Lydney Revolutions – the Lydney cycle route scheme
EXECUTIVE SUMMARY
This proposal details a new cycle route scheme for Lydney. The 7 interconnected Links are designed specifically to provide:
safe, pleasant, accessible opportunities for cycling. connectivity to Lydney railway station and Lydney Harbour with the dual effect of enhanced opportunities for tourism and car-free commuting. a safe route to Dean Academy school with the effect of reduced pollution (both noise and air) due to traffic and encourage a healthier lifestyle and increased activity at an early age. connectivity to existing, new and proposed housing developments, avoiding ‘housing islands’, reducing car dependency and strengthening a sense of community within Lydney. connectivity throughout Lydney for utility cycling.
Whilst this scheme will provide opportunities for sport cyclists, the focus is on the social and health benefits of utility and leisure cycling for the entire community.
Multiple studies have demonstrated the excellent benefit to investment ratio for the provision of cycling infrastructure. The Department of Health Study ‘Value for Money: An Economic Assessment of Investment in Walking and Cycling’ states the economic benefit to investment ratio for cycling infrastructure is 19:1. This scheme is an achievable, affordable project that will enhance Lydney, the environment and improve the sense of community.
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CONTENTS
Executive Summary ...... 1
List of tables ...... 3
List of figures ...... 4
Document overview ...... 5
Why cycle? ...... 5
The rationale for the Lydney cycle path scheme ...... 6
Tourism – The Gateway to the Forest ...... 6
Health benefits ...... 6
Reduction in traffic levels ...... 7
Greater social coherency...... 7
An environmentally friendly mode of transport ...... 7
The Lydney cycle route scheme ...... 7
An overview of the Links ...... 7
Link 1 details: Swan road to Lydney Railway station ...... 9
Schematic of the route ...... 9
The Gloucestershire County Council (GCC) route and associated issues ...... 9
Route description for a suitable alternative ...... 10
The necessary investment ...... 11
Link 2 details: Oakdale residential estate to Link 1 ...... 11
Schematic of the route ...... 11
Route description ...... 11
The necessary investment ...... 11
Link 3: Lydney railway station to Lydney Harbour ...... 11
Schematic of the route ...... 11
Route description ...... 12
The necessary investment ...... 12
Link 4: Hams Road to Link 2 ...... 12
Schematic of the route ...... 12 Lydney revolutions – the Lydney cycle route scheme (release 1.1) Page 2 of 22
Route description ...... 13
The necessary investment ...... 13
Link 5: Highfield Hill residential development to Link 2 ...... 13
Schematic of the route ...... 13
Route description ...... 14
The necessary investment ...... 14
Link 6: Dean Academy school to Link 1 ...... 14
Schematic of the route ...... 14
Route description ...... 15
The necessary investment ...... 15
Link 7: Lydney Town Centre to Aylburton ...... 15
Schematic of the route ...... 15
Route description ...... 16
The necessary investment ...... 16
The Overall investment ...... 16
Associated supporting initiatives ...... 17
Annex A - Best practice cycle path development ...... 18
Annex B - Estimating the necessary investment ...... 19
References ...... 22
LIST OF TABLES
Table 1: the routes, their distances and associated social and economic benefits...... 8
Table 2: region of magnitude costs for the Lydney cycle Links...... 17
Table 3: suggested cycling initiatives to encourage cycling within Lydney...... 17
Table 4: baseline installation costs per km...... 19
Table 5: Link 1 investment breakdown...... 19
Table 6: Link 2 investment breakdown...... 20
Table 7: Link 3 investment breakdown...... 20
Table 8: Link 4 investment breakdown...... 20 Lydney revolutions – the Lydney cycle route scheme (release 1.1) Page 3 of 22
Table 9: Link 5 investment breakdown...... 20
Table 10: Link 6 investment breakdown...... 21
Table 11: Link 7 investment breakdown...... 21
LIST OF FIGURES
