Walking Infrastructure Plan Central Severn Vale - Technical note

Gloucestershire County Council’s Transport Planning Team August 2018

Page 1 of 25 CSV Walking Infrastructure Plan - Technical note 2018

Walking Infrastructure Plan Central Severn Vale - Technical note

The contents of this plan have been developed in accordance with the Department for Transport Local Cycling and Walking Infrastructure Plans Technical Guidance for Local Authorities. With thanks to WSP, ITP and SYSTRA.

Contents Amendment Record This report has been issued and amended as follows:

Issue Revision Description Date Signed

0.1 1 Draft circulated for 20/09/18 SW discussion 0.2 1 Consultation document December SW 2018

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Contents

Introduction ...... 4 1. Local Cycling and Walking Infrastructure Plans ...... 4 2. Central Severn Vale LCWIP ...... 4 3. Trip Generators and Core Walking Zones ...... 5

Key Walking Routes ...... 7 6. Stakeholder Engagement – walking workshop ...... 7 7. Desire lines ...... 8 8. Walking route analysis ...... 10 9. Stakeholder Engagement – technical workshop ...... 12

Walking Infrastructure Improvements ...... 12 11. Key considerations and potential interventions; ...... 12 12. Key considerations and potential interventions; ...... 12

Appendix A – potential interventions; Cheltenham

Appendix B – potential interventions; Gloucester

Appendix C – WRAT & EQAT Audits

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Introduction 1. Local Cycling and Walking Infrastructure Plans

1.1. The Department for Transport (Dft) launched its Cycle and Walking Investment Strategy (CWIS) in April 2017. The strategy outlines Government’s ambition ‘to make cycling and walking the natural choices for shorter journeys or as part of a longer journey’.

1.2. Technical guidance was published by the DfT on Local Cycling and Walking Infrastructure Plans (LCWIPs); setting out the strategic approach to identifying long-term cycling and walking improvements, ideally over a 10 year period. Plans will make the case for future investment to provide the basis of future funding bids and inform discussions with developers.

1.3. The process for developing a network plan for walking was set out in the Department for Transport’s Technical Guidance for Local Authorities. The first step was to map trip generators and identify core walking zones; this was followed by establishing key walking routes and identifying barriers to walking. The final phase was to propose walking infrastructure improvements to improve and increase walking journeys and to prioritise those proposals.

1.4. In accordance with Department for Transport partner’s UK Road Liaison Group ‘Well Maintained Highways’ document, routes have been identified according to figure 1 below:

Figure 1. Footway Hierarchy Category Name Description 1a Prestige Walking Zone Very busy areas of towns and cities, with high public space and street scene contribution 1 Primary Walking Route Busy urban shopping and business areas, and main pedestrian routes 2 Secondary Walking Route Medium usage routes through local areas feeding into primary routes, local shopping centres etc. 3 Link Footways Linking local access footways through urban areas and busy rural footways 4 Local Access Footways Footways associated with low usage, short estate roads to the main road and cul-de-sacs

2. Central Severn Vale LCWIP

2.1. The Central Severn Vale (CSV) consists of the two largest urban areas in ; the city of Gloucester and the town of Cheltenham Spa. Gloucestershire County Council plans to produce a number of LCWIPs based on the Local Transport Plan Connecting Places Strategy areas, the CSV area being the first of these.

2.2. The CSV was prioritised for the following reasons:

 It contains the two main settlements of Gloucester and Cheltenham  It has the majority of cycling and walking assets  It is the centre for future growth, through the adopted Cheltenham, Gloucester and Tewkesbury Joint Core Strategy (JCS) including 35,000 new dwellings and 192 hectares of employment  It is set to benefit from £12m of re-development in the King’s Quarter and more than £3.75m on the underpass and forecourt at Gloucester railway station

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2.3. This report looks in detail at a select number of routes within the urban areas of Cheltenham and Gloucester.

3. Other Studies

3.1. Walking and Cycling Network Report (GCC, May 2018)

3.1.1. This report provides background for this study. The rationale for an initial focus on the Central Severn Vale area is explained in the CSV CWIP Network Background report.

3.1.2. The rail station in Cheltenham and Gloucester are selected to try and link existing investment to local communities and key trip attractors. The transport schemes of greatest relevance to this study include:

 Pedestrian, cycling and public realm improvements at the central and railway station.  Station forecourt improvements and Cheltenham Rail Station.  The 45 hectare Cyber Business Park next to GCHQ in Cheltenham including improved walking and cycling access. 4. Trip Generators and Core Walking Zones

4.1. The Central Severn Vale (CSV) contains the two largest urban environments in Gloucestershire and two of the county’s major transport hubs at Cheltenham Spa and Gloucester rail stations. These hubs were looked at because of the number of walking trips they generate and their potential to attract more walking trips as part of a longer journey.

