Derby City Council

Cycling in Derby Toolkit

A Cycling Strategy for Derby

July 2009

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Contents

Page 1 Introduction 1 1.1 Aims 1 1.2 Underlying Principles 1 1.3 Present Situation for Cyclists 3 1.4 Cycling England Board Guidance to Cycling Towns and City 5 2 Policy Toolkit 7 2.1 Introduction 7 2.2 National Policy Context 7 2.3 Regional Policy Context 7 2.4 Local Policy Context 9 3 Cycle Audit and Review Toolkit 12 3.1 Introduction 12 3.2 Design Checklist 12 4 Infrastructure Proposals 18 4.1 Methodology 18 4.2 Accident Data Review 18 4.3 North West Quarter Recommendations 20 4.4 North East Quarter Recommendations 25 4.5 South West Quarter Recommendations 26 4.6 South East Quarter Recommendations 31 4.7 Prioritised summary of potential schemes 33 5 Cycle Forum Feedback Maps 34

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Page 3 of 40 Derby City Council Cycling in Derby Toolkit A Cycling Strategy for Derby

1 Introduction

1.1 Aims

Derby has higher levels of cycling than the national average, and over the years, the programme of investment in routes through LTP funding, developer contributions and other sources such as the National Cycle Network has created a skeletal network for the town. Cycle Derby implemented a successful range of training and promotional measures aimed at attracting young people to cycling and is now moving into its second phase of funding to 2011. This work is continuing to expand but the Council also seeks to undertake infrastructure improvements to further develop its investment in cycling and offer greater continuity of cycle route provision. This report aims to provide officers with the policy context and justifications for investments in cycling and to highlight some of the infrastructure issues to be tackled to help encourage more cycling in Derby that will build on the success of the promotional work undertaken by Cycle Derby during the first 3 years of the Cycling Towns initiative. Broadly, the strategy aims to connect existing and planned cycling infrastructure, to provide a coherent network within and across the city centre and serves key desire lines. In order to do this it was agreed by the Council in November 2008 that they would seek Cycling England support for the following:

• To develop a toolkit and methodology/design standards to be applied to all infrastructure schemes by March 2009.

• To undertake a review/audit of cycle provision by end of April 2009 that will identify areas for improvement / extension of the network.

• To prepare a prioritised programme of works.

• Develop and deliver a training programme for Council and other stakeholders The prioritised programme of work will include recommendations for:

• Site improvements to help to reduce discontinuity or to improve safety.

• Signage to provide orientation to major trip generators, and to link radial routes through the city centre.

• Secure, convenient cycle parking

1.2 Underlying Principles

Key audience Cycle Derby has delivered some infrastructure improvements through the Cycling Demonstration Town funding, principally involving areas immediately around schools and secure cycle parking within schools, as well as specific facilities to support community involvement in cycling such as a BMX track. One of the ongoing results of the programme is an increasing number of young people trained with the skills and confidence to undertake local trips by bicycle. Derby City Council made a decision to invest in infrastructure improvements during the 2009-11 period of Cycling Town status in November 2008. It was then agreed at the Derby Cycle Forum meeting in January 2009 that the key audiences for infrastructure investment should be utility cyclists making local journeys to education, shops, work and other attractors (including sports centres for example). There was some discussion about what constituted a ‘utility’ journey but essentially the idea was that priority should go to sites that benefit utility trips rather than those where leisure or tourism is likely to be the primary journey purpose. It was also noted that there are several urban extensions planned in the south of the city, where new infrastructure should be integrated into the planning brief and C:\PROGRAM FILES Page 1 Ove Arup & Partners Ltd (X86)\NEEVIA.COM\DOCCONVERTERPRO\TEMP\NVDC\98E5CED3-649A- Issue 3 July 2009 4828-8898-9541A9331AC5\C0FF4D25-9533-4341-B9F8-772E1E1CF731.DOC