Figure 1: the Lydney cycle path scheme detailing the 7 Links of the interconnected network routes...... 5
Figure 2: Link 1 map view (subsection from Swan road to A48 underpass)...... 9
Figure 3: Link 1 aerial view (subsection from Swan road to A48 underpass)...... 9
Figure 4: Link 1 map view (subsection from the A48 underpass to Lydney railway station)...... 9
Figure 5: Link 1 aerial view (subsection from the A48 underpass to Lydney railway station) ...... 9
Figure 6: Link 2 map view (Link 1 to Oakdale residential estate)...... 11
Figure 7: Link 2 aerial view (Link 1 to Oakdale residential estate)...... 11
Figure 8: Link 3 map view (Lydney railway station to Lydney Harbour)...... 12
Figure 9: Link 3 aerial view (Lydney railway station to Lydney Harbour)...... 12
Figure 10: Link 4 map view (Hams road to Link 2)...... 13
Figure 11: Link 4 aerial view (Hams road to Link 2)...... 13
Figure 12: Link 5 map view (Highfield Hill residential estate to Link 2)...... 14
Figure 13: Link 5 aerial view (Highfield Hill residential estate to Link 2)...... 14
Figure 14: Link 6 map view (Dean Academy school to Link 1)...... 15
Figure 15: Link 6 aerial view (Dean Academy school to Link 1)...... 15
Figure 16: Link 7 map view (Lydney Town Centre to Aylburton)...... 16
Figure 17: Link 7 aerial view (Lydney Town Centre to Aylburton)...... 16
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DOCUMENT OVERVIEW
The Lydney cycle path scheme is an interconnected network of 7 Links. These Links provide connectivity not just within Lydney but also to Lydney Railway station, Lydney Harbour, Aylburton and an ongoing link to the proposed Lydney to Parkend cycle path. This reinforces the rightful concept of Lydney as ‘The Gateway to the Forest’.
Figure 1.
An overview of the routes in the Link network is shown in
Figure 1: the Lydney cycle path scheme detailing the 7 Links of the interconnected network routes.
The 7 Links are designed to support multiple forms of cycling: utility, leisure, commuting and tourism. This is essential to optimising the social benefits of the scheme.
Breakdown of the investment required to achieve this scheme is detailed later in this document, however, the estimated region of magnitude (RoM) investment range for this scheme is £692,697 to £1,876,845.
WHY CYCLE?
Cycling is a low-impact form of exercise that can be enjoyed by all age ranges, individually, with friends and with family.
Cycling greatly reduces the chances of several serious illnesses, such as:
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Heart disease: the number one cause of death in the UK. According to the Chief Medical Officer, inactive and unfit people have almost double the risk of dying from heart disease compared to fit and healthy people. Diabetes: according to Diabetes UK, physically active people have a 33-50% lower risk of developing type II diabetes compared with inactive people. Cancer: by being physically active, the risk of breast, bowel and womb cancer is reduced. Cancer Research UK says that keeping active could help to prevent more than 3,000 cases of cancer in the UK every year. Mental Health: studies have shown that physical activity can be used to overcome, and even prevent, depression and anxiety. According to the Mental Health Foundation, activity can be as effective as medication and counselling. Dementia: recent research indicates that a lack of exercise is the single most important cause of dementia.
Cycling is also effective at reducing obesity, in particular child obesity.
THE RATIONALE FOR THE LYDNEY CYCLE PATH SCHEME
TOURISM – THE GATEWAY TO THE FOREST
Lydney has a potential branding of ‘The Gateway to the forest’. The provision of a coherent link with the proposed Lydney to Parkend cycle track reinforces this. Lydney will see more visitors as a result of a raised profile and opportunities for leisure cycling.
Tangible benefits:
Increased opportunities for tourism and visitors to Lydney. Increased footfall and visitor spend.
Indirect benefits:
These will accrue due to improved visibility of Lydney as a destination in itself, in contrast to a town just to be passed through to reach the Forest.