I. Cheltenham rail Station on Queen’s Road is the busiest station in the county and is in walking and cycling distance of existing communities and a major employer, as well as future development sites in the west of Cheltenham. Gloucestershire County Council has been successful in bidding to the Homes England Housing Infrastructure Fund (HIF) to address constraints at M5 J10 in light of the strategic allocations set out in the adopted Joint Core Strategy, covering the Central Severn Vale. However, the County Council recognises that these transport issues cannot be addressed alone. The importance of public transport, walking and cycling will be a key part of the solution, which is why the rail station and surrounding communities were identified as the centre of a walking network in the west Cheltenham area. In addition, there was a government directive to address air quality on the A40 to the south of the rail station. Walking improvements can encourage more footfall to and from the station and detract from existing car journeys and parking problems.

II. Gloucester Rail Station on Bruton Way was selected due to its central location, proximity to the city centre and other key attractions. The area is also at the centre of a key route towards the Gloucestershire Royal Hospital and a corridor of social support agencies, on Great Western Road including:  Gloucester City Mission Centre and food bank;  Newton House, supported accommodation;  Green Square Group; housing, regeneration and social investment;  2gether Trust Health and Recovery Outreach Teams;  The Salvation Army on Eastgate Street. Pedestrian severance is also a key issue for the station as the heavily trafficked Bruton Way runs between the rail station and Gloucester bus station and city centre.

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To the west of the station are the wards of Barton and Tredworth. These have some of the highest indices of health deprivation and disability in the county1and are the current focus of Active Gloucestershire’s campaign to improve daily activity in the community.

4.2. Key trip generators and core walking zones were identified within a 400m diameter and a 2.2km radius of each transport hub, in accordance with the DfT technical guidance on Local Cycling and Walking Infrastructure Plans. At the rail stations the core walking zones identify not just those trips that are made exclusively by walking, but also those that end in walking such as people being dropped off, drivers, taxi users and cyclists.

Figure 2. Cheltenham Key walking zones and trip generators

2 1 4

5

3

Key Attractors: 1. GCHQ 2. 3. Gloucestershire University 4. Cheltenham Town Centre 5. Cheltenham General Hospital

1 https://inform.gloucestershire.gov.uk/media/1520749/map-imd2015-national-quintiles-health- deprivation-and-disability-gloucester-v20161.pdf

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Figure 3. Gloucester Key walking zones and trip generators

4

7 3

5 6 1 2

Key Attractors: 1. Gloucestershire College 2. 3. Gloucester City Centre 4. Gloucester Rugby Club 5. GL1 Leisure Centre 6. ASDA Superstore 7. Gloucestershire Royal Hospital

Key Walking Routes 7. Stakeholder Engagement – walking workshop

7.1. A key part of the project in Gloucestershire was to engage with members from our protected characteristics groups to ensure we understood the full range of barriers to walking and cycling. The protected characteristics groups comprise of the following:  age  disability  gender reassignment  marriage and civil partnership  pregnancy and maternity  race  religion or belief  sex  sexual orientation

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7.2. Two workshops were held on Wednesday 13th June at GL1 Leisure centre in Gloucester. A variety of stakeholders helped to identify which routes would be audited through the identification of desire lines and barriers to walking around Cheltenham and Gloucester rail stations. Those attending the workshops represented transport and health professionals, public transport users, walkers and cyclists; including those with protected characteristics such as gender; age and physical, mental and sight impairment. Attendees came from backgrounds including the voluntary sector, a community interest company, local businesses and local government. 8. Desire lines

8.1. The Cheltenham rail station is an important attractor of trips. Through the workshop, key desire lines were identified by pinpointing local trip attractors, including the station itself. The rail station generated over 600,0002 walking trips in 2016/17 and has the potential to attract more custom as the town expands to the west. The existing communities of Hester’s Way and St John’s, and the employment and educational sites on Princess Elizabeth Way also hold the potential for increased trips to and from the station. Cheltenham: Four desire lines were identified in the vicinity of Cheltenham rail station: I. GCHQ, as access to and from the Government Communications HQ and future Cyber Park. (Subsequently combined with route 4.) II. Town centre, including links along the Honeybourne Line or Queen’s Road/Lansdown Road. III. The University of Gloucestershire Park campus and Cheltenham General Hospital to the south. IV. Hester’s Way and communities to the north west and Kingsditch trading Estate/Gallagher Retail Park. (Subsequently encompassing route 1.)

