Walking & Cycling Network Report
CSV CWIP – Network Background Document
Walking & Cycling Network Report
Background document for the Central Severn Vale Cycling and Walking Infrastructure Plan
Gloucestershire County Council’s Transport Planning Team May 2018
CSV CWIP – Network Background Document
Central Severn Vale Cycling and Walking Infrastructure Plan
Walking and Cycling Network Report
This report provides an overview of the existing walking and cycling network within Cheltenham and Gloucester. It also summarises the barriers to cycling identified in the 2013 study.
This document forms Part 2 of 2 Background Documents to the Central Severn Vale Cycling and Walking Infrastructure Plan. Part 1 provides the policy context for the Central Severn Vale Cycling and Walking Infrastructure Plan. Both background documents will provide a sound basis to continue the Network Planning stage of the plan development.
Contents Amendment Record This report has been issued and amended as follows:
Issue Revision Description Date Signed
0.1 1 Final Draft circulated for 03/05/18 BW discussion 0.2 1 Consultation document December SW 2018
CSV CWIP – Network Background Document
Contents
1.0 Introduction ...... 1 2.0 Central Severn Vale ...... 2 3.0 Identifying Origins and Destinations ...... 7 4.0 Existing cycle use ...... 12 5.0 Existing Networks ...... 15 6.0 Planned schemes ...... 20 7.0 Known Barriers of cycling ...... 22
CSV CWIP – Network Background Document
1.0 Introduction 1.1 Gloucestershire is serious about increasing the number of trips made by walking and cycling and it is Gloucestershire County Council view that this as an essential component of creating better places and improving the quality of people’s lives.
1.2 This document outlines the existing walking and cycling networks within the Central Severn Vale (CSV). It aims to provide the context for further more detailed work associated with identifying a prioritised list of cycling and walking improvements. It also provides a summary of Gloucestershire County Council’s existing understanding of the ‘barriers’ of participation. It should be noted that this is primarily related to cycling.
1.3 It is Gloucestershire County Council’s (GCC) long-term aim to produce a number of Local Cycling and Walking Infrastructure Plan’s (LCWIP) based on our Local Transport Plan (LTP) Connecting Places Strategy areas. The initial LCWIP will focus on Cheltenham and Gloucester in the CSV area.
1.4 Through this process we aim to engage with a variety of people to fully understand the range of barriers people have to cope with and what changes can be made to improve the quality of environment to enable more people to walk and cycle. For cycling this will be focussed on sections of the countywide cycleway within Cheltenham and Gloucester. For walking this will be focussed on accessing the Cheltenham Spa station and Gloucester bus and rail stations.
1.5 It is important to move away from a culture where the car is the dominant mode of transport towards one where the car is one transport choice within a range of realistic travel options. Gloucestershire’s CSV Walking Infrastructure Plan (CWIP) will enable this.
1.6 The 2011 Census records a greater percentage of cycle to work trips in Gloucestershire when compared to the national average in England as illustrated in Figure 1. The share of cycle trips is particularly high in the Central Severn Vale and Tewkesbury CPS areas where more cycle infrastructure is available.
Figure A - Cycle to Work Levels across Gloucestershire (2011 Census)
National average
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2.0 Central Severn Vale
2.1 The CSV area includes the communities of Cheltenham, Gloucester, Churchdown and Bishops Cleeve (Figure 2).
Figure 2 – Central Severn Vale Connecting Places Strategy area
2.2 As Gloucestershire grows over the next 15 years much of this will focus on the CSV area and it is hoped the CSV CWIP will provide a systematic framework through which to engage with local communities, shape discussions with developers, identify strategic walk and cycle networks, and direct delivery.
2.3 Using the Propensity to Cycle Tool, Figure 3 illustrates 2011 Census cycle to work data for the county. Figure 4 illustrates the potential for cycling should GCC adopt a Dutch approach to managing cycling.
2.4 The red oval illustrates the approximate boundary for our Central Severn Vale LCWIP corridor which includes the communities of Cheltenham, Gloucester, Churchdown and Bishops Cleeve. The total population covered by the LCWIP is 270,000.
2.5 Using 2011 Census data the largest existing cycle link flows in Cheltenham and Gloucester are typically between 100 and 250 weekday flows with greater links flows recorded around major employment sites. Figure 5 highlights the potential increase in cycle flows increasing to typically between 500 and 999 within the area and typically over 1000 on strategic routes between the main urban areas. This output indicates the potential for between 1,000 and 1,999 daily cycle trips between these centres.