HEALTH BENEFITS
The benefits to health are defined elsewhere in this document. Not only does better health improve general well-being but this reduces the cost, strain and load on local and regional medical resources and the transport infrastructure.
Tangible benefits:
Reduced load on the medical infrastructure. A better standard of living.
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REDUCTION IN TRAFFIC LEVELS
The implementation of these cycle routes, with appropriate facilities for safe cycle parking, will increase utility cycling. The consequent reduction in car use will result in a reduction in noise pollution, air pollution and the need for car parking spaces, which can now be reused.
Overall, Lydney would benefit from an improved environment with reduced car use and improved pedestrian areas.
Tangible benefits:
Reduced air pollution. Reduced noise pollution. An improved environment.
GREATER SOCIAL COHERENCY
The 7 routes are designed to provide Links within Lydney residential areas, the town centre, Aylburton, the station and the Harbour. These corridors of connectivity will give a more coherent community. Provision of connecting infrastructure helps to avoid islands of disconnected housing such as that found at Oakdale. Cycling is also a relaxing social activity that avoids the isolating influence of car use. It is also a family activity.
Social benefits:
An improved sense of community. Improved social activity. Provides people with a greater level of exposure to the local area allowing the community to feel part of it.
AN ENVIRONMENTALLY FRIENDLY MODE OF TRANSPORT
Cycling is a sustainable form of transport with a low carbon footprint. Cycling has zero emissions and negligible noise compared to cars.
Tangible benefits:
A reduction in the carbon footprint of Lydney.
THE LYDNEY CYCLE ROUTE SCHEME
AN OVERVIEW OF THE LINKS
Table 1 shows an overview of the proposed routes. There are 7 separate Links, some of which have a dependency on other Links to provide ongoing connectivity. Lydney revolutions – the Lydney cycle route scheme (release 1.1) Page 7 of 22
Link Total Route Social and economic benefits length
Link 1 1450m Between Lydney railway station and the Increased tourism, a raised profile for proposed Lydney to Parkend cycle route Lydney as ‘The Gateway to the Forest’, (presumed to start opposite Swan Road). increased commuter use reducing the use of cars.
Link 2 820m Between Oakdale residential estate and an Opportunities for utility, commuting and intermediate point on Link 1. leisure cycling to and from the Oakdale residential development.
Link 3 1510m Between Lydney railway station (the end of Opportunities for tourism and promotion Link 1) and Lydney Harbour. of leisure cycling.
Link 4 940m Between an intermediate point on Link 2 Opportunities for utility and leisure and Hams Road. cycling from Oakdale and Highfield Hill residential development.
Link 5 1740m Between Lydney and Highfield Hill An easy gradient route for utility, residential development (via Link 2 and Link commuting and leisure cycling to and 1) from the Highfield Hill residential development.
Link 6 475m Between Dean Academy school and Link 1 Opportunities for utility and commuter cycling for Dean Academy school.
Link 7 2230m Lydney Town Centre to Aylburton, to join Opportunities for utility and leisure with Link 1. cycling linking Aylburton, Lydney East and Lydney Baths. Opportunities for tourism, linking the town centre with Link 1
Table 1: the routes, their distances and associated social and economic benefits.
Most of the suggested new routes for these 7 Links would be constructed in a manner similar to the Forestry Commission Parkend to Lydney cycleway. This follows the Sustrans recommendation of:
a 3 metre wide path constructed by a shallow excavation a Geo-textile membrane covered with Type 1 crushed stone, topped with fine to dust limestone rolled to a cambered top. the excavated soil to be laid against the sides and compacted to form a supporting edge.
These paths would not require an Environmental Impact Assessment.
The following sections describe the Links in more detail.
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LINK 1 DETAILS: SWAN ROAD TO LYDNEY RAILWAY STATION
SCHEMATIC OF THE ROUTE
A geographical overview of the route is shown in Figure 2 through to Figure 5. Link 1 is shown in two parts for clarity.