Figure 4. Cheltenham desire lines

IV

I II

Desire Lines Cheltenham Rail Station III

2 This figure is based on the percentage of trips made by walking, identified in the Cheltenham Rail Station Travel Plan (26%) and was equated from station entry/exit figures at www.orr.gov.uk

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8.2. Gloucester rail station is also an important trip attractor. In 2016/17 the rail station alone generated 488,0003 walking trips. The percentage of people walking to Gloucester rail station is substantial due to its central location. With improved access these figures could significantly increase with the number of employers, retail outlets and education establishments in the vicinity. The wards or Barton and Tredworth also hold potential and could benefit the deprived and diverse communities living there. Gloucester: Four desire lines were identified to and from the Gloucester Transport Hub rail and bus stations, V. King’s Square, as access to and from the city centre and onwards to Gloucester Quays and Gloucestershire College. VI. Great Western Road, as access to and from the Gloucester Royal Hospital. VII. Barton, as access to and from the GL1 Leisure Centre, Asda superstore the communities of Barton and Tredworth and Gloucester Park. VIII. Kingsholm Road, as access to Gloucester Rugby Club.

Figure 5. Gloucester desire lines

Desire Lines Gloucester Central Transport Hub

VIII

VI V

VII

8.3. Discussion around the chosen roads and paths used to navigate each of the desire lines, and to access key attractors led to the development of priority routes. These routes were then assessed for the possibility of audit. The routes were partially identified through the workshop but were also influenced by the footway hierarchy as well as desktop analysis of the most direct route.

3 This figure is based on the percentage of trips made by walking, identified in the Cheltenham Rail Station Travel Plan (33%) and was equated from station entry/exit figures at www.orr.gov.uk

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9. Walking route analysis

9.1. The Walking Route Audit Tool (WRAT) was used to assess the current condition and suitability of the routes. The WRAT uses a range of criteria, looking at the attractiveness, comfort, directness, safety and coherence of the routes. Each criterion is looked at in detail and scored between 0 and 2 for poor, adequate or good provision. An overall score of 70% is considered a minimum level of adequate provision.

9.2. In addition to the WRAT an Equalities Assessment Tool (EQAT) was developed by specialist transport planning consultants, Integrated Transport Planning Ltd. The EQAT provides a more qualitative assessment of the route in terms of its impact on protected characteristics groups. It considers operational, regulatory and behaviour based issues that may impact certain groups. A key part of the EQAT is to get people ‘thinking equally’. Functionality, legibility, seasonality, activity and perception are used to score aspects of the route between 0 and 2 for poor, adequate or good provision.

9.3. The audits were undertaken by a range of professionals:  WSP Ltd. Assistant Transport Planner  ITP Ltd. Transport Planners  SYSTRA Ltd. Senior Consultant and Engineer  Cheltenham Borough, Transport Projects Officer  Gloucestershire County Council Transport Planner, Road Safety Auditor, Sensory Services Rehabilitation Officers, Thinktravel Cycle Coordinator and School Travel Officer

Cheltenham routes I and IV were selected by the project board for audit. I. GCHQ: Route 1 was chosen as it looks towards GCHQ and the future Cyber Park for access to employment. This route was also selected in light of the Government Directive to address air quality on the A40 Gloucester Road, between Arle Court and Benhall. The route travels south- west along the B4633 Gloucester Road leading to the A40 Gloucester Road and onward to GCHQ. Both these roads’ pedestrian facilities are identified as link footways using the footway hierarchy. IV. Hester’s Way: Route 4 was chosen as it looks towards the deprived and ageing communities of Hester’s Way and St Mark’s, as well as providing access to the college campus on PE Way and retail establishments further north. The link exits the station onto Gloucester Road to head south, and then travels north west on Libertus Road, Tennyson Road and Shakespeare Road (all local access footways). This route opens onto Princess Elizabeth Way (PE Way); a prestige walking zone. This is a residential route through quiet streets. These two routes were later combined as a consequence of the Technical Workshop, which established that access to both areas would be preferable via the residential route, using Byron Way and both Shelly Road and Shakespeare Road to access PE Way. To avoid confusion, this route is now called Princess Elizabeth Way.