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Figure 3 – Census 2011 Cycling for Gloucestershire
Figure 4 - Go Dutch cycling scenario for Gloucestershire & prioritised area for LCWIP
Figure 5 – Potential increase in cycling flows in Central Severn Vale CWIP
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2.6 The CSV area has been prioritised due to the following factors: The county’s two main urban settlements are Cheltenham and Gloucester, forming the main business, commercial, educational, service and cultural centres; Location of the majority of existing cycling and walking assets; Centre of future growth, 30,000 new dwellings and significant new employment by 2031; Greater level of existing cycle use (2011 census); Higher propensity to encourage higher levels of cycling1; Will be benefitting from £3.8m of potential investment by Highways England to improve cycle connectivity on the Strategic Road Network between Cheltenham and Gloucester. 2.7 We intend to prioritise the assessment of sections of the countywide cycleway in terms of the route itself and key access points onto the route. Figure 6 illustrates the full route. The sections considered as part of the CSV CWIP are those sections within the urban areas of Cheltenham and Gloucester. It should be recognised that the countywide cycleway will be a combination of quiet ways and dedicated cycle facilities and not like London’s cycle super highways but something on a human scale which is accessible to cyclists of all abilities.
2.8 The logic for focussing on the urban centres is illustrated in Figure 7. The countywide cycle route can be separated into five sections as it traverses through the CSV area: 1. Bishops Cleeve to Cheltenham 2. Cheltenham urban area 3. Cheltenham to Gloucester 4. Gloucester urban area 5. Gloucester to Sharpness Canal 2.9 The Bishops Cleeve to Cheltenham cycle scheme has been a long-term aspiration for the County Council and includes a new shared use footway on the A435. Design work and landowner negotiations area underway and this will be progressed separately to the CSV CWIP.
2.10 The Cheltenham to Gloucester cycle scheme is a Highways England scheme of £3.8m cycle improvements on the B4063 Cheltenham Road East between Gloucester and Cheltenham. Highways England is leading on the design and consultation for this scheme throughout 2018/19. Construction is likely to take place in 2019/20 and has to be complete by March 2020.
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Figure 6 – Countywide Cycleway
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2.11 Proposed upgrade to the canal towpath between Gloucestershire College and The Pilot Inn, Hardwicke. The total cost of £1.8 million, which includes up to £600k of S106 contributions, £600k ESIF bid and £200k GET bid. Work has commenced on this project and will continue throughout 2019, with works being undertaken by the Canal & River Trust.
Figure 7 CSV CWIP focus
2.12 We intend to prioritise walking movements to the main Public Transport Hubs – Gloucester Bus and Rail Stations, and Cheltenham Spa Station. 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 and 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 Gloucester Transport Hub and railway station. The 45 hectare Cyber Business Park next to GCHQ in Cheltenham including improved walking and cycling access.
2.13 Data collected for the Office of Rail Regulation (orr.gov.uk) shows that an average of 6,400 passengers were estimated to use Cheltenham Spa daily in 2016/17 and over 4,000 in Gloucester. The 2016 Cheltenham and Gloucester station travel plans identify a walking mode share of 26% and 33%
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respectively. This means Cheltenham generates around 1,600 walking trips daily and Gloucester over 1,300.
3.0 Identifying origins and destinations
3.1 This section describes the methodology adopted for the initial steps of Network Planning for Cycling as part of preparing the Central Severn Vale (CSV) LCWIP. The objective of this element is to map a future cycle network, identifying cycle corridors for further development.
A 5km buffer has been applied, reflecting the assumption that people will cycle up to 5km to reach destinations within the study area.
The DfT guidance states that LCWIPs should be evidence-led. It adds that identifying demand for a planned network should start by mapping the main origin and destination points across the geographical area to be covered by the LCWIP.
Origins
3.2 Census output areas have been chosen to represent journey origins from current residential areas. Output areas are an existing category of statistical geography created by National Statistics, with each output area designed to have similar population sizes and to be as socially homogenous as possible based on tenure of household and dwelling type. Middle Super Output Areas have been used through this work as they are most appropriate for the scale and nature of the study area.
In addition to representing existing residential areas, future residential areas were also included as origins.
Destinations
3.3 The DfT guidance identified that for large geographical areas, such as the CSV, it may be appropriate to include only the most significant trip generators. The following key destinations were identified:
Retail centres; Hospitals; Educational campuses; Major employment sites (current and future); and Rail stations.