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scheme design. This report therefore concentrates primarily on connections to existing journey attractors and links into the existing cycle route network. Infrastructure Provision Some towns in the Netherlands and Denmark (and new towns such as Milton Keynes and Stevenage in the UK) provide extensive cycle track networks almost fully segregated from traffic except in town centres and residential access streets. These networks are expensive to construct and to retro-fit them into existing streets would require a very robust commitment to restrictions on on-street parking in order to release the necessary space. Other towns and cities such as Amsterdam, London and Stuttgart offer networks based largely on existing roads and achieved through a variety of traffic restrictions, road closures, bus lanes, contraflows, cycle lanes, routes through parks and junction and crossing improvements. This kind of network is more achievable in the short to medium term, and as can be seen in parts of central London, offers the opportunity to consolidate and improve routes as cycling increases in popularity and public and political acceptance of reallocation of road space becomes more extensive. The infrastructure strategy was discussed with Council officers and with Derby Cycle Forum during January 2009 and it was agreed that a Dutch-style segregated network was probably unachievable in Derby and not necessarily appropriate. The starting point for infrastructure provision should be broadly in line with the philosophy of LTN 2-08, Cycle Infrastructure Design, which sets out a hierarchy of provision as below. This also complements activities such as travel planning which seek to encourage a move away from car travel for local journeys. Hierarchy of Provision

Consider first Traffic volume reduction

Traffic speed reduction

Junction treatment, hazard site treatment, traffic management

Reallocation of carriageway space

Cycle tracks away from roads

Consider last Conversion of footways/footpaths to shared-use for pedestrians and cyclists

This approach seeks to reduce danger to cyclists and other road users by removing heavy traffic from cycle routes if at all possible, or reducing traffic speeds to help reduce the likelihood and severity of an injury accident. Such an approach, applied with rigour, integrates cycling into the general traffic management and casualty reduction strategies of the Council rather than seeing it as a separate ‘add on’ item. It is particularly beneficial for example, when designing bus lanes, because the designers will automatically recognise that the bus lane is also functioning as a ‘cycle facility’ and therefore the needs of cyclists will be considered. The hierarchy is not to be used as a ‘dogma’ however, and there are clearly circumstances where off-carriageway provision is going to be the most attractive and appropriate option for all users such as alongside trunk roads, at major multi-lane junctions and where primary schools are situated close to main roads. At times it may be necessary to offer both on and off-road facilities at the same site, sometimes referred to as ‘dual provision’. This is discussed in more detail in LTN 2-08. Some ‘key design’ features of the cycle route network are identified at the end of this section.

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The strategy also takes account of the most recent thinking on streetscape (see LTN 1-08, Traffic Management and Streetscape), and is sympathetic to the public realm improvements that have taken place and are planned. The study considers a range of mixed priority routes, opportunities for cycle contraflow, shared space and ‘naked streets’ approaches to provision within the core part of the city, as well as more segregated facilities such as cycle tracks on key radials. Proposals for cyclists should not disadvantage pedestrians or public transport users and should be sensitive to the concerns of those with disabilities.

Cycle Network – Key Design Features The proposals for the network in Derby recognise five main criteria for network design.

♦ Coherence : The cycling infrastructure should form a coherent entity, linking all trip origins and destinations; with a continuous level of provision;

♦ Directness : Routes should be as direct as possible, based on desire lines, since detours and delays will deter use;

♦ Attractiveness: Routes must be attractive to cyclists on subjective as well as objective criteria. Lighting, personal safety, aesthetics, noise and integration with the surrounding area are important;

♦ Safety : Designs should minimise the danger for cyclists and other road users; and ♦ Comfort: Cycle routes need smooth, well-maintained surfaces, regular sweeping, and gentle gradients. Routes must be convenient to use and avoid complicated manoeuvres and interruptions.

One important feature within the Cycling Towns is that the infrastructure itself is an opportunity to positively encourage cycling. This means that ‘perceived safety’ concerns are almost as important as responding to actual casualties and personal security issues. If people ‘think’ that a site is not safe, either because of fears of road safety, or due to crime, they will not use it. Local cyclists, Citizens Panels, Ward Councillors and other community groups can help to identify and prioritise areas of concern. Sometimes it may be necessary to offer dual provision to cater for different levels of confidence, for example, to include both a cycle track and a cycle lane or junction treatment along the same piece of road.

