particularly in the High Street can cause congestion when stopping to load and unload, as can customers collecting goods. Vehicles accessing and exiting the Luxford Field car park can use either of the two entrances which both come off the High Street in the town centre. This disrupts traffic flow, and adversely affects pedestrians.

There are currently no parking charges in Uckfield. There is a strong perception that introducing car-parking charges could have a detrimental effect upon the economic vitality of the Town.

**Problem**

The level and location of on-street parking in Uckfield leads to congestion and inconsiderate parking, particularly in the High Street and in Framfield Road. This situation is detrimental to the local environment, is bad for the local economy and undermines sustainable transport strategies. The accesses to Luxford Field car park cause congestion.

2.7 Signing

Traffic signing is governed by national regulations that define the principles of sign design and location ensuring national conformity. Signs direct through traffic along the B2102 to Heathfield and onto the A22 for a number of main destinations.

Uckfield lacks a network of signs to direct and inform pedestrians. The same can be said of signs to transport interchanges and car parks. The cycle route from the superstore to Rocks Park is signposted as is the vehicular route to the leisure centre. Neither is signposted from the town centre.

2.8 Safety

Safety schemes are generated in response to crashes involving personal injury (CIPI), resulting in a programme that reacts to problems as they occur. Schemes are justified on the most recent three-year crash history. Table 5 shows the number of casualties in Uckfield over a three-year period, their severity and the mode of transport involved. There is a high number of pedestrian casualties.

Table 5: Crashes Involving Personal Injury in Uckfield by Severity- July 1998 to June 2001

Pedestrian Cyclist Motor Car Other Total cycle Fatal 0 0 1 2 0 3 Serious 6 2 7 29 0 44 Slight 22 10 13 181 9 235

TOTAL 28 12 21 212 9 282

In the past three years July 1998 to June 2001, 282 CIPIs have been reported in the Uckfield area, including three fatalities. This is an increase of nearly 14% since the last reported three-year period July1997 to June 2000. The distribution of CIPIs (Figure 8) shows that most occur in the town centre, particularly around the junctions and crossing points, on the High Street between Church Street and Framfield Road, with a particularly high number occurring at the Bell Lane signalised junction and the pedestrian crossing to the north of Grange Road in the High Street.

The County Council has a responsibility to meet national targets for road casualty reduction. As part of the on-going commitment to reducing casualties, the Council’s Traffic and Safety section is continuously monitoring and implementing measures to assist with localised problems where appropriate. An example of this is the work planned at the Ringles Cross junction in response to an identified crash problem.

**Problem**

The number of casualties is increasing, and the crash record at some major junctions is poor.

2.9 Air quality

Pollution levels predictions were undertaken by Wealden District Council to find those areas that may need to be declared air quality management areas. The investigation did not find any locations that would contravene Government standards. It is still important however to continue to work towards minimal pollution levels.

3 STRATEGY DEVELOPMENT

3.1 Local Community Involvement

When developing transport and environmental schemes, local authorities actively seek public participation. In Uckfield there has been extensive consultation with the local community and business groups along with other interested organisations including those representing vulnerable road users.

The Uckfield Transport Forum has a particular role in influencing the development, implementation and monitoring of the Strategy as well as individual schemes and measures. People representing a wide range of groups and organisations participated in the Forum including those from amenity services, the Chamber of Commerce, local schools, public transport providers and transport interest groups; meetings are open to the public. The ideas and problems identified at the Forum and at associated Working Groups form the basis for the Strategy and have guided its development.

3.2 Alternative Approaches Identified

The Strategy assesses the likely impact and benefits of a range of approaches. Car users are currently free to make a choice as to whether they travel by car, however in time that freedom may not always be available. Emerging European Union transport policy and finite fossil fuel availability make this the case. Currently, the car user enjoys the highest priority.

One approach identified, namely to give full priority to meeting the unrestrained demands of travel by private car, could entail large scale improvements to the highway network to accommodate existing and future demand. Such road improvements would require private land acquisition and have an adverse effect on the environment and the character of the town. This is no longer a viable option.

The reduction of travel by private car through extreme traffic and parking control is another approach. The deliberate generation of greater congestion to restrain traffic flow is an option unlikely to attract the level of local support that it would require to be effective.

3.3 The Preferred Approach

Clearly the preferred approach must reject the extreme elements of both these options and seek to make the optimum use of the available transport infrastructure in a coherent and balanced way. It needs to be the best of the options available and be compatible with the LTP, the District Local Plan and any local business or town centre plans specific to Uckfield that may already have been prepared.