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Figure 1 illustrates the origins and destinations taken forward to the next steps in identifying a cycle network.
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Figure 1 – Key origins and destinations identified within CSV.
Identifying Desire Lines
3.4 This element requires desire lines, as straight-line corridors, to be created by connecting the previously identified key origins and destinations. The LCWIP technical guidance acknowledges that it will take time to develop a dense cycling network to fully cater for journeys to a diverse set of destinations; therefore, an overriding factor in the methodology was to ensure that a manageable number of corridors were identified to take forward in this first iteration of the LCWIP. This stage of the LCWIP development has concentrated on the primary corridors, connecting origins to the more strategic destinations. The LCWIP will then be developed over time, through further work and analysis, to produce a more comprehensive network.
Origin and Destination Nodes
3.5 In the case of all destinations and future origins, the mid-point of each polygon was used as the node. For existing residential origins, population weighted centroids were used as the node. These centroids form part of an existing National Statistics dataset.
Producing Origin and Destination Desire Lines
3.6 A methodical approach was taken to identify desire lines between origins and destinations and arrive at a list of primary cycle corridors for further development. This followed a five-step process as described below and made use of ArcMap, the Geographical Information Systems software, to analyse data. Step 1 – creation of initial desire lines
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3.7 A series of assumptions were used to identify desire lines connecting each origin to all relevant strategic destinations, as follows:
Desire lines connecting origins to strategic destinations should not exceed 5km in length – this threshold was chosen to represent the journey distance considered to be easily cycled by many people.
Desire lines connect each origin to the nearest example of each destination type within 5km. In recognition of the fact that an individual’s employment location is unlikely to be the nearest, each origin was connected to all employment sites within 5km.
Figure 2 shows an example of how the assumptions worked in practice. It shows a residential origin connected to all employment areas within 5km, and the nearest hospital, educational camps and rail station, if one exists within 5km. Destinations beyond 5km are not connected to the origin.
Figure 2 – An illustrated example of the desire line connections.
The outcome of this process was a comprehensive network of desire lines. Figure 3 shows the example of Cheltenham, with initial desire lines in black. The map indicates the complexity of the network which results from connecting each origin to a range of destinations. It shows there is a particular focus of connections to the city centre.
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Figure 3 – Plan showing desire lines connecting all origins to destinations, based on the assumptions detailed above.
Step 2 – Identification of initial trend lines 3.8 To rationalise the network, particular concentrations of desire lines were manually identified. These ‘trend lines’ were intended to highlight locations with a significant concentration of desire lines, and therefore where there is likely to be a significant demand for short trips to a range of destinations. These ’trend lines’ provided some clarity for the authorities to start to assess the network and were a tool to help identify the key corridors. These initial trend lines are shown in light blue in Figure 4.
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Figure 4 – Plan showing trend lines, rationalising the desire line network.
Step 3 – Overlaying forecast cycle flows from the Propensity to Cycle Tool 3.9 The Propensity to Cycle Tool (PCT) uses 2011 census journey to work data to forecast future cycle flows in three different scenarios. It presents this information visually, on the basis of desire lines between population weighted centroids for census output areas.
The corridors that are forecast to have the highest cycle flows (those over 100 trips) in the Government Target scenario were shown on the maps in red, along with the trend lines, as shown in Figure 5. This scenario shows a doubling in cycle trips nationwide, representing the Government’s target of increasing the number of annual cycle stages from 0.8 billion in 2013 to 1.6 billion in 20252. The increase in trips however is not uniform, with the PCT accounting for existing cycle activity, length of trip and gradient. Although the PCT does have some limitations – it is derived from commuting trip data only and therefore does not take into account additional trips generated by proposed future development sites. Despite this, it is considered an important dataset that can assist authorities in understanding cycle demand.
Figure 5 shows that, broadly, the identified trend lines align with the top cycle movement corridors.
2 Cycling and Walking Investment Strategy (DfT, 2017)
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Figure 5 – Plan showing initial trend lines and top cycle movement corridors (PCT Government Target scenario).
4.0 Existing cycle use 4.1 Gloucestershire’s Local Transport Plan (2015 to 2031) includes 5 performance indicators which either have an impact on cycle participation or are impacted as an outcome of participation:
The maintenance of non-classified road network The maintenance of unclassified road network Reduction of annual mean concentration of transport derived Nitrogen dioxide in AQMAs To reduce per capita transport carbon emissions To increase cycle use within the county by 50% from 2015 to 2031
4.2 The latter is assessed using 15 automatic cycle counters recording number of cycle trips using a 24 hour 7 day average daily flow, based on all months of the year. The sites are located across the county and are legacy installations linked to monitoring specific issues. They provide the most cost effective way for GCC to monitoring cycle use. It should be noted that in 2017/18 12 new monitoring sites were installed within the CSV area. These sites will provide the basis of monitoring the impacts of the CSV CWIP.