Figure 2: Link 1 map view (subsection from Swan road to A48 Figure 3: Link 1 aerial view (subsection from Swan road to A48 underpass). underpass).
Figure 4: Link 1 map view (subsection from the A48 underpass to Figure 5: Link 1 aerial view (subsection from the A48 underpass to Lydney railway station). Lydney railway station)
THE GLOUCESTERSHIRE COUNTY COUNCIL (GCC) ROUTE AND ASSOCIATED ISSUES
GCC have proposed a Swan Road Link using PROW FLY/21 which runs from Swan Road, south to the Boating Lake, following the route of the Cut (water course). It subsequently uses FLY/24/1 and FLY/89/1 to reach the
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Harbour Road/ A48 bypass roundabout. From here the route follows the existing pavement based cycle path along Harbour Road to the station.
FLY/21 has a surface of compacted scalping and has an average width of 2 metres. The western edge is directly next to the Cut which is a shallow but un-guarded water course. On the east side the ground drops steeply down through a wooded area to the recreation ground.
Unfortunately, due to the sloping nature of the landscape, widening the route to make it safe for dual use would be relatively resource intensive. Furthermore, at the southern end the turn to drop down along FLY/24/1 is very sharp for a cycle route contrary to the identified best practice in cycle path design.
Whilst this initially appears an obvious route it is unsuitable as a mixed pedestrian/cycle route on the grounds of safety.
ROUTE DESCRIPTION FOR A SUITABLE ALTERNATIVE
This Link will connect with the proposed Forestry Commission Parkend to Lydney Cycle route which will run parallel with the B4234 along the Lyd valley. The proposed Gloucestershire County Council Highways Newerne Link will take motor traffic through to the eastern end of Newerne Street. This will give the opportunity to create a cycle priority section of Forest Road with a 20 mph speed restriction to the Swan Road junction.
At this location, a suitable alternative to that described above consists of a bespoke cycle route from the end of Swan Road, entering the lower slopes of the wooded area just before the Football Clubhouse. This woodland is relatively sparse and would benefit from arboricultural management.
The route would cross FLY/24/1, requiring a chicane to protect walkers on that path. South of FLY/24/1 there is an overflow from the cut. This crosses the route to issue into the Lyd and thus would require a small bridge or culvert.
Beyond this point, the cycle route joins an existing, non-definitive path which goes through an underpass under the A48 bypass which also carries the river Lyd. This path is wide, has a guard rail on the river side and also has good headroom.
By removing the need to cross the A48, the route favoured above complies with the Sustrans core principles (Annex A) of:
‘being safe and perceived as safe’, ‘result in minimal detours or delays’ ‘be designed to avoid complicated manoeuvres’ ‘minimise impacts of noise, spray and headlight dazzle from other traffic’
Beyond the underpass the route would turn left over the river Lyd via a new bridge then right along the river bank to reach Station Road just north of the Dean Forest Railway level crossing. The route then crosses Station road to follow the current pavement cycle way to the Station.
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THE NECESSARY INVESTMENT
The estimated investment for this route is in the range of £125,536 to £370,800. Details of these figures are provided in Annex B.
LINK 2 DETAILS: OAKDALE RESIDENTIAL ESTATE TO LINK 1
SCHEMATIC OF THE ROUTE
A geographical overview of the route is shown in Figure 6 and Figure 7.
Figure 6: Link 2 map view (Link 1 to Oakdale residential estate). Figure 7: Link 2 aerial view (Link 1 to Oakdale residential estate).
ROUTE DESCRIPTION
The original route of FLY/84/2 from Par Four Lane is still available and would be used as a cycle/pedestrian route into Cambourne Place. A new path would be created to link Cambourne Place to run across open ground south of the boating lake to join the Link 1 route near the Severn Trent pumping station.
THE NECESSARY INVESTMENT
The estimated investment for this route is in the range of £115,620 to £346,860. Details of these figures are provided in Annex B.