1.3 Present Situation for Cyclists

Cycle routes The two main off-road routes for cyclists follow the river and a former canal (National Cycle Network Route 6 south of Little Chester through to Allenton, and east along the Derwent). Together they provide very useful and well-used routes. There is also a signed ‘orbital’ cycle route (RCR 66) which circles the city in a 27 mile loop using quiet roads and off-road connections. National Cycle Network routes 54/68 enter the city centre from the west along relatively quiet roads to Friar Gate, with access to vehicle restricted Victoria and Albert St and across the river at Derwent St. There are also extensive segregated cycle routes on wide footways at Pride Park and alongside some radial routes such as at Uttoxeter Road in the vicinity of the Derby City hospital, and along Traffic St immediately south east of the city centre. There are also cycle tracks of varying quality alongside the A52, A6 and parts of the A38.

There are some good signed ‘short cuts’ for cyclists such as the city centre to station, and the route into the station via Keble Close from Osmaston Road. There are extensive parts of the city where there is no special provision for cyclists. In many cases, the existing road network is perfectly adequate although potential cyclists might benefit from some direction signing to help them. Derby has recently introduced signs

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with journey times on in the south of the city. These can help to highlight how ‘quick’ cycle journey times are compared to the time to drive, but at present routes are discontinuous and difficult to follow without a map. There are many parts of the cycle route network that offer reasonably well signed and continuous routes but to the ‘potential cyclist’, sitting in a car on a congested major radial road for example, these routes are almost completely hidden from view. More prominent infrastructure treatments along and across some of the main traffic routes may help to publicise and raise awareness of the cycle route network and Derby’s status as a Cycling Demonstration Town.

Photo: Prominent scheme on Exeter Bridge Some significant barriers to cycling in Derby noted during site visits include: • Crossing major strategic roads such as the A38, A6 and A52 which run close to the city centre and isolate some residential areas; • Negotiating and crossing the inner ring road and gyratory systems at the edge of the city centre

• Access through the city centre itself – south to north journeys are difficult due to one-way systems and pedestrianised areas in which cycling is banned; • Width restrictions and parking on some of the more minor radials lead to ‘pinch points’ for cyclists; • There are a number of major junctions where gyratory systems, multiple lanes, large roundabouts or signal timing makes cycling hazardous, even for experienced cyclists. • There are some unsurfaced off-road routes where mud and/or potholes makes them unsuitable for commuting.

Cycle Parking Derby City Council has installed over 100 'Sheffield' type cycle stands in the city centre and district centres. There is a Closed Circuit Television System (CCTV) in the city centre, which has helped reduce crime, and many of the central cycle parking stands are covered by CCTV. C:\PROGRAM FILES Page 4 Ove Arup & Partners Ltd (X86)\NEEVIA.COM\DOCCONVERTERPRO\TEMP\NVDC\98E5CED3-649A- Issue 3 July 2009 4828-8898-9541A9331AC5\C0FF4D25-9533-4341-B9F8-772E1E1CF731.DOC

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There are cycle lockers in the Chapel Street and Assembly Rooms car parks which are free of charge and enable cyclists to leave bags, shopping and helmets etc on their bikes while walking around the city centre. Cyclists need their own locks to secure them. http://www.derby.gov.uk/TransportStreets/cycling/Cyclingcyclesecurity.htm There are cycle parking (Sheffield stands) on the platform at the main railway station, and this is due to be improved and extended in the station refurbishment that is planned. There does not appear to be any supplementary planning guidance that could be used to determine the amount and type of cycle parking equipment provided in new development. If this is the case, there is an opportunity to create such guidance. It is particularly important as there are significant residential and business developments planned for the south of the city, where areas north of the A50 will form urban extensions.

Photo: Small clusters of sheffield stands are appropriate for short stay city centre parking