4.3 Figure 8 illustrates the average daily flows from the sites and Figure 9 illustrates the change since 2010. Those sites with the largest increase each share some key themes including they are all segregated facilities and each sites has over 200 cyclists using the route. Those sites will the largest decrease also
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share some key themes including the low number of daily cyclists using the route the number of complaints received regarding the condition of the cycle way.
4.4 Sites with largest increase:
• Cannop (136%) - leisure use linked to cycle centre in Forest of Dean • Honeybourne Line 62%) – possible link to LSTF in Cheltenham • Sandford Park (30%) – possible linked to LSTF in Cheltenham • Metz Way West (29%) - inked to new infrastructure in Gloucester
4.5 Sites with the largest decrease:
• St Catherine Street (-34%) – possible linked to new street layouts • Nailsworth Cycle Track (-23%) – possible link to standard of route in Stroud District • Ebley Bypass (-23%) – possible link to standard of route in Stroud District
4.6 Figure 10 records the overall trend data from these sites. Across the monitored sites there is a general upward trend in cycling, with a sharp peak in 2014. Counters in Cheltenham and Tewkesbury were particularly high during this period which may suggest that the Thinktravel residential travel planning project, delivered in 2013, resulted in increased cycling as a result of cycling promotion.
Figure 8 - Average daily flows from monitored cycle sites
Figure 9 - Change average daily flows from monitored cycle sites since 2010
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Figure 10 – Overall trend data from monitored cycle sites
Gloucestershire - Cycle use since 2010 2600
2500
2400
2300
2200 Numberofrecorded daily trips cycle 2100
2000 2010 2011 2012 2013 2014 2015 2016
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5.0 Existing Networks
5.1 Gloucester 5.1.1 The following maps illustrate the cycle and walking network in Gloucester: Figure 11 illustrates the cycle network in terms of ease of use Figure 12 illustrates the walking network hierarchy and identifies the core walking zone3 in relation to the rail station.
5.2 Cheltenham 5.2.1 3 maps illustrating the cycle and walking network in Cheltenham are provided: Figure 13 illustrates the cycle network in terms of ease of use Figure 14 illustrates the walking network hierarchy and identifies the core walking zone in relation to the rail station.
5.3 Other cycle maps developed as part of Gloucestershire’s Local Sustainable Transport Fund delivery programme can be accessed at www.thinktravel.info
3 Core walking zones consist of a number of trip generators located close together such as the rail station and hospital in Gloucester, or the rail station and retail outlets in Cheltenham. The radius of 2km from the core walking zone is the distance most people would be prepared to walk to or from the amenities.
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Figure 11 Gloucester cycle network in terms of ease of use
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Figure 12 Gloucester walking network hierarchy
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Figure 13 Cheltenham cycle network in terms of ease of use
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Figure 14 Cheltenham walking network hierarchy
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6.0 Planned schemes
6.1 Gloucester
6.1.1 The Gloucester Central Transport Hub project has been approved for £6.4m of Growth Deal funding by the Local Enterprise Partnership. The scheme consists of the replacement of the existing Gloucester bus station with a new high quality facility. The scheme will include improvements to pedestrian, cyclist, taxi and public transport infrastructure to help facilitate the regeneration of the King’s Quarter area of Gloucester city centre.
6.1.2 Work commenced in May 2017 on the highway improvements necessary to improve access to the new bus station and ensure transport links were provided for all users. Work has been completed at Station Road to open up the junction with Bruton Way and work is currently underway on Bruton Way and Market Parade adjacent to the new bus station. The scheme is due for completion during 2018.
6.1.3 Gloucester Railway Station. Gloucester City Council has received £4.8m to improve Gloucester Railway Station. Through physical improvements, the scheme would create an urban environment that will underpin the new transport hub and existing railway station as the strategic and sustainable gateways into the city. Work is scheduled to begin in 2018 and would take 6 months to complete and would enable a number of housing sites delivering over 500 new homes, link nearly 9,000 jobs at the Gloucestershire Royal Hospital with Gloucester city and contribute towards the unlocking of nearly £80M of investment and 300 new jobs at Kings Quarter.