Gloucester routes VI and VII were selected by the project board for audit. VI. Great Western Road (and subway detour): This route currently travels north east along the underpass (a local access footway), followed by Great Western Road (a primary walking route). This route provides access to the hospital and existing housing, with a possible new residential development to the south of Great Western Road. This link represents a key route for many people with protected characteristics to access social and health facilities. The underpass from the rail station car park (a local access footway) to Great Western Road will be upgraded as part of the Kings Quarter redevelopment. Improvements will create a wider, graded access with better lighting and a clear line of sight from one side to the other,

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underneath the railway. These enhancements will create a friendlier environment with improved safety. However, the Great Western Road, although a primary walking route, has very limited frontage at the egress when walking north-east through the underpass. There are no houses at this location and the general feeling is somewhat derelict. For this reason, Great Western Road was prioritised by the LCWIP Board as a viable route for audit. VII. Barton Metz Way (and alleyway): This route connects Barton residential area to Gloucester railway station via Metz Way shared use footway. Exiting the rail station to the south and travelling east along the A430, Bruton Way, this is classified as a link footway and leads to the Barton Gate junction with Barton Street and Westgate Street (both primary walking routes). This link provides access to the rail and bus stations for the economically disadvantaged wards of Barton and Tredworth as well as being a direct link towards the GL1 Leisure Centre, ASDA superstore and a viable link to Gloucester Park. The audit site was extended to encompass the Metz Way segregated walk/cycle path and the alleyways from Derby Road to Mill Street and Millbrook Street to Sinope Street. These are well used but challenging routes.

9.4. The walking and equality route audit tool scores are set out in the table and graph below. These clearly show that all routes assessed score less that the expected minimum provision. They also show that a route which scores better physically does not necessarily score well for equality. Route WRAT WRAT % EQAT EQAT % score Score I GCHQ 19 48 27 65 IV Hester’s Way 21 53 27 65 VI Great Western Road 23 58 3 7 VI Subway detour 13 33 5 12 VII Barton (Metz Way) 20 50 9 21 VII Barton (alleyway) 14 35 12 29

Route and equality audit scores 70 Minimum level of adequate infrastructure 60 for walking

50

40

30 WRAT % EQAT % 20

10

0 GCHQ Hester’s Way Great Subway Barton (Metz Barton Western detour Wy) (alleyway) Road

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10. Stakeholder Engagement – technical workshop

10.1. A technical stakeholder event was held on Monday 9th July at the Guildhall, Gloucester. Issues, results from the route audits and scheme priorities were presented and discussed with a range of stakeholders, including representatives from Local interest groups; national charities; planning, transport and highway professionals; the health service; Local Enterprise Partnership and local councils.

10.2. A list of scheme proposals were sense checked and refined by attendees. Some additional comments were also absorbed into the existing analysis of the key routes and the outcomes of discussion then formed the basis for a technical assessment. The technical assessment involved on site engineers to analyse and cost proposals, these went on to inform the infrastructure improvements set out below.

Walking Infrastructure Improvements 12. Key considerations and potential interventions; Cheltenham

Princess Elizabeth Way

12.1. This route caters for the desire line established in routes I and IV set out above. The route would also cater for journeys from within the St Mark’s residential area to both the railway station and other amenities to the west. The route passes Tennyson Road local shopping area and would also target connections to these facilities.

12.2. Although this is a residential route, along active streets with adequate natural surveillance, existing infrastructure is not conducive to walking for those who are disabled, vulnerable or unfamiliar with the route. Appendix A identifies key considerations and sets out the physical infrastructure that could be used to create clarity for pedestrians through legibility and a more comfortable environment. Good, well maintained infrastructure can invite active travel when all users have been considered in its delivery. 13. Key considerations and potential interventions; Gloucester

Route 1 (Metz Way)

13.1. This route connects residential areas in Barton to Gloucester railway station via Metz Way. The route currently suffers from a general lack of maintenance and coherence, beginning at the rail station where signage is poorly located and vegetation is over grown. There is a lack of tactile surfacing at some informal crossing and access points along the route, with poor lateral connectivity.

Route 2 (Mill St/Bruton Way alleyway)

13.2. This route connects residential areas in Barton to Gloucester railway station via Mill Street to Widden Primary School, ASDA and the GL1 leisure centre. The alleyway is very poorly maintained with blind corners, high fences and a lack of natural surveillance.

Route 3 (Hospital)

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13.3. This route connects Gloucester railway station to Gloucestershire Royal Hospital along Great Western Road. This route lacks appropriate crossings in the correct place and has inadequate dropped kerbs and tactile paving across access points.

Diversion via London Road and Bruton Way

13.4. This route would provide an alternative pedestrian route to Gloucester Railway Station whilst the subway under the railway station is closed for renovation. The route is via Great Western Road, London Road and Bruton Way. The footway under the bridge is narrow, pavements are poorly maintained and car park access points dominate sections of the path.