1.4 Cycling England Board Guidance to Cycling Towns and City

Following a round of site visits to the ‘new’ Cycling Towns and a review of their workplans, the Cycling England Board identified some recurring themes and ideas that could be developed in the infrastructure, including trialling of innovative designs where towns wished to pursue these. The ideas were noted in a letter from Phillip Darnton sent to all Programme Managers. The Cycling England Board expects the Cycling Towns / City to be at the forefront of best practice and innovation in all aspects of their programmes and encourages innovation where it is anticipated to improve outcome delivery. Such innovation can be expected to lead to trialling schemes beyond current DfT advice and guidance and in such cases Cycling England will assist with obtaining authorisation. Cycling towns should particularly encourage measures particularly aimed at new/returning cyclists. In doing so they will be expected to provide wherever possible: • Advanced Stop Lines • Contraflow cycling in one-way streets, with or without a cycle lane/track • Permeability of central areas including cycle access to vehicle restricted zones • Single stage Toucan crossings of wide roads in preference to staggered crossings C:\PROGRAM FILES Page 5 Ove Arup & Partners Ltd (X86)\NEEVIA.COM\DOCCONVERTERPRO\TEMP\NVDC\98E5CED3-649A- Issue 3 July 2009 4828-8898-9541A9331AC5\C0FF4D25-9533-4341-B9F8-772E1E1CF731.DOC

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• Ensuring that the cycle aspects on Toucan crossings are easily visible by using ‘far- side’ aspects or additional near side aspects mounted higher on the pole. • Continuity of routes, especially at road crossings of cycle tracks.

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2 Policy Toolkit

2.1 Introduction

A Cycling Town is expected to demonstrate its political commitment to cycling, but despite this, it can still be difficult to secure support for cycling infrastructure measures. This section of the toolkit seeks to highlight national and local policies that can be used by the Council to provide referenced background evidence in support of schemes.

2.2 National Policy Context

In the Department for Transport’s (DfT) "A Sustainable Future for Cycling" a continued commitment to encouraging the take up of cycling is outlined. In the report the Secretary of State for Transport states that:

“Cycling has a major role to play in any sustainable transport strategy.” (DfT, 2008 p.3) The reason that cycling is so crucial to such a policy is because it contributes to every one of the five goals set out in the transport strategy “Towards a Sustainable Transport System: Supporting Economic Growth in a Low Carbon World” published by the DfT October 2007:

• competitiveness and productivity

• climate change

• health, security and safety

• quality of life

• equality of opportunity (DfT, 2008 p.5) The document was published in response to the Eddington Transport Study (2006), which highlighted transport's pivotal role in supporting the UK's future economic success, and the Stern Review which discussed the economic impact of Climate Change.

The more recent DfT publication “Delivering a Sustainable Transport System” (DfT, 2008) sets the same goals and reiterates the role which cycling can play in achieving them through its contribution to: economic growth; reducing greenhouse gas emissions; enhancing the local environment; improving public and personal health and; improving accessibility.

2.3 Regional Policy Context

East Midlands Regional Plan The East Midlands Regional Plan was published in March 2009 by the Government Office for the East Midlands. It provides a broad development strategy for the East Midlands up to 2026 and represents the spatial element of the East Midlands Integrated Regional Strategy (IRS). The Regional Plan identifies the scale and distribution of provision for new housing and sets out priorities for the environment, transport, infrastructure, economic development, agriculture, energy, minerals and waste treatment and disposal. The Regional Transport Strategy (RTS) is incorporated into the Regional Plan. The RTS acknowledges the importance of cycling in achieving many of the regional objectives, however, cycling also has a key role in realising a number of policies outside the RTS. These policies include: Policy 1 - Regional Core Objectives To secure the delivery of sustainable development within the East Midlands, all strategies, plans and programmes having a spatial impact should improve accessibility to jobs, homes and services through the promotion and integration of opportunities for walking and cycling. Policy 2 - Promoting Better Design

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The layout, design and construction of new development should be continuously improved, including in terms of reducing CO2 emissions and providing resilience to future climate change by locating and designing access from new development to local facilities on foot, by cycle or by public transport. Policy 12 - Development in the Three Cities Sub-area Development should support the continued growth and regeneration of Derby, Leicester and Nottingham, and maintain and strengthen the economic, commercial and cultural roles of all three cities in accordance with the policies and proposals described in the Three Cities Sub- Regional Strategy. This will be achieved by ensuring that the agreed Growth Point Programme of Delivery for the 3 Cities and 3 Counties is achieved both in overall numbers of dwellings and in the agreed phasing of development and that provision is made for the enhancement of transport links and public transport accessibility both within and between the cities, to reduce car use, especially commuting. Policy 42 - Regional Priorities for Tourism Local Authorities, EMDA, Sub-Regional Strategic Partnerships and other relevant public bodies should seek to identify areas of potential for tourism growth which maximise economic benefit whilst minimising adverse impact on the environment and local amenity. Potentially adverse effects on internationally designated nature conservation sites should be avoided or mitigated. Measures should include:

• Provision for additional tourist facilities including accommodation close to popular destinations that have adequate environmental and infrastructure capacity, particularly those within walking and cycling distance;

• Improvements in the quality of existing facilities and services; and

• Improvements to the accessibility by public transport and other non-car modes.