6.1.4 The scheme proposes to deliver significant investment and connectivity improvements through enhancements of the subway and public spaces in front of the station and to the rear. It would also improve circulation space in front of the station for both pedestrians and vehicles and increase connectivity between Great Western Road, across the railway line and on into the new transport hub and Kings Quarter. The infrastructure plans will feed into these improvements.
6.1.5 The £1.6m Metz Way to Abbeymead Avenue Improvement scheme has been approved for funding by the Local Enterprise Partnership (LEP). The scheme aims to reduce congestion and traffic queuing by improving journey time reliability, improving the route for cyclists and pedestrians and reducing severance issues presented by the corridor for local populations. The improvements also seek to help facilitate the Coopers Edge Development of 1400 dwellings currently under construction at the south eastern edge of Gloucester.
6.1.5 St Barnabas Roundabout- The scheme has a provisional allocation of £1m Local Growth Deal funding. A potential scheme has been identified to consider vulnerable road users and Gloucestershire Highways are in the process of developing the scheme further. Subject to the presentation of a successful business case, the LEP Board will make a final decision on funding in early 2019. 6.2 Cheltenham
6.2.1 Cheltenham’s Cyber Business Park has provisionally been allocated £22 million from the Local Growth Fund. This funding is to enable the delivery of a unique opportunity to create a cyber business park on 45ha of land next to the Government Communications Head
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Quarters (GCHQ), delivering a highly accessible ‘honeypot’ for the cyber security and high tech supply chain to locate alongside the national cyber innovation centre. Cheltenham is a national centre of expertise in cyber security, the home of GCHQ, and hosts an established financial services sector which places cyber security as a very high priority. The funding allocated will be used to remove any transport barriers that may existing and may include provision for improved walking and cycling access.
6.2.2 The key objectives of the Cheltenham Transport Plan are to transform the town centre environment by providing improvements for pedestrians, cyclists and people using public transport. Schemes also aim to make it easier for drivers to access car parks. The cornerstone infrastructure change to facilitate the project is the removal of general traffic through a section of the town centre road network known locally as Boots Corner, and to re- connect the severed high street.
6.2.3 Two way traffic was reinstated on Albion Street and Imperial Square between 2015 and 2017. This enables the closure of Boots Corner and provides improved access to the Regent Arcade from the west of Cheltenham. Removal of the existing pelican crossing and adjustments to the kerblines to narrow the carriageway of Royal Well Road are now underway, and Boot’s Corner will experience a trial closure in June 2018.
6.2.3 Work has now started on extending the Cheltenham Spa railway station’s platforms in preparation for new Inter City Express Trains, which will run direct hourly services to London from December 2018. Plans are in hand for a single car park deck over the existing car park between the station forecourt and the existing gym. This will provide around 100 extra parking spaces at the station. Part of the existing bund of earth in the car park would be removed to ensure an efficient layout, with some additional planting to maintain screening by trees. The Forecourt area will be partially pedestrianized with a safe, accessible, walking route to Queens Road and the station building. Cycle parking will be provided close to the building for convenience, and a bus interchange with a raised kerb will improve access and create space for buses to manoeuvre safely. A new taxi rank and drop off facility will also be provided. The car park and forecourt proposals, due to commence in early 2018, are part of a larger plan of improvements around the station which include:
• A new pedestrian and cycle link between the station forecourt and Lansdown Road, with better access to the station and Arle Court Park & Ride • Network Rail are adding passenger lifts to the platforms as part of their Access for All programme with funding from the Department for Transport
The scheme has now received LEP Board approval for £1.497m Local Growth Deal funding. Infrastructure plans will feed into these improvements.