It is becoming less acceptable for car users to travel whenever and wherever they wish. Emphasis should be given to increasing travel choices by the improvement of access to and movement within the Strategy area by modes of transport other than the private car. The economic viability of Uckfield now and in the future is of vital importance. By looking at how traffic affects shoppers and at how the town centre’s ambience could be improved, measures to promote the economic viability can be developed including improvements to the shopping and visitor environment, together with measures to ensure adequate access to the main industrial areas.

The contribution of visitors and tourists to the economy should be encouraged by maintaining and improving the pedestrian links between the public transport interchanges and the town centre, along with improved signing and well managed parking for car-borne visitors.

3.4 Core Objectives

• To enhance Uckfield’s active economy combined with a pleasant atmosphere • To encourage greater transport choice and reduce the need for the car • To improve pedestrian access around the built up area by removing barriers to walking • To improve health by encouraging walking or cycling for short trips • To support shops and businesses in the town and to assist industry by making it easy for heavy goods vehicles to move to and from factory units and other businesses, whilst minimising disruption to life elsewhere in the town • To ensure that, when it is essential to use a car (for instance for registered disabled badge holders), easy access is provided for the vehicle • To improve transport and travel choices for non-car users and people who may not be as mobile as the general population • To reduce the impact of local and through traffic • To seek to minimise the demand for car parking • To encourage non-car access to recreational sites within and around the town • To improve transport-related safety round the clock by identifying those places where people feel unsafe

3.5 Detailed Objectives

The key principles and core objectives are expanded upon in the following sections, which each focus on a particular mode of transport or aspect of transportation.

3.5.1 Walking

The aim is to discourage short distance convenience travel by car where such journeys could easily be made by other modes, particularly on foot. On-street car parking within the town centre will be managed to improve the environment for pedestrians. Measures to encourage walking and to increase the safety and number of journeys on foot in Uckfield are intended to:

• Improve the overall walking experience for pedestrians by making it safer and more pleasurable.

• Reduce the perceived dominance of the town centre by road traffic • Make available routes more accessible. • Improve the pedestrian routes on commuter and school desire lines • Reduce walk distances to bus stops • Improve road-crossing facilities.

Targets:

◊ To ensure new development is designed with pedestrian access included ◊ To ensure that all main pedestrian routes are signed by 2005

3.5.2 Access for People with Reduced Mobility

Many people with reduced mobility do not have access to a car, which means that they are dependent upon public or community transport. Others rely on the car due to their mobility restrictions and require facilities to make parking and access to amenities easier. There is a demand for more travel choices such as dial-a-ride initiatives.

Even small barriers and obstructions en route can be a major problem. Smooth, even surfaces, maintenance of planting, dropped kerbs and tactile paving can all make the journey more practical and more pleasant.

The County Council is working closely with the Sussex Rural Community Council and a number of voluntary and community transport organisations to develop new and better public transport services. This Strategy aims to:

• Encourage a range of public transport services for people with mobility restrictions including low floor buses • Reduce distances to bus stops • Ensure adequate and comfortable waiting facilities, in particular seating where practical to provide opportunities to rest after walking to stops • Review the provision of spaces for registered disabled badge holders to park in the town centre and at smaller shopping areas • Modify junctions to improve overall safety at crossings

Targets:

◊ The majority of public transport services to be fully accessible by ten years earlier than the end dates set in the Disability Discrimination Act ◊ Increased provision of disabled people’s parking spaces from 19 to 30 (50%) ◊ All pedestrian crossings to have tactile paving by 2006 ◊ All pedestrian crossings to be appropriately accessible by 2006

3.5.3 Cycling

Opportunities will be taken to create new cycle routes where these are appropriate. In addition, opportunities for cycling improvements will be considered in the design of each of

the schemes listed in this Strategy with the aim of removing existing barriers to cycle use such as traffic volume or lack of road space for bicycles. For example it may be possible to provide advanced stop lines for cyclists as part of the traffic signal improvement schemes. Cycling measures will address such issues as:

• Cyclists’ safety at junctions • The currently low number of cycling journeys, particularly short trips to work, school and public transport interchanges • A shortage of secure cycle parking facilities • Reduce the number of CIPIs caused by the co-existence of motor vehicles with cyclists, and cyclists with pedestrians • Ensure that new development and highway schemes provide adequate access for cyclists and pedestrians and do not sever routes used by them • Ensure that cycling is fully integrated with public transport to facilitate cycle use as part of longer journeys • Cycling measures will recognise the needs of recreational cyclists, business and school use

Targets:

◊ Double cycling in line with national targets from the 2002 base level by 2012 ◊ Design and install 5 secure cycle storage facilities by 2003

3.5.4 Public Transport

In order to encourage modal change to public transport, improvements to the service should focus on tailoring services to encourage greater numbers of passengers. It would be desirable to have an improved evening and weekend service for the town and surrounding rural communities. The County Council intends to use its new powers through the Transport Act 2000 to investigate how a more attractive local transport system can be delivered.

General

• Developing schemes and measures which encourage car users to change to public transport for all or part of their journeys • Encouraging bus and train use by regular and casual users • Integration and coordination of bus and rail timetabling, ticketing, signage and information • Promoting public transport through effective publicity and improved information • Ensuring schemes promote the operation of public transport • To ensure that new development is located and designed in a way that favours access by public transport • Development of a single rail/bus interchange • Provision of a taxi rank convenient for facilities

Bus

The Transport Act 2000 charges the County Council with producing a Bus Strategy and a Strategy for Bus Information. Work to develop these strategies is beginning and will continue until summer 2002. The Strategy aims to:

• Improve waiting facilities • Ensure that bus stops are easy to see and in prominent places • Make pedestrian access to bus stops easier and discouraging their use by other vehicles • Carry out a bus stop audit • Assess the benefits of providing High Street bus stops • Encourage the provision of suitable new vehicles • Develop an improved evening and weekend service

Rail

The frequency and timing of trains in addition to fare pricing should be reviewed particularly for peak commuter periods. The railway station requires a significant amount of investment to provide a more attractive environment for passengers. Initiatives by the relevant bodies should address ticketing facilities, the ability to transfer easily to bus services, a taxi rank and comprehensive timetable information. The Strategy aims to:

• Improve accessibility to rail services for all • Attract more passengers including those from the satellite villages • Improve the quality and frequency of services to London • Encourage the provision of new suitable rolling stock at the earliest opportunity • Promote electrification of the remainder of the London line and the re opening of the Lewes-Uckfield-Tunbridge Wells line • Encourage more people to visit the town by rail • Encourage more people to commute by rail

The Strategy strongly supports a thorough study of the case for re-opening the Lewes- Uckfield-Tunbridge Wells rail link. These rail improvements, undertaken by rail service providers, would impact on the transport infrastructure of Uckfield, and raise a number of issues, which would need to be addressed including the reinstatement of the level crossing in the High Street and increased demand on parking facilities. Any such study should address these issues and identify measures to resolve them, which would need to be implemented in support of rail improvements. Measures could, for example, include a gyratory traffic system, a transport interchange and additional commuter car parking provision.

Targets:

◊ To put in place travel information points at five key locations by 2003 ◊ To put in place signs directing people to the rail and bus station by 2003

3.5.5 School Transport

The Strategy aims to reduce the number of journeys to school by car. In conjunction with the ‘Safe Routes to School’ programme positive ways to reduce the dependency on the car and lessen the impact of school traffic on the local environment will be identified. One tool is the School Travel Plan which promotes measures to enable children, parents and staff to choose walking, cycling and public transport as viable alternatives to the car. Cycle storage, road safety training and the identification of safe routes to school will have the added benefit of improving children’s health and fitness.

Nationally, school trips account for 25% of all journeys at peak times. There has been considerable interest in the potential to introduce a dedicated school bus service along the American model. Pilot schemes have been operating in other counties. This idea is seen as meriting more detailed investigation, although implementing it would exceed the funding available through the LTP Small Towns Package. Any study should also consider the health benefits of walking and cycling.