Regional Transport Strategy The core strategy of the RTS focuses on encouraging the development of sustainable travel patterns. Cycling-related policies aim to achieve this through:-

• Reducing the need to travel, especially by car, and managing traffic growth and congestion and;

• Significantly improving opportunities for walking and cycling The following policies taken from the RTS relate specifically to cycling: Policy 43 - Regional Transport Objectives The development of transport infrastructure and services across the Region should be consistent with a number of objectives including the following which relate specifically to cycling:

• To improve safety across the Region and reduce congestion, particularly within the Region’s Principal Urban Areas and on major inter-urban corridors;

• To reduce traffic growth across the Region; and

• To improve air quality and reduce carbon emission from transport by reducing the need to travel and promoting modal shift away from the private car, (particularly towards walking, cycling and public transport and away from other road based transport) and encouraging and supporting innovative transport technologies.

Policy 44 –Three Cities Sub-area Transport Objectives

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Objective T1 aims to reduce the use of the car in and around Nottingham, Derby and Leicester and promote a step change increase in the quality and quantity of local public transport provision, and facilities to encourage walking and cycling. Policy 45 - Regional Approach to Traffic Growth Reduction Local authorities, public and local bodies, and service providers should work together to achieve a progressive reduction over time in the rate of traffic growth in the East Midlands and support delivery of the national PSA congestion target. This should be achieved by promoting measures which include:

• Encouraging behavioural change and;

• Encouraging cycling and walking for short journeys. Policy 46 - A Regional Approach to Behavioural Change The Regional Planning Body, with Government, public and local bodies, and service providers, should work together to implement measures for behavioural change to encourage a reduction in the need to travel and to change public attitudes towards car usage and public transport, walking and cycling. Such measures should be coordinated with the implementation of other policies in the RTS and in the Local Transport Plans and Local Development Frameworks, and include cycling-related policies such as:

• Developing and enforcing Travel Plans for both new and existing developments to reduce traffic movements and safeguard transport infrastructure;

• Travel awareness programmes;

• Educational programmes;

• Reducing speed limits where appropriate to increase safety for all road users; and the provision of safe routes for pedestrians and cyclists, convenient access to buildings and;

• Sufficient secure cycle parking in new developments.

2.4 Local Policy Context

Derby Local Transport Plan The Derby Joint Local Transport Plan 2006 – 2011 (LTP2) sets out the overall vision for transport and the contributory objectives. The central focus of the LTP is the transport vision which recognises that people need transport to access work, education, health facilities and food shopping and also contributes significantly to people’s quality of life. The vision focuses on the transport outcomes that support the wider visions of the Derby Joint LTP area, those of the City and County Councils as well as complementing those of the main Local Strategic Partnerships, the Derby City Partnership and Derbyshire Partnership Forum. The LTP2 transport vision is:

“To develop and maintain an integrated transport network which promotes safety and sustainability and contributes to creating a better quality of life for people living, working or visiting the Derby Joint LTP area.” The overarching objectives which support the vision are: 1. To manage the transport network effectively to provide network efficiency, reduce unnecessary delays, and facilitate economic activity; 2. To maintain and improve the transport infrastructure; 3. To develop and maintain a combined land use and transport system that provides good access to key facilities and services for all residents and visitors to the Derby Joint LTP area, particularly those from disadvantaged communities; C:\PROGRAM FILES Page 9 Ove Arup & Partners Ltd (X86)\NEEVIA.COM\DOCCONVERTERPRO\TEMP\NVDC\98E5CED3-649A- Issue 3 July 2009 4828-8898-9541A9331AC5\C0FF4D25-9533-4341-B9F8-772E1E1CF731.DOC

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4. To maintain and improve accessibility to facilities and services for pedestrians, cyclists and bus users, and particularly for disadvantaged people; 5. To reduce road accident casualties, particularly for vulnerable road users and disadvantaged communities; 6. To maintain and improve transport and community safety and security, including reducing perceived danger; 7. To promote and encourage healthier and more sustainable travel choices; 8. To enhance air quality in the Derby Joint LTP area, particularly within Air Quality Management Areas, AQMAs;

9. To contribute towards reducing the UK’s transport impact on climate change and ; 10. To improve environmental conditions for communities in the LTP area by reducing the adverse effects of transport and enhancing the sense of place through greater social interaction and natural surveillance.