6.3 Specific Cycle schemes – completed and programmed
6.3.1 Recently completed cycle schemes:
Barriers to Cycling, Gloucester – Cycle Improvements along Eastern Avenue in Gloucester completed this month, however substantively completed in October 2017 without the coloured surfacing Barriers to Cycling, Cheltenham – Contraflow on street cycle lane on Sandford Mill Road completed October 2017
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Bristol Road, Gloucester Cycle Scheme – Completed December 2017, onstreet cycle improvements Kingsditch Lane, Cheltenham Cycle Improvements – Conversion of shared use footway/cycleway on Kingsditch lane Pedestrian Cycle Linkages Cold Pool Lane to Morrisons – Construction of shared use footway/cycleway on Up Hatherley Way, currently midway through construction phase due to be completed by the end of May at the very latest
6.3.2 Cycle schemes to be programmed for 2018/19:
Bishops Cleeve Cycle Stands – New cycle stands in Bishops Cleeve - planned for Summer 2018 Gloucester Canal Towpath – Upgrade of the canal towpath between High Orchard, Gloucester and The Pilot Inn, Hardwicke , works estimated to start in June/July 2018 Bishops Cleeve to Cheltenham Cycle Improvements – Provision of new shared use footway on the A435, design and landowner negotiations underway Pitville to The Park, Cheltenham Student Cycle Route – Cycle signing improvements on carriageway, design underway B4063 Cycle Improvement Scheme – Highways England Scheme on Cheltenham Road East awaiting update
7.0 Known barriers of cycling 7.1 In 2014 GCC commissioned Atkins to undertake a study summarising the known barriers to cycling across the county. The study was commissioned with a relatively wide remit to assess, at a high level, the major barriers to cycling across Gloucestershire. The outputs of the study were to inform the creation of the primary and secondary cycle route network – a forerunner of the countywide cycleway.
7.2 Generally the main barriers to cycling are recognised within the 2013 Get Britain Cycling report and include:
Limited investment in cycling Current road design practices and principles being unsuitable for cyclists Current road practices, including speed limits and driving styles being obstructive to cyclists A lack of training and education relating to the encouragement of cycling uptake Political leadership limiting the success of cycling initiatives
7.3 In order to fulfil the study’s purpose as a high level study of the extant barriers to cycling across Gloucestershire, a questionnaire was formulated and subsequently distributed to appropriate parties.
7.4 Figure 17 summarises the main barriers identified within Gloucester and Figure 18 summarises the main barriers identified in Cheltenham.
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Figure 17 – Barriers to cycling identified in Gloucester
Corridor Scheme Description Description City Central Area St Oswald's Road/A4031/A417 Roundabout Railway Station: Parking Railway Station: Access Cycle corridor through central pedestrian zones, clearly lined or with kerbs Make town centre a 20mph zone. Prevent cars from parking on present cycle lanes, and higher fines for speeding/poor parking Improvements to the subway under the railway station Remove the ban for cyclists through The Cross Stroud Road/Weston Road junction - on road cycle lanes that give cyclists turning priority would improve the situation on Stroud Road Westbound. On road cycle lane on Weston Road southbound across the junction with new street Junction of Eastgate Street/Brunswick Road/Trier Way (?) Quay street - zebra crossing and beacons at Kimbrose Island to make clear the right of way for pedestrians at this point Decent cycling surfaces and widths - preferably off-road - maintenance the biggest problem is the immediate city centre access roads to the main gate streets - the pavements are full of pedestrians with priority, the roads are in dreadful potholed condition (main source of punctures), traffic is rife and thoughtless towards cyclists and the routes are full of buses which are a big worry to cyclists. The gate streets are no cycling in the daytime so to get around the city centre cyclists have to go a longer circuitous route to get to a destination or struggle with a bike through high level pedestrian traffic. I think the city centre access area should be reasonably easy to improve - how about one pavement side city centre perimeter on roads being predominantly pedestrian and one cyclists and a an approved cycle lane area through the gate streets? more cycle parking areas in the main docks. City Centre (St Barnwood improved cycle route signing Oswald's Road) to Cars parked in cycle lanes on the A46 from the Cirencester dual Ermin Street/A46 carriageway roundabout to Brockworth roundabout - widen road and Junction add cycle path.