14. Next steps

14.1. The following appendices are not in priority order, but follow the direction of the routes audited. These schemes were assessed and prioritised following the process set out in the LCWIP Technical Guidance. The results can be seen in the CSV CWIP Prioritisation document.

14.2. The prioritised schemes will be consulted upon with stakeholders and the top raking schemes will be considered in the Local Transport Plan (LTP) delivery priorities. The LTP is a key policy document and gives strategic direction for Gloucestershire’s transport investment. However, this is not a delivery plan; schemes in the LTP provide the basis for future funding bids, as opportunities arise, and discussions with third parties where funding may be provided such as by transport operators, providers and developers.

Page 13 of 25 Walking Infrastructure Plan Appendix A - potential interventions; Cheltenham Appendix A – potential interventions; Cheltenham

Page 14 of 25 Walking Infrastructure Plan Appendix A - potential interventions; Cheltenham Figure 1 Cheltenham intervention MAP

Page 15 of 25 Figure 2 Cheltenham intervention TABLE

ESTIMATED No. LOCATION INTERVENTION DESCRIPTION COST (£)

1 Cheltenham Install dropped kerb While the future forecourt redesign will be carried out £1,000 - Railway Station in the future, as a provisional measure, it is proposed to 1,200 remove the current kerbs and install dropped kerbs.

The Cheltenham railway station forecourt redesign should include an adequate pedestrian alternative to the existing raised kerb. This will improve safety, coherence and directness.

2 Bus stop at Move pedestrian Although the existing crossing is blocked by a bus stop, Queen's Road crossing. the cost alternatives of moving the bus stop or the pedestrian crossing may be prohibitive.

Option A. Do nothing as the current bus stop location is N/A appropriately located where the footpath is wide and able to accommodate pedestrians waiting for buses.

Option B. Move the informal pedestrian crossing next to Tesco Express car entrance could be an appropriate £8,000- approach. However this alternative would involve the 8,500 demolition of an existing formalised crossing in order to construct a new one just a few metres away.

3 Queen's Remove overgrown Vegetation obstructing signs and footway at Queen's £1,000 Road/Gloucester vegetation to provide Road footway and Gloucester Road which need to be road clearance for cutback. pedestrians and It will require future maintenance to ensure an cyclists. adequate visibility.

4 Junction: Install tactile surfaces Installation of an uncontrolled pedestrian crossing point £1,520 - Libertus Court & and narrow the on both sides of the road using tactile paving surface 1,800 Libertus Rd junction mouth. and drop kerbs as stated on Guidance on the use of (both sides) Tactile Paving Surfaces.

Tighter radii which helps pedestrians to travel across £8,000 - and through the junction by reducing the speed of 10,000 turning vehicles. This intervention will be subjected to a tracking test.

5 Junction: Church There are dropped Installation of an uncontrolled pedestrian crossing point £1,520 - Road & Libertus kerbs provided on both sides of the road using tactile paving surface 1,800 Rd however, it is observed and drop kerbs as stated on Guidance on the use of (both sides) that the height of the Tactile Paving Surfaces. dropped kerb is more than the 6mm tolerance stated in the Guidance on the use of Tactile Paving Surface.

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ESTIMATED No. LOCATION INTERVENTION DESCRIPTION COST (£)

6 Junction: Install tactile surface Installation of an uncontrolled pedestrian crossing point £2,660 - & and patch the road on both sides of the road using tactile paving surface 3,200 Libertus Rd pavement. and drop kerbs as stated on Guidance on the use of (dropped Tactile Paving Surfaces. kerbs at both sides) Improve the condition of the crossing by patching the road pavement. 7 Junctions: Byron Reduce kerb radius to As an alternative of narrowing the kerb radii, the £14,000 - Road, benefit pedestrians, introduction of two pedestrian refuges/islands (Devon £15,200 Avenue, Libertus shortening their Ave & Byron Rd) is suggested, which effectively narrow Road and crossing over the the carriageway and so reduce the crossing distance. Tennyson Road carriageway. The installation of uncontrolled pedestrian crossing points will also be required.

This approach will need vehicular tracking testing to determine the minimum dimensions required.

8 Junction: Milton Install dropped kerbs Installation of an uncontrolled pedestrian crossing point £1,520 - Road - Byron and tactile surfaces on both sides of the road using tactile paving surfaces 1,800 Road and drop kerbs as stated on Guidance on the use of (both sides) Tactile Paving Surfaces.

Tighter radii which helps pedestrians to travel across £8,000 - and through the junction by reducing the speed of 10,000 turning vehicles. This intervention will be subjected to tracking test.