Cycling contributes to most of LTP2’s overarching objectives, and this cycling strategy sets out how a range of measures will help to achieve these objectives. LTP2 also includes a long term transport strategy that has been developed based on the findings of the Derby Area Transport Study (DATS) carried out as part of developing LTP2. DATS involved extensive consultation to appraise existing and future transport problems and opportunities, and it related them to economic, social and environmental factors.

Cycling Demonstration Town In October 2005, Derby City Council was successful in securing funding from Cycling England to become one of six Cycling Demonstration Towns. Derby was awarded £1.5million which was match funded from other sources and used to make Derby a more cycle friendly place through the provision of safety training and by encouraging more people to take up cycling with an extensive promotional campaign. The main objectives are:

• Increase the amount and the quality of cycle training for children;

• Improve cycle storage in schools and;

• Promote cycling as a fun, safe and healthy form of transport.

To date, Cycle Derby’s main focus has been on the town’s 100,000 under-25s through cycle training and the promotion of Derby’s well-developed network of on and off-road cycle routes.

Benefits of Cycling

The recent DfT publication “Delivering a Sustainable Transport System” (DfT, 2008) sets goals to achieve a sustainable transport system and reiterates the role which cycling can play in achieving them through its contribution to:

• economic growth;

• reducing greenhouse gas emissions;

• enhancing the local environment;

• improving public and personal health and;

• improving accessibility. Cycling helps tackle congestion, local air pollution and the emissions that cause climate change. Increased levels of cycling also lead to a fitter, healthier nation, which is particularly important against the current background of rising obesity levels (DfT, 2008 p.3). It is clear C:\PROGRAM FILES Page 10 Ove Arup & Partners Ltd (X86)\NEEVIA.COM\DOCCONVERTERPRO\TEMP\NVDC\98E5CED3-649A- Issue 3 July 2009 4828-8898-9541A9331AC5\C0FF4D25-9533-4341-B9F8-772E1E1CF731.DOC

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that cycling is an area where substantial gains can be achieved from increased levels of investment. Cycling is a particularly good option for short journeys. With 41% of all trips less than two miles, a distance which can easily be cycled in about 15 minutes. Nearly a quarter of all car trips are under two miles and 56% are less than 5 miles so there is considerable scope for increasing the number of cycling trips (DfT, 2008 p.5). Cycling has also been shown to be a crucial life skill, helping young people to develop the crucial ability to assess and navigate through risk. At present only 1.5% of all trips on average are by cycle. Work by specialist economic consultancy SQW has shown that a 20% increase from the current level of cycling in the UK in 2012 would release a cumulative saving of £500million by 2015. An increase of 50% would unlock more than £1.3billion through savings in congestion, pollution and healthcare.

These are conservative values, accounting only for those benefits which can be quantified. No account is taken of the contribution of cycling to factors such as:

• Protecting children against obesity

• Improvement in physical development

• Quality of life in communities

• Wealth generation through tourism and leisure pursuits

• Potential for a reduction in the rate of road accidents Even with such omissions the economic benefits of increasing cycling levels make a strong case for continued investment in cycling.