LINK 3: LYDNEY RAILWAY STATION TO LYDNEY HARBOUR
SCHEMATIC OF THE ROUTE
A geographical overview of the route is shown in Figure 8 and Figure 9.
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Figure 8: Link 3 map view (Lydney railway station to Lydney Figure 9: Link 3 aerial view (Lydney railway station to Lydney Harbour). Harbour).
ROUTE DESCRIPTION
This route will depend upon the headroom of the proposed Lydney Station rail crossing and its suitability for cyclists. If the underpass is unsuitable for cyclists then the alternative is to use the road level crossing. However, the road level crossing is notorious for delays and relying on this option is contrary to the Sustrans Core principle of ‘resulting in minimal detours or delays.’
Following the railway crossing the route would turn right via the lane towards the sewer farm then left along the permissive path down the west side of the Harbour. This is a good level roller cinder track currently suitable for pedestrian use. It would need little work to cut back the side undergrowth and upgrade the full surface for dual use.
THE NECESSARY INVESTMENT
The estimated investment for this route is in the range of £53,873 to £127,897. Details of these figures are provided in Annex B.
LINK 4: HAMS ROAD TO LINK 2
SCHEMATIC OF THE ROUTE
A geographical overview of the route is shown in Figure 10 and Figure 11.
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Figure 10: Link 4 map view (Hams road to Link 2). Figure 11: Link 4 aerial view (Hams road to Link 2).
ROUTE DESCRIPTION
From Hams Road opposite Tutnalls Street FLY/24/4 passes along the east side of the Recreation Ground following the river Lyd to join FLY/84/1. Both these PROWs are tarmac surfaced and of suitable width. Beyond the Boating lake the route connects with route 2 (Oakdale residential estate Link).
THE NECESSARY INVESTMENT
The estimated investment for this route is in the range of £36,988 to £73,928. Details of these figures are provided in Annex B.
LINK 5: HIGHFIELD HILL RESIDENTIAL DEVELOPMENT TO LINK 2
SCHEMATIC OF THE ROUTE
A geographical overview of the route is shown in Figure 12 and Figure 13.
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Figure 12: Link 5 map view (Highfield Hill residential estate to Link Figure 13: Link 5 aerial view (Highfield Hill residential estate to 2). Link 2).
ROUTE DESCRIPTION
The proposed East of Lydney development requires the provision of pedestrian/cycle access to the town centre and railway station. This can be provided by developing and upgrading the original Public Rights of Way over the old golf course to Naas Lane near Crump Farm (FLY/86 & FLY/39).
Beyond Crump Farm the area beside the watercourse running down from near the old Rodley Manor to Crump Farm lends itself to becoming an attractive linear park with a pedestrian/ cycle way to replace the current Public Right of Way (FLY/36) which will be lost within the estate.
THE NECESSARY INVESTMENT
The estimated investment for this route is in the range of £245,340 to £736,020. Details of these figures are provided in Annex B.
LINK 6: DEAN ACADEMY SCHOOL TO LINK 1
SCHEMATIC OF THE ROUTE
A geographical overview of the route is shown in Figure 14 and Figure 15.
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Figure 14: Link 6 map view (Dean Academy school to Link 1). Figure 15: Link 6 aerial view (Dean Academy school to Link 1).
ROUTE DESCRIPTION
This route will connect with Link 1 requiring a new cycle path to link with the existing cycle paths on Church Road. This cycle path will require a railway crossing to traverse the Dean Forest railway in the region of St Mary’s Halt. Following this the route would link with Station Road, possibly via the Church grounds.
THE NECESSARY INVESTMENT
The estimated investment for this route is in the range of £21,150 to £63,450. Details of these figures are provided in Annex B.
LINK 7: LYDNEY TOWN CENTRE TO AYLBURTON
SCHEMATIC OF THE ROUTE
A geographical overview of the route is shown in Figure 14 and Figure 15.
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Figure 16: Link 7 map view (Lydney Town Centre to Aylburton). Figure 17: Link 7 aerial view (Lydney Town Centre to Aylburton).