City Centre (Bruton Barton street stop-start cycle lanes Way) to B4073 Upton Hill City Centre (Bruton A4173 cycle lane into Gloucester replaced with separate track Way/Tier Way Replace A38 roundabout near St Barnabas church with Dutch system Junction) to A4173 A38 Roundabout - lights and clearer cycle markings to control traffic South and create benefits for cyclists and pedestrians
City Centre (St Ann Leisure and commuter route along canal past GlosCol to Cole Avenue - Way/Tier NCN41/45, runs adjacent to Bristol Road) Way/B4072 Bristol Road (B4008) - contraflow cycling needed up existing path on
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Junction) to Bristol flyover exit from Hardwicke, to link with cycling infrastructure from Road J12 to Hardwicke Route via Seymour road to avoid busy Bristol road on East side. Between Seymour road and Weston Road the route uses Stroud road. On this road, hatch out existing right turn lane and improve signing. Between Seymour Road and Tuffley Crescent/Podsmead Road, a staggered left, right movement is required. Protect visibility splays. Install a cycle lane on Tuffley Avenue/install Double Yellow/Single Yellow links to maintain visibility on Tuffley Avenue. On Bristol Road, Wider cycle lanes or narrow footpath to avoid the need for chicane manoeuvres around parked cars Restrict parking on Podsmead Road (part of the Bristol Road avoidance route) On Bristol Road, on road cycle lane and widening of Southbound Lane (northbound currently on unsuitable pavement) Tuffley/Kingsway to Bristol Road Cycle connections inadequate; shared use path along Greenhill Drive linking Cole Avenue to the Tuffley Lane/Bodiam Avenue roundabout and suitable crossing provision to link to the proposed signed cycle routes at Streamside would address this issues. Signed cycle route between Tuffley Lane and Podsmead Road is poor quality - better infrastructure at Podsmead Road/Cole Avenue junction and a small off-road cycle path section west of this junction. Provide a shared use path adjacent to Cole Avenue from Lower Tuffley Lane to Podsmead Road, existing facilities at Podsmead Road/Cole Avenue to Toucan, add a Toucan crossing on Cole Avenue linking Lower Tuffley Lane to Tuffley Lane Missing link in high quality cycle route reduces its connectivity to southern parts of Quedgeley - a bridge over Dimore Brook would provide a very high quality route into the city centre and future links to the Hunts Grove Development Site, with new shared use paths connecting existing pathways to the bridge (lighting on these paths) Widen footpath on Greenhill Drive to provide a shared facility between Bodiam/Avenue/Greenhill Drive r/abt and Cole Avenue Traffic Lights. Cycle lanes often blocked by cars. Traffic calming curves an issue as they require cyclists to move into the centre of the road Barnwood/Hucclecote Road - cycle lanes on both sides of road to give legitimacy for cyclists and to give them 'first claim' to road space Westgate Bridge Car Park to Quedgeley: maintenance and cleanliness issues Beyond: Quedgeley - widen road and add cycle path Inner Ring Network Review of traffic management and vehicle priorities required, inc. (Via St Oswald's reallocation of road space Way/Gouda Way/Black Dog Way/Bruton Way/Trier Way/St Ann Way/Llanthony Road/Castlemeads
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Way) Outer Ring Link up access roads on NW of Eastern Avenue as two way for cycles Network A38 with priority at junctions (A38/A417/Barnwo Eastern Avenue od Road Junction Eastern Avenue near Coney Hill - cycle lane ends suddenly to Cycle Lane from KFC Cole Avenue to Monkmeadow A38/A430/Bristol Cars parked in cycle lane on Finlay Road Road Junction)
Lobley's Drive M5 Bridge over M5/improvements to existing bridge Bridge
Figure 18 – Barriers to cycling identified in Cheltenham
Corridor Scheme Description Description Cheltenham All day cycling through Cheltenham Centre Central Area 20 mph limit in Cheltenham Centre Town centre traffic including buses have an easy alternative route around town so please exploit that. Lack of cycle parking Allow two way movement along Pittville Street, from High Street to Albion street. Use the existing southbound bus/cycle phasing at the lights Allow two way movement along Winchcombe Street, from high street to Albion Street Allow two way movement along Rodney Road, to enable 2 way access to high street Allow two way movement along Albion Street (existing proposals to allow buses/cyclists to use this two way). Would require traffic signal adjustments at the junction with Pittville Street Junction High Street, Henrietta St to Promenade (allow buses and cycles to cross Clarence Street directly at High Street (Boots corner) Wellington Street 2 way (TRO and signing needed). Part of an alternative to CN004/5) High Street, Strand to London Road (reduce westbound traffic to one lane - with a contra-flow cycle lane to clarify arrangements) Royal Well Road/Clarence Street/North Street (2 way cycle access - existing proposals to remove car access) Promenade/St Georges Road/Royal Well Place - difficult junction; signal phasing/layout revisions North Street to Albion Place/North Place; realignment to slow forward traffic (proposal to restrict access to buses and cycles) St James Street at High Street; zebra crossing at the junction rather than vehicular priority would improve situation for pedestrians and cyclists Grosvenor Place South to High Street (allowing cycling on pedestrianised section, using low level planters to deflect pedestrians away from the blind junction at high street) St Anne's Road - allowing 2 way cycling for links between town centre