References Valuing the Benefits of Cycling. SQW June 2007 Available at:- http://www.cyclingengland.co.uk/encouraging-cycling/benefits-of-cycling/ Benefits of Cycling, Cycling England Available at:- http://www.cyclingengland.co.uk/encouraging-cycling/benefits-of-cycling/ Delivering a Sustainable Transport System (DfT, 2008) A Sustainable Future for Cycling (DfT, 2008) Towards a Sustainable Transport System: Supporting Economic Growth in a Low Carbon World (DfT, 2007)

Derby Joint Local Transport Plan 2006 – 2011

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Available at:- http://www.derby.gov.uk/TransportStreets/TransportPlanning/DerbyLJTP06- 11/DJLTP-06-11.htm East Midlands Regional Plan Available at:- http://www.emra.gov.uk/what-we-do/housing-planning-transport/regional- spatial-strategy-rss/rss-2009

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3 Cycle Audit and Review Toolkit

3.1 Introduction

Cycle audit can be applied to new highway schemes to ensure that they incorporate measures for cyclists or at the very least, do not make conditions worse. It involves a check on designs and can be applied at outline, detailed, construction and completion stages. It can be undertaken by highway development control staff and by highway engineering staff but it is important that they know what problems to look for and where to find information on current good practice. The ‘Design Checklist’ from the Cycling England website provides a good starting point and is reproduced below, although the website version contains hyperlinks to pages with more detailed information. Cycle review can be applied to all parts of the highway and public rights of way network and offers a systematic way to assess the cycle-friendliness of a route. It can also be used to compare routes in order to choose the best option between two or more alternatives. The IHT published guidance on cycle audit and review in 2000, however, its take up has been limited as the methodology is quite cumbersome and labour intensive. Greater Manchester Council developed COPECAT – Concise Pedestrian and Cycle Audit Technique which offers a ‘checklist’ approach. This is a more ‘useable’ method that can be taken out to site and helps engineers and planners with a reminder of what to look for. It is similar to the Cycling England Design Checklist below. A cycle review is best undertaken by at least two designers, one of whom should be a regular cyclist. The review process involves the following steps: 1. Cycle the route (in both directions) noting what is there, any maintenance defects, any hazards, any difficulties that cyclists face and discussing and suggesting site specific improvements. It is usually possible to split the route up into sections with specific characteristics and issues, e.g. on-road cycle lanes, bus lanes, cycle track, junctions. Alternatively, the route may just be divided into fixed lengths. 2. Prepare a written illustrated report of the route with suggested improvements. An example review is included as Appendix XXX.

Journey Planner Data – The recently collected GIS data for the Derby cycle journey planner offers a snapshot of existing infrastructure, providing raw data about on and off-road facilities. This data may be helpful in providing baseline information. When the journey planner is up and running it also offers a tool that can be used to develop isochrones (journey time contours) from key destinations. These isochrones may help to illustrate those locations where investment could potentially reach the greatest number of people, thus helping to prioritise sites. Accident Data is also an important feature to review. A plot of the whole network can help identify cluster sites, while an investigation of all injury accidents at a particular site may help to reveal a trend. The data may help to support or suggest a particular engineering solution. The accident data for Derby is presented in Section 4.

3.2 Design Checklist

Within the Cycling Towns there is an ambition to create a coherent cycle route network that is easy to use, and will attract new cyclists as well as offering safer conditions for existing users. It is recognised that in towns such as Derby, where there has been ongoing investment in cycling infrastructure, the Cycling England funding offers an opportunity to help to connect some of the disjointed parts of the network. Another ambition for the programme is that existing routes will be given greater continuity particularly through measures at junctions and crossings, and through ‘permeability’ of town centres by access

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through vehicle restricted areas, exemptions from turning bans and use of cycle-contraflow facilities wherever practicable. On Carriageway Invisible Infrastructure: Cycle-specific infrastructure may be unnecessary. In many cases cyclists’ needs would be better met through demand management or traffic management measures that reduce both the volume and speed of motor traffic (HGV bans, parking restrictions, car parking charging structure etc). Speed Reduction: Reducing traffic speeds can help to reduce or eliminate the need for special facilities for cyclists as well as contributing to casualty reduction and the creation of a more 'people friendly' environment. Traffic calming: All traffic calming schemes should be audited to ensure that they meet cyclists’ needs. Clear space: Carriageway profiles (including those at pinch points created by build-outs and refuges) should be chosen to create adequate space for cyclists to be passed by other roads users in safety and comfort. Exemptions to Traffic Regulation Orders (TROs): Cyclists should be exempt from restrictions within all TROs, including banned turns and road closures, unless there are proven safety reasons for not doing so. Contra-flow Cycling: Two-way cycling should be the default option where it is proposed to introduce one-way working for general traffic. Vehicle Restricted (Pedestrianised) Areas (Town Centre Access): Allowing cycling through restricted areas should be the rule rather than the exception. Where this is not appropriate, consideration should be given to allowing access to cyclists outside of the busiest pedestrian hours.