Target:

◊ To implement 3 School Travel Plans in Uckfield Schools by 2006

3.5.6 Car Travel

The demand for car travel in the Strategy area is expected to grow by 12% over the next 10 years. Encouraging modal change away from the car will require a combination of all the proposed schemes and measures, and the Strategy takes a ‘carrot and stick’ approach. The increasing amount of traffic on the highway network means that a traffic management plan will be required to address the current trend for increased car use by:

• Giving a clear message to car users that pedestrians and vulnerable road users have priority in the shopping area • Lessening the volume of through traffic in the town centre • Discouraging car journeys under 1.5 kilometres • Reducing the impact of traffic along sensitive residential roads • Reducing the volume of traffic associated with the ‘school run’

Target:

◊ To reduce the projected increase in traffic in Uckfield to 8% over a 10-year period

3.5.7 Parking

Parking controls are considered to play a significant role in managing traffic demand and a parking plan needs to be developed. The plan needs to consider the impact on the parking facilities once the rail improvements go ahead. Measures will seek to:

• Review the provision of short-term on and off-street parking to maintain and improve Uckfield’s economic vitality • Control commuter related parking so as to encourage modal change • Ensure that any controls are self-funding • Review the level and location of on-street parking in the High Street • Ensure adequate provision of ‘Blue Badge’ parking spaces • Recognise the parking needs of the local residents • Increase the number of secure motorcycle parking bays • Introduce a Home Zone initiative

Target:

◊ Targets will be set following the production of a detailed Parking Plan.

3.5.8 Signing

Signing is required to inform and direct all users of the road network. Improvements to signing in the Uckfield area should be addressed through a signing plan for the town, the objectives of which will be to:

• Remove through traffic from the town centre • Improve accessibility to transport interchanges for all road users • Ensure that all road users are aware of the most suitable routes to the town • Provide and maintain acceptable signing to ensure safe use of the highway network • Improve access by sustainable means to the retail, health and leisure facilities

Targets:

◊ To implement improved signing to direct users to major travel interchanges by 2003 ◊ To implement improved signing to direct users to major leisure facilities by 2006 ◊ To implement improved signing to remove through traffic from the town centre by 2004

3.5.9 Air Quality

The Government requires Highway Authorities to work with all sectors of the community to develop travel plans aimed at managing and reducing the environmental impact of travel and in particular to promote alternatives to the use of the private car. The National Air Quality Regulations encompassed in the Environment Act 1995 set objectives for local authorities to reduce pollutant levels to benefit the health of the local community. Uckfield is currently within the limits set by the legislation. The following objective has been identified:

• To reduce the total level of pollutants from vehicle emissions, especially within the town centre

Target:

◊ To maintain a level of air quality in Uckfield that is within the objectives adopted in the National Air Quality Strategy 2000.

3.5.10 New Development

Development proposals are expected to provide for the demand for access that they create. This demand must be met wherever possible by a balanced provision for sustainable modes of transport. Appropriate measures must be made for pedestrians, people with disabilities, cyclists and public transport and major developments must be accompanied by a comprehensive travel impact assessment.

Target:

◊ All new development to be suitably accessible in line with Government guidelines

3.5.11 Safety

The objectives of any safety initiative will be to:

• Carry out site-specific remedial and urban crash management schemes where costs are justified by predicted casualty reduction • Implement measures to encourage modal change from the car to other ‘safer’ forms of transport • Develop the ‘Safe Routes to School’ programme. This seeks to provide specific improvements, training and encouragement to enable parents to walk with their children or allow them to cycle to school safely • Reduce speed; a reduction of 1mph can equate to a 5% reduction in casualties, a reduction in crash severity and a perception of safer roads • Introduce initiatives to reduce the dominance of the car, such as Home Zones • Implement junction alterations to improve overall safety for all users

Targets:

◊ To reduce the number fatal/serious CIPIs on roads in Uckfield, at least in line with national targets ◊ To reduce the number of fatal/serious child casualties to 50% of the 1994/1998 average by 2010

4 PROPOSED IMPROVEMENTS

4.1 Background to Programme of Schemes and Measures.

The preferred approach to achieve the objectives of the Strategy as outlined and discussed in section 3 indicates the need for an integrated and co-ordinated programme of works. The infrastructure requirements of the different modes of transport clearly do not always complement one another. Giving greater priority to pedestrians and those with reduced mobility may be at the expense of those using private cars. Cyclists will benefit from fewer vehicles using the roads. To achieve the priorities referred to in the introduction, it will often be necessary to remove extraneous traffic.

The improvements proposed below are prioritised, to be to be implemented in the short (2002/3), medium (2003/4) or long (2005+) term. There will naturally be some overlap between schemes, which will be implemented in stages as financial resources and logistical issues allow, subject to necessary consultations and statutory procedures.

4.2 Improvements and Intended Outcomes

To enable the vision to be achieved, a programme of schemes and measures designed to encourage the use of alternatives to the car will be promoted.