9 Footway both Resurface of both Footpaths in both sides have two different types of 54,500 - sides Byron Rd footway sides pavement maintenance treatment of slabs and tarmac. 56,100 (Between Milton (approximately 440 m) These are poorly maintained with many cracks, Rd and obstructions and trip hazards. Shakespeare Rd Resurfacing will improve the overall look of the path as well as improving safety and accessibility.

Junction: Byron Install dropped kerbs Option A: Installation of 4 uncontrolled pedestrian £6,080 - Road & and tactile surfaces. crossing points on both sides of the road using tactile 7,200 Shakespeare paving surface and drop kerbs as stated on Guidance on the use of Tactile Paving Surfaces.

10 Option B: In addition to option A, create tighter radii at £12,000 - all junction arms to help pedestrians travel both across 13,500 and through the junction. This will reduce the speed of turning vehicles and improve the legibility an coherence of the junction for pedestrians.

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ESTIMATED No. LOCATION INTERVENTION DESCRIPTION COST (£)

11 Shakespeare Rd Resurface of both Footpaths in both sides have two different types of £20,000 - Footway (both footway sides pavement maintenance treatment of slabs and tarmac. 22,000 sides between (approximately 160 m) These are poorly maintained with many cracks, Byron Rd and obstructions and trip hazards. Tennyson Rd) Resurfacing will improve the overall look of the path as well as improving safety and accessibility.

12 Junction: Install parking, Cars block the footway, the bus stop has no markings ad Shakespeare Rd Reduce junction radii, junctions are very wide. The area lacks coherence and a & Tennyson Install uncontrolled sense of place. Given the nature of this junction as the Road crossings with dropped heart of the local centre, a more holistic treatment may kerbs and tactile be appropriate. paving, Some options include: Install bus stop Provision of formalised parking, to reduce informal £16,000 - markings. pavement parking while supporting local shops 18,000 (lighting relocation cost not included) Narrow junction and install 4 uncontrolled pedestrian £15,000- crossing points on each arm using tactile paving surface 17,600 and dropped kerbs.

Clearer Bus stop markings to reinforce drivers £500 - 750 awareness

13 Junction: Installation of Raised junctions/colouring not in good condition, no £7,600 - Shakespeare Rd uncontrolled tactile paving surface. Lack of coherence and legibility; 9,000 with Kipling pedestrian crossing no signals to the visually impaired of where the Road and points on both sides of pavement ends and road begins. Goldsmith Rd each arm of the junction using tactile paving surface and drop kerbs. 14 Junction: Install tactile paving at There is currently provision of dropped kerbs however £1,670 - Shakespeare dropped kerbs and no tactile surface is provided. Installation of an 2,050 Road - Princes pedestrian signage. uncontrolled pedestrian crossing points on both sides of Elizabeth Way the road using tactile paving surface and drop kerbs as stated on Guidance on the use of Tactile Paving Surfaces will improve legibility, along with installation of a pedestrian sign.

15 Junction: Shelly Installation of an There are dropped kerbs provided however, there is no £1,520 - Road - Princess uncontrolled tactile surface and the height of the dropped kerb is 1,800 Elizabeth Way pedestrian crossing more than the 6mm tolerance stated in Guidance on the (both sides) point on both sides of use of Tactile Paving Surfaces. the road using tactile paving surface and drop kerbs.

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ESTIMATED No. LOCATION INTERVENTION DESCRIPTION COST (£)

16 Junction: Pitman Installation of an There are dropped kerbs provided however, there is no £3,040 - Road - Shelly uncontrolled tactile surface and the height of the dropped kerb is 3,600 Road & pedestrian crossing more than the 6mm tolerance stated in Guidance on the Monkscroft Care point on both sides of use of Tactile Paving Surfaces. Centre entrance the road using tactile paving surface and drop kerbs.

17 Shelly Road Installation of an There are no dropped kerbs or tactile surface as per £1,520 - uncontrolled Guidance on the use of Tactile Paving Surfaces. This 1,800 pedestrian crossing reduced the legibility of the route. (both sides) point on both sides of the road using tactile paving surface and drop kerbs. 18 Junction: Shelly Construct a new There is insufficient footway provision (<0.5m) and £3,160 - Avenue - Shelly footway using standard neither dropped kerbs nor tactile surface provided on 3,500 Road bituminous material any side and provision of uncontrolled pedestrian crossing points on both sides of the roads.

19 Junction Shelly Installation of 4 Raised junctions/colouring not in good condition, no £6,080 - Road & Kipling uncontrolled tactile paving surface. Lack of coherence and legibility; 7,200 Road pedestrian crossing no signals to the visually impaired of where the points on both sides of pavement ends and road begins. the road using tactile paving surface and drop kerbs.