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and Fairview Albert Place - 2 way use of road to shorten access to the town via Sherbourne Street, or/and, opening up closure of Black Albert Place at Prestbury Road Jersey Street - introduction of a cycle gap through the closure near Holy Trinity School Cheltenham 1 way system - look at making some parts both direction again, with traffic measures to stop through traffic coming through Cambray Place - Rodney Road to Cambray Place link (widen footway to provide for shared use) High street at St Pauls Street South - regularisation of officially blocked access North Place/Margaret's Road - advanced stop line at the traffic lights Promenade/Post Office Lane - poorly lit, reinstate 2 way cycling on Promenade instead (planned for 2011) Queens Hotel - redesign layout Royal Well Lane - widen and realign existing paths Cheltenham Centre Clarence Street, St George's Place to Clarence Parade (2 way, needs (Portland Street) to signing) Racecourse/Bishop Honeybourne Line Extension Northwards s Cleeve via A435 Honeybourne Line at Folly Lane - realign barriers and lay additional North surfaces
Cheltenham Centre London Road Charlton Kings - where cars may open doors onto (High Street) to oncoming cyclists. 'put lines on the road that show that cyclists on A40 East inside lane will be pulling out around parked cars, and that cars/lorries behind them should expect that.' A40 East of Cheltenham/Tunnel Hill/Withington bend - signs warning motorists of cyclists A40/A435 Junction Infrastructure improvements to A435 South Cheltenham Centre Widening and addition of cycle lane which has priority at T-junctions (Bath Road) to Shurdington Road South Shurdington Not enough information Road/Leckhampton Road Junction to Leckhampton Road South Cheltenham Centre Reduce speed limit on Lansdown Road to 30mph (Queen's Circus) to B4063 at Arle Court, extension of the cycle path and safe crossing A40 West (Access to Golden Valley/Gloucester avoiding A40) Marking on cycle path on Lansdown Road where path passes house entrances; a cycle icon at each entrance would remind drivers that cyclists are about. Montpellier Street - 2 way cycling, pedestrian crossing near Fauconberg Road would need to be revised Gloucester Road - crossing to Campden Road, poor bends and inappropriate barriers
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Hartherley Lane/B&Q - re-design route from the A40 with cycle priority all the way to B&Q/Hatherely Lane/Grovefield way Lansdown Road by Gloucester Road - dropped kerbs hazardous Lansdown Road cycle track - improve junction with Lansdown Parade, and close road with Lansdown Walk Telstar Road/Gloucester Road junction, new cut through from Miserden Road to the crossing Cheltenham Centre South Cheltenham to Station Link (Honeybourne Line South Extension) (via Honeybourne Vegetation clearance and lighting on Honeybourne Line Line) to Honeybourne Line at Queens Road - re- design area, moving buses to Caernarvon station forecourt and removing barriers - as these affect access to the Road/Up Hatherley Honeybourne Line Way Junction via Cheltenham Spa Station Cheltenham Centre Honeybourne Way - new road a barrier to people reaching the town (St George's Road) centre from Alstone, restoration of a link between Millbrook Street to A4013/Orchard and Great Western Road required Lane Junction Cheltenham Centre Tewkesbury Road - widen and introduce cycle lanes (Tewkesbury Road) A4013 Princess Elizabeth Way and Kingsditch Lane junction - cyclist off to A4019 North road route requires a diversion (Toucan facility) which some cyclists don't follow as it requires a rejoining of the east and west bound carriageways Poole Way - install 1.5 metre wide Advisory Cycle Lane on the inside lane of Poole Way (westbound). Install a central 1.2m ACL to enable cycles to undertake the manoeuvre into High Street from Poole Way. Alternative/additional changes including remove hatching in the centre of the carriageway, adjusting the width of the lane widths, crossing island and pedestrian crossing staging should be investigated to provide the additional carriageway width for the ACLs (an extra 2.4- 3m) High Street and Park Street Junction - alternative signed route to the town centre via New Street and St George's Street High Street - between Poole Way and B4633 Gloucester Road junctions, cycles forced to cut in front of general traffic around parking bays - removal of three car parking bays and provision of alternative free parking on a small area of land to the right of the railway bridge. Potential additional: double yellow line restrictions, signing and improved access to the proposed off-street parking area, purchase of private land for public use. High Street, B4633 Gloucester Road, Tewkesbury Road, Townsend Street junction. Queuing traffic prevents cyclist access to the stop lines. Providing Advanced Stop Lines and a feeder lane as a solution on westbound approach to Gloucester Road on High Street. ASL on Tewkesbury Road (eastbound) at junction with Townsend Street and Gloucester Road. Potential additional: changes to lane markings and junction entry widths.
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