Better pedestrian links between the railway station, bus station and town centre, with improved signing linking the main destinations, pedestrian refuges, crossing points and dropped kerbs will help to reduce barriers to walking at busy junctions and lengths of road.

New secure cycle parking facilities and where feasible advance stop lines at junctions will improve opportunities for cycling. Employers will be encouraged to introduce or improve their facilities.

Bus use will be encouraged through bus priority measures, which may take the form of enhanced bus stops and junction changes which should combine to reduce the journey time for passengers, improve the reliability of services and encourage enhancements to bus frequency, accessibility and quality. There will be a role for Quality Bus Partnerships and other new powers provided by the Transport Act 2000 to bring benefits to bus users.

Greater train travel will encouraged through the provision of better facilities in partnership with the rail operator. Improvements include the electrification of the Uckfield to London line, a review of services, rolling stock and measures at the station such a pedestrian ramps, station signing and cycle parking, much of which will fall to the rail operator to implement. Rail Passenger Partnership opportunities will be explored.

The LTP supports the introduction of ‘Home Zones’ initiatives, which with the full support of residents, aim to create pleasant and safe local environments for people to live in, where vehicles are catered for but where they are not a dominant feature. At the heart of such schemes is the ownership of the project by the residents.

4.2.1 Road and Junction improvements

There is a need to identify and rationalise the allocation of road space. A comprehensive study of vehicle movements throughout the town is required. Initiatives would be proposed to alleviate congestion, such as re-designing the signalised junctions and their approaches and the potential benefits of an Urban Traffic Control system.

4.2.2 Major Road Schemes

There is a need to continue to monitor the performance of the A22 by-pass. It is not intended to bring forward any major road schemes for Uckfield during this LTP period.

4.2.3 Safety Schemes

Consultants have produced crash study reports for two sites:

• B2102 Bell Lane/High Street signalised junction, where there is a high pedestrian casualty rate on the crossing on the north arm of the junction • Pelican crossing High Street just north of Grange Road, where there have been 10 CIPIs over a 5 year period from April 1995 to March 2000

It is anticipated that all the Pelican crossings in the High Street and the Zebra crossing in Bell Lane will be upgraded to Puffin crossings in the short to medium term. A scheme is scheduled to improve the Ringles Cross junction to the north of the town centre, where there is an identified safety problem. Safety audits will be carried out on all new schemes to maximise the benefit derived from them.

4.2.4 Walking

Simple features such as dropped kerbs, well maintained footways and improved signing can enhance pedestrian access. Modifications to junctions that reduce traffic speeds around the town will encourage pedestrian journeys. Creating pedestrian routes that link key destinations will help to make it more attractive to walk rather than use the car. There is interest locally in creating a riverside/nature footpath. Measures are intended to:

• Renew and enhance some footways in the High Street • Upgrade the pedestrian crossings in the High Street • Upgrade the Zebra Crossing in Bell Lane • Renew and where possible widen the footways along Framfield Road • Increase the number of informal crossing points along Framfield Road • Barriers to walking should be identified as part of an overall walking plan • Incorporate a pedestrian phase at the Framfield Road signals • Improve the pedestrian facilities at the Church Street/High Street junction

4.2.5 Access for People with Reduced Mobility

Access for people with reduced mobility could be improved in a number of ways:

• Increase the width of footways where necessary and where feasible

• Ensure that the footways are maintained and that any obstructions are removed • Increase the provision of spaces for Blue Badge holders • Ensure smooth and level routes to the bus and railway station • Improve the access to and waiting facilities at bus stops and the rail station including the introduction of raised kerbs at bus stops to accommodate low floor buses • Increase the number of seats in the High Street

4.2.6 Cycling

Possible measures to improve the town for cyclists might include:

• Provision of secure parking in accordance with standards laid out in the Local Plan at appropriate sites in the High Street and at the railway and bus stations • Promotion of the benefits of cycling and development of green travel plans with local employers • Improved road priority for cyclists by providing Advanced Stop Lines at signalised junctions • Incorporation of ‘Cycle to School’ initiatives into School Travel Plans

4.2.7 Bus Facilities and Encouraging their Use

A survey of bus stop facilities is currently in progress. The focus of attention for the schemes and measures will be on the following aspects of the current service:

• Review the number of bus stops in the High Street • Provide access for people with reduced mobility • Encourage increased provision of low floor buses • Provision of travel information at all bus stops • Ensure that shelters incorporating the latest design features are provided • Improvements to waiting facilities including toilets and baby care facilities • Provision of secure cycle storage at the bus station • Distinctive paving to define the walking route from the bus station to the town centre and rail station

Some measures are proposed in the medium term to improve the present bus station. An improved bus stop near the railway station would include seating, lighting and full bus and train service information, to provide better interchange between the two modes. In the longer term it is desirable to work toward a combined bus and rail interchange, perhaps in conjunction with other road measures.