20 Junction Shelly Uncontrolled There is no provision of dropped kerbs and tactile £1,520 - Road & pedestrian crossings surfacing. 1,800 Tennyson Road with tactile paving and (both sides) dropped kerbs. Installation of an uncontrolled pedestrian crossing point Narrow junction on both sides of the road using tactile paving surface mouth. and drop kerbs as stated on Guidance on the use of Tactile Paving Surface will improve coherence.

Tighter radii which helps pedestrians to travel across £8,000 - and through the junction by reducing the speed of 10,000 turning vehicles will improve safety and the perception of pedestrian priority. This intervention will be subjected to a tracking test.

Page 19 of 25 Walking Infrastructure Plan Appendix A - potential interventions; Cheltenham Appendix B – potential interventions; Gloucester

Page 20 of 25 Figure 1 Gloucester intervention MAP

Page 21 of 25 Figure 2 Gloucester intervention TABLE

ESTIMATED No. LOCATION INTERVENTION DESCRIPTION COST (£)

Gloucester Sign to be re-orientated City information Sign needs to be re-orientated to £380-450 Railway Station 45 degrees clockwise improve visibility for pedestrians departing the Rail 1 forecourt Station

Gloucester Improve visibility Cut back overgrown vegetation to provide £1,300- Railway Station clearance and visibility for pedestrians and cyclists. 1,500 2 forecourt

Gloucester Tactile surface to warn Inclusion of tactile £2,000- Railway Station pedestrians of shared cycleway surface in 2,500 forecourt foot/cycleway. the segregated foot/cycleway in A430, as illustrated 3 in Guidance on the use of Tactile Paving Surface sketch. Include cycle markings.

Signalised Tactile surface to be Inclusion of tactile £3,000- junction Metz installed approach to cycleway surface in 3,750 Way - A4320 the controlled crossing. the segregated foot/cycleway, as illustrated in 4 Guidance on the use of Tactile Paving Surface sketch.

Bus Stop Metz Mitigation measures to A new pedestrian crossing facility to be agreed £8,000- Way avoid current unsafe durig the Gloucester Rail Station forecourt 8,500 informal pedestrian redesign. Alternatively, encourage pedestrians to crossing activity, due to use the existing signalised crossing:• Installation of a pedestrian desire line approximately 40 m of high visibility Pedestrian between the bus stop Guardrail along the central reservation of Metz 5 and ASDA superstore. Way. The barrier will be set up from the signalised pedestrian crossing and approximately 8-10m past the bus stop (as shown red on the image to the left)• The intervention also requires tarmac resurfaced where the barrier will be placed.

Vehicular Mitigation measures Installation of approximately 1m of knee rail fence £1,000- access into which complement the and a new sign directing pedestrians to a safe 1,200 ASDA from existing “no pedestrian access point. Metz Way access sign” need to be included to redirect A prominent desire line indicates that pedestrians 6 pedestrians to a safer use the grass verge (as indicated in red on the access (as identified by photo) next to the vehicle entrance to ASDA. This the yellow route in the line leads to HGV parking and is not considered a photo). safe pedestrian route.

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ESTIMATED No. LOCATION INTERVENTION DESCRIPTION COST (£)

Segregated Provide access from Subject to landownership remove wooden panel £2,000- path parallel to Lobb Court and fence to form footpath link with Lobb Court leading 3,000 Metz Way Millbrook Street onto and Millbrook Street. the segregated path This will improve access and the perception of parallel to Metz Way. safety by mitigating the tunnel effect created by This will improve access high fencing. 7 for residents onto the footpath and on-going connections to ASDA, the bus and railway stations and city centre.

Junction Install crossing points Installation of uncontrolled pedestrian crossing £1,520- between with tactile paving and with dropped kerbs to standards set in 'Guidance 1,800 Millbrook dropped kerbs. on the Use of Tactile Paving Surfaces'. Ensure 8 Street and crossing points direct pedestrians to the opposite Derby Road kerb.

Derby Road Cut back vegetation Removed overgrown vegetation to provide £1,300- (Footpath obstructing clearance for pedestrians and cyclists. 1,500 sections foot/cycleway. between Millbrook 9 Street and Derby and Railway Lanes) Great Western Road

Great Western Realign tactile paving to Reconstruction of an uncontrolled pedestrian £1,300 Road junction ensure a safe layout crossing point on both sides of the road using with Horton when crossing the road tactile paving surface and drop kerbs to standards Road as opposed to the set in 'Guidance on the Use of Tactile Paving 10 direction indicated in Surfaces'. red on the image to the far right.