ROUTE DESCRIPTION
This route will connect Lydney Town Centre with Link 1, Lydney East, Lydney Baths and Aylburton. The route will use cycle lanes marked on Newerne St, Hill St and High St. At the edge of Lydney a shared path would be used to link to Aylburton.
THE NECESSARY INVESTMENT
The estimated investment for this route is in the range of £79,190 to £157,890. Details of these figures are provided in Annex B.
THE OVERALL INVESTMENT
Table 2 provides an estimate of the region of magnitude (RoM) investment required to complete the Lydney Cycle Links scheme. These figures are based on costs from cycle route case studies. It is to be noted that there are considerable variations in case study implementation costs due to differing needs for bespoke engineering on the route, such as bridges, bridge repairs, ramps etc.
In general, the routes described in the Lydney cycle route scheme have few bespoke requirements so it is expected that the investment estimates will be towards the lower bounds.
The total estimated investment required to complete the Lydney cycle route scheme is in the range £608,507 to £1,718,955.
Link Investment (lower bound) Investment (upper bound)
Link 1 £125,536 £370,800
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Link 2 £115,620 £346,860
Link 3 £63,873 £127,897
Link 4 £36,988 £73,928
Link 5 £245,340 £736,020
Link 6 £21,150 £63,450
Link 7 £79,190 £157,890
Table 2: region of magnitude costs for the Lydney cycle Links.
ASSOCIATED SUPPORTING INITIATIVES
The aim of this scheme is to increase cycling use. As stated, this route network is designed to appeal to multiple types of cyclist. In order to improve usage Table 3 lists possible initiatives that could be used to raise awareness and encourage the use of the cycle routes.
Cycling type Initiative
Utility cycling Approach cycle supply vendors to ensure they carry appropriate equipment. Ensure that there are sufficient cycle parking opportunities within Lydney.
Commuting Publicise the cycle to work scheme, request local employers to provide facilities for cyclists. Work in tandem with the Lydney Station master plan. Work with the local schools to improve road knowledge and ensure that facilities are available for student cycling.
Tourism Improve tourism publicity.
Schools Ensure that training courses are available to schools. Ensure that schools encourage cycling and have provision for supporting infrastructure (such as cycle sheds).
Table 3: suggested cycling initiatives to encourage cycling within Lydney.
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ANNEX A - BEST PRACTICE CYCLE PATH DEVELOPMENT
The Department for Transport has published Local Transport Note 1/12, ‘Shared Use Routes for Pedestrians and Cyclists’. This is a highly informative document and notes the core design principles of:
Convenience; Accessibility; Safety; Comfort; and Attractiveness.
The charity Sustrans has been responsible for the creation of the National Cycle Network consisting of approximately 13000 miles of signed cycle routes within the UK. As such Sustrans have considerable experience of the development of successful cycle routes. The Sustrans resource ‘Handbook for cycle-friendly design’ (April 2014) contains considerable detail on the design of cycle routes, however, the basic core principles are as follows:
Coherence • link all potential origins and destinations • be continuous and recognisable • offer consistent standard of protection throughout • be properly signed • include well located cycle parking
Directness • be based on desire lines • result in minimal detours or delays • provide a positive advantage in terms of directness and priority over motor traffic
Safety • be safe and perceived as safe • provide personal security • limit conflict between cyclists and pedestrians and other vehicles
Comfort • be smooth, non-slip, well maintained, drained and free of debris • have sufficient width for the level of use • have easy gradients • be designed to avoid complicated manoeuvres • enable cyclists to maintain momentum • minimise impacts of noise, spray and headlight dazzle from other traffic
Attractiveness • be attractive and interesting • integrate with and complement their surroundings • contribute to good urban design • enhance personal security • be well maintained
It is noted that this are fundamentally similar to those of the Department of Transport. It is the intent of this network to apply these guiding principles to the cycle routes.