Public Transport Information and Promotion

There is scope for a number of minor but cost effective improvements to the provision of information and promotion of bus services. Many of these will be developed within the framework of the wider Bus Strategy and the Bus Information Strategy and may include:

• Promotion of the Highway Code rule 198 to allow buses to pull out • Wider distribution of timetables and travel guides • Provision of standardised information points at key locations

• Improved information for people with reduced mobility including the blind and partially sighted • Provision of real time information could be considered at key bus stops • Touch screen interactive passenger information terminal at key locations (although Uckfield does not have a tourist information centre)

4.2.8 Rail Facilities and Encouraging their Use

The strategy supports and encourages at the earliest opportunity substantial rail improvements, some of which are already agreed in the form of requirements on the franchise holder, including:

• The electrification of the remainder of the line to London to take place by 2006 • Interim provision of improved diesel rolling stock • Timetable improvements in particular evening and Sunday services • Reinstatement of the Lewes-Eridge-Tunbridge Wells line (as a longer-term objective) and associated highway works in the town centre • Improvements to waiting facilities

4.2.9 School Transport Facilities

It is intended to produce a number of School Travel Plans and work on this initiative has already begun in Uckfield. The travel distances indicated by surveys carried out to date would lend themselves to walking and cycling initiatives. Measures will focus on factors such as:

• The high level of trips to school by car • Pedestrian and cycle safety • ‘Safe Routes to School’

4.2.10 Parking

A parking plan needs to be developed to improve parking management in the town. This will address the potential impact of the expected electrification of the railway, the reinstatement of the Lewes to Uckfield line and the associated potential for increased parking demand. Uckfield’s residential parking problems, which tend to be localised, are most acute in areas near the hospital where little off-street residents’ parking is available. The management of long-term commuter parking alongside short-term visitor and residential parking will be integral to the parking plan for Uckfield, including the option of maintaining free parking in Uckfield town centre. The following concerns about parking should be investigated as part of the parking plan:

• The two accesses into the Luxford Field car park and the associated manoeuvres • The number of parking spaces allocated to motorcycles • The number and location of parking spaces allocated to Blue Badge holders • The parking problems in Framfield Road particularly near the hospital • Enforcement of parking restrictions including the issue of decriminalisation • Parking in the High Street notably near junctions

4.2.11 Signing

Plans should be developed to extend the network of signs to direct people to Bell Walk and London Road shopping areas, the leisure facilities, hospital, and link to rail and bus stations and all car parks, thereby forming a route between interlinked forms of transport. At present signs are inadequate. A signing plan should seek to address the following problems:

• The volume of through traffic using the town centre • The number of vehicles using unsuitable routes • The number of heavy goods vehicles using unsuitable roads • The lack of direction signing for pedestrians and cyclists

5 PROGRAMME OF WORKS

The measures and schemes listed below, to be delivered in the short, medium or long term, as indicated in 4.1, are expected to be achieved based on central Government funding support for the LTP together with contributions arising from new development and other sources of funding. Schemes will be scheduled to complement the existing programme of Highway works.

The programme to be implemented on a year-by-year basis will be co-ordinated with the financial resources secured under the LTP Small Towns Package.

5.1 Short-term measures

Walking

1. High Street: upgrade Pelican crossings to Puffin crossings (in conjunction with the planned resurfacing of the High Street) 2. Bell Lane: upgrade Zebra crossing to Puffin crossing 3. High Street: footway improvements 4. Framfield Road: creation of informal crossing points 5. Production of a ‘Safe Routes to School’ plan 6. Identify pedestrian desire lines and develop a walking plan for the town

Access for People with Reduced Mobility

1. Increase provision of spaces for Blue Badge holders in the town centre and Framfield Road for the hospital 2. Improvements to bus stops: seating, raised kerbs and shelters 3. Footway improvements 4. Sign routes suitable for access including signs directing people to facilities 5. Brail signing for the blind and partially sighted