Tower Block Junction redesign This access road serves vehicles entering the on-site vehicular including narrowing of 'Tower' car park, busses and non-emergency access/egress - the bell mouth or a ambulances. Gloucestershire pedestrian refuge. Royal Hospital, Option a. Narrowing of the bell mouth at the 11 Great Western junction will require a swept path analysis to Requires Road determine the space required for vehicles in order further to redesign the junction if possible. This will also design study require consultation with the Hospital. This is likely to be a high cost intervention which may be detrimental to other users.

Page 23 of 25 Walking Infrastructure Plan Appendix A - potential interventions; Cheltenham

ESTIMATED No. LOCATION INTERVENTION DESCRIPTION COST (£)

Option b. A pedestrian refuge with non-illuminated £8,000- bollards at the junction could be installed, including 8,500 realignment of the footpath to follow the desire line of pedestrians (as indicated in red, on the photo).

Uncontrolled pedestrian crossing points are also required on both sides of the road.

Great Western Install dropped kerbs Installation of uncontrolled pedestrian crossings £4,560- Road - and tactile paving at the with dropped kerbs and tactile paving surface to 5,400 junctions with junctions shown in red standards set in 'Guidance on the Use of Tactile Pullman Court on the image adjacent. Paving Surfaces'. These need to be positioned to 12 and the ensure they direct partially sighted pedestrian to Orchard Centre the opposite kerb. access road.

Great Western Install tactile paving and Installation of uncontrolled pedestrian crossing £1,520- Road - realign dropped kerbs with dropped kerbs and tactile paving to standard 1,800 (both pedestrian at the junction shown in set in 'Guidance on the Use of Tactile Paving sides) 13 access to red on the image Surfaces'. hospital adjacent. These need to be positioned to ensure they direct partially sighted pedestrian to the opposite kerb.

Great Western Pedestrian priority Alternative to scheme No. 12: Continue footpath £ 8,800- Road - Western including the across entrance at consistent level, in the style of a 9,200 Entrance resurfacing and levelling raised table. 14 Gloucestershire of the footpath over an Royal Hospital old vehicle access point.

Great Western Improve footpath Option a. Continue footpath across entrance at £ 10,500- Road - derelict across existing vehicle consistent level, in the style of a raised table and 11,000 site entrance access points. alter existing drainage.

15 Option b. Installation of an uncontrolled pedestrian £3,000- crossing point at the entrance using tactile paving 5,000 (both and drop kerbs to standard set in 'Guidance on the sides) Use of Tactile Paving Surfaces'. Alter existing drainage.

Great Western Footway improvements Provide a new zebra crossing approximately 65m £6,300- (From Subway in the vicinity of the east of the subway entrance and approximately 8,100 entrance) subway entrance, 160m west of the existing zebra crossing. Costs connecting Great include construction, road markings, beacons, 16 Western Road with the lights, signs, advance danger but exclude associated railway station. service trenches, ducts etc. and any surfacing improvements that may be required (subject to survey).

Page 24 of 25 Walking Infrastructure Plan Appendix A - potential interventions; Cheltenham

ESTIMATED No. LOCATION INTERVENTION DESCRIPTION COST (£)

In addition to above and in order to provide a £4,300- continuous route free of obstacles, repair of the 4,600 footway in the vicinity of the subway entrance, continuing the footpath across the entrance at a consistent level, in the style of a raised table.

Alleyway Mirrors and opening up . Mirrors would allow pedestrians to see what was Requires connecting footway through around the corner, giving a sense of security and further Derby Road to lowering/removing confidence. design study Millbrook fences . Reducing the height of fences bordering the A Street alleyway would open up the walking route and likely increase surveillance from neighbouring properties.

Alleyway Improved lighting . Lighting can help to discourage crime and £1,400- connecting vandalism and increase the perception of safety. 1,800 per Derby Road to . Costs will vary considerably deepening on column B Millbrook type/power source/existing cabling/ infrastructure Street and coverage

Footpath Place making through . The art could be developed with contributions Requires between Derby street art/murals and from local schools, community groups and further Road and Asda maintenance potentially the Asda store. investigation store . The alleyway would benefit from regular but would C maintenance, removal of litter and installation of vary litter bins where possible. considerably based on remit. London Road Relocate parking sign to . This will improve pedestrian comfort and £380-450 adjacent post coherence and minimise obstruction on the D footway

Bruton Way Dropped kerb and . Improve coherence through tactile paving and £1,520- tactile paving dropped kerbs, particularly for those who are 1,800 E visually impaired.

Bruton Way Resurface footpath . Improving the quality and level of the footpath by £8,000 F resurfacing.

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