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ANNEX B - ESTIMATING THE NECESSARY INVESTMENT
SusTrans provide indicative 2007 costs for various types of cycle path required for an entire route. These have been adjusted to a 2014 cost baseline using an inflation multiplier of 1.21. The types of path chosen are detailed in Table 4 and are suitable for an approximation of the required investment.
Type Cost range (2007) (£ / km) 2014 adjusted price (£/km)
Cycle track with simple junctions 116,500 350,000 141,000 423,000
Shared path (conversion), few junctions. 35,000 70,000 42,300 84,700
Cycle lane with few junctions 23,500 46,500 28,430 56,250
Table 4: baseline installation costs per km.
These three basic types are used to define the Lydney cycle route scheme. To estimate the investment, each Link is broken down into the distance of each type and this is used in conjunction with Table 4 to calculate the overall necessary investment.
Table 5 to Table 10 provide a detailed breakdown of the investment required on a per link basis. For each Link, minimum and maximum values are estimated.
Link 1 Cycle track Shared path Cycle lane with few Existing (m) conversion (m) junctions (m) path (m)
Swan Road to Recreation Trust Ground 0 0 200 0
Recreation Trust Ground to A48 650 0 0 0
A48 to Dean Forest Railway crossing link road 200 0 0 0
Station road existing cycle path 0 0 0 400
TOTALS 850 0 200 400
Investment minimum £125,536
Investment maximum £370,800
Table 5: Link 1 investment breakdown.
Link 2 Cycle track Shared path Cycle lane with few Existing (m) conversion (m) junctions (m) path (m)
Link 1 to Oakdale estate 0 0 0 0
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TOTALS 820 0 0 0
Investment minimum £115,620
Investment maximum £370,800
Table 6: Link 2 investment breakdown.
Link 3 Cycle track Shared path Cycle lane with few Existing (m) conversion (m) junctions (m) path (m)
Lydney Railway Station to Lydney Harbour 0 1510 0 0
TOTALS 0 1510 0 0
Investment minimum £63,873
Investment maximum £127,897
Table 7: Link 3 investment breakdown.
Link 4 Cycle track Shared path Cycle lane with few Existing (m) conversion (m) junctions (m) path (m)
Hams Road section 0 0 200 0
Recreation Trust section 0 740 0 0
TOTALS 0 740 0 0
Investment minimum £36,988
Investment maximum £73,928
Table 8: Link 4 investment breakdown.
Link 5 Cycle track Shared path Cycle lane with few Existing (m) conversion (m) junctions (m) path (m)
Entire section 1740 0 0 0
TOTALS 1740 0 0 0
Investment minimum £245,340
Investment maximum £736,020
Table 9: Link 5 investment breakdown.
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Link 6 Cycle track Shared path Cycle lane with few Existing (m) conversion (m) junctions (m) path (m)
Link 1 to Church Road 150 0 0 0
Church Road to Dean Academy School 0 0 0 325
TOTALS 150 0 0 325
Investment minimum £21,150
Investment maximum £63,450
Table 10: Link 6 investment breakdown.
Link 7 Cycle track Shared path Cycle lane with few Existing (m) conversion (m) junctions (m) path (m)
Newerne St to High St 0 0 1000 0
High St to Aylburton 0 1200 0 0
TOTALS 0 1200 1000 0
Investment minimum £79,190
Investment maximum £157,890
Table 11: Link 7 investment breakdown.
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REFERENCES
‘Value for Money: An Economic Assessment of Investment in Walking and Cycling’, Department of Health, March 2010
‘Shared Use Routes for Pedestrians and Cyclists’, Department of Transport Local Transport Note 1/12, September 2012
‘Handbook for cycle-friendly design’, Sustrans Design Manual, , April 2014
‘Connect2 and Greenway Design Guide’, Sustrans
‘Cost-benefit analyses of walking and cycling track networks taking into account insecurity, health effects and external costs of motorized traffic’, Transportation Research Part A: Policy and Practice, Volume 38, Issue 8, pp593-606.
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