Cycling

1. Provide secure cycle parking facilities at rail and bus stations and the High Street 2. Commence ‘Cycle to School’ plan as part of ‘Safe Routes to School’ 3. Promote cycling and the develop Green Travel Plans with local employers

Public Transport

1. Implement improvements at Uckfield bus station including waiting facilities and timetables 2. High Street: additional bus stops with seating 3. Distribution of timetables and travel guides

4. Investigate additional low floor buses in regular timetable 5. Improvements at Uckfield rail station: waiting facilities and timetables as part of the rail operator’s franchise agreement 6. Set up public transport information boards at key locations, bus and rail station, public library, leisure centre etc. 7. Promote the recognition of bus priority in traffic

Parking

6. Increase the number of motorcycle parking bays at current parking facilities 7. Framfield road: Investigate feasibility of measures to improve safety and parking facilities 8. Investigate town centre parking and future management including the potential increase in demand as a result of the rail improvements 9. Develop a plan to enable effective enforcement of waiting restrictions.

Signing

1. Produce a signing plan to reduce through traffic and heavy goods vehicles on unsuitable roads

Traffic Management

1. Model of signalised junctions to generate schemes to improve traffic flow and safety

5.2 Medium-term Measures

Walking

1. Bell Lane/High Street junction: upgrade pedestrian crossings 2. High Street/Church Street junction: incorporate pedestrian phase 3. Framfield Road/High Street junction: incorporate pedestrian phase 4. Church Street: improve footways 5. Framfield Road: footway widening and reconstruction where appropriate 6. Investigate creating links with the Rights of Way network and Community Green Spaces

Cycling

1. High Street/Bell Lane: advance stop lines 2. High Street/Church Street: advance stop lines 3. Promote ‘Cycle to School’ initiative 4. Implement ‘Green Travel Plans’ with local employers 5. Develop cycling measures for the town (including investigation of possible links with the National Cycle Network)

Public Transport

1. Encourage rail operator to upgrade train service to London: electrification and new suitable rolling stock 2. Bus operator to be encouraged to implement programme of low floor buses into the schedule 3. Bus stop improvements to accommodate low floor buses 4. Improvements to ensure smooth, level routes to the bus and train stations 5. Develop Quality Bus Partnerships with operators 6. Investigate viability of dedicated school bus

Parking

1. Implement parking plan 2. Monitor parking patterns

Signing

1. Implement the signing plan 2. Introduce signing to indicate pedestrian routes to key locations

Traffic Management

1. Implement changes to signalised junctions to improve traffic flow and safety 2. Encourage delivery schemes with local businesses: reduction of congestion

5.3 Long-term Measures

Walking

1. Improve pedestrian routes to and from the town centre 2. Create link to the existing Rights of Way network if feasible 3. Create a network of signed routes suitable for pedestrians 4. Publish walking route maps

Cycling

1. Investigate school and commuter desire lines 2. Ongoing cycle safety training 3. Create a network of signed routes suitable for cyclists 4. Publish cycling route maps

Public Transport

1. Encourage rail operator to reinstate the Lewes-Uckfield- Tunbridge Wells line 2. Investigate the possibility of a transport interchange 3. Improved information points

6 INTENDED OUTCOMES - “ACHIEVEMENT OF THE VISION”

6.1 Working Together

For the Strategy to succeed in changing transport patterns, people’s behaviour will need to evolve and adapt. It is only by involving all those who have a stake in the future of Uckfield that the vision for the town will be fulfilled. Partnerships with all local authorities, rail and bus operators, schools and businesses will play a key part in this process.

The Strategy looks ahead over the next ten years. It will be reviewed periodically to assess the progress being made through implementation of the proposed measures, taking into account any major changes in national transport policy.

6.2 Monitoring Report

It will be important to demonstrate that funding has been used effectively and accountably to achieve the stated objectives and targets. This will be reported as part of the LTP Annual Progress Report.

Many of the intended outcomes of the Strategy will take time to become effective and appropriate surveys will be carried out. The traffic management measures will make a direct and measurable change whereas the long-term effect on people’s behaviour and attitude will be harder to detect and quantify.

Monitoring will be divided into two main types:

• ‘Before’ and ‘after’ assessments of the impact of individual schemes against the stated objectives and targets.

• Area-wide data collection and analysis to assess the overall progress against objectives and targets.