Signal Controlled Junctions: Cyclists’ needs should be considered as part of the design of all signalised junctions and, whenever possible, provided with an advantage over motorists. Advanced Stop Lines (ASLs): ASLs should be considered at all signal controlled junctions. The depth of the reservoir should be designed to take account of all of the manoeuvres cyclists need to make when entering and leaving the ASL as well as the numbers of cyclists. Bus Lanes and Bus Stops: All bus lanes, including contraflow lanes, should be open to cyclists by default. Cyclists should only be prohibited from using them if it can be proven that it would be unsafe or not practicable to achieve this. New bus stops should be audited to ensure that they do not compromise cyclists’ needs or safety. Cycle Lanes: The decision to provide cycle lanes should be reached by reference to the hierarchy of provision and such tools as the CROW derived ‘speed/flow’ diagram; they should not be seen as a universal solution. Where provided, cycle lanes should be a minimum of 1.5m wide, continuous, made conspicuous across side roads at junctions and not abandon cyclists where roads become narrow, for example at right turning lanes. Where cycle lanes are being introduced, the cost of remedial measures to the carriageway surface should be included within the scheme budget. Removal of Road Centrelines: Consideration should be given to the removal of centrelines as an option where carriageway widths do not permit the introduction of cycle lanes of adequate width (min 1.5m) whilst retaining two general traffic lanes. Roundabouts: The use of continental-style design should be considered where roundabouts are to be introduced on cycle routes with entry flows of up to 2500 vehicles per hour. C:\PROGRAM FILES Page 14 Ove Arup & Partners Ltd (X86)\NEEVIA.COM\DOCCONVERTERPRO\TEMP\NVDC\98E5CED3-649A- Issue 3 July 2009 4828-8898-9541A9331AC5\C0FF4D25-9533-4341-B9F8-772E1E1CF731.DOC

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Corner Radii: The minimum radius of curvature for the path followed by cyclists using the road should be 6m. Where cyclists need to turn sharply (e.g. when leaving the carriageway at a cycle gap) this may be reduced to 4m. Audits and Risk Assessment: All changes to the highway network, including maintenance schemes, should be the subject of a cycle audit. Where safety audits identify that normally recognised design standards cannot be met, projects should be the subject of a risk assessment that involves user representatives.

Off Carriageway Cycle Routes Connections and Links: Additional off-carriageway links can offer enhanced permeability, potentially safer routes for cyclists and advantageous journey times compared to motor traffic. These need to be designed, built and maintained so that they achieve their intention of drawing cyclists away from less attractive routes on the carriageway. The measures available to create cycle links can range from a cycle gap in a road closure to the construction of a new bridge. To be effective, cycle links should be clearly signed, direct and relevant to cyclists’ needs. Road Crossings – Side Roads: Maintaining the continuity of cycle tracks is important if they are to provide an attractive alternative to being on road. Consideration should be given to the use of cycle priority crossings where they cross minor roads where daily traffic flows are below 2000 vehicles per day. European experience suggests that where the cycle track is used solely by cyclists travelling in the same direction as vehicles on the adjacent traffic lane, returning cyclists to the carriageway before side road junctions can also be an effective solution.

Road Crossings – Mid-link: Cycle tracks may be provided with priority crossings of roads where speeds are less than 30 mph, total traffic flows do not exceed 4,000 vehicles per day and the crossing is sited on a flat-topped road hump.

85th %ile Traffic flow Type of crossing speed (2 way daily)

< 20 mph < 1,000 Cycle route has priority

< 30 mph < 2,000 Cyclists have priority – raised crossing

< 50 mph < 6,000 Cyclists give way to road traffic

< 50 mph < 8,000 Cyclists give way to road traffic plus central refuge – urban < 60 mph < 10,000 Cyclists give way to road traffic plus central stage refuge – rural < 50 mph > 8,000 Signal controlled, including Toucans

> 50 mph > 8,000 Grade separated crossing – urban

> 60 mph > 10,000 Grade separated crossing - rural

Table taken from LTN 2-08 except for figures in italics which are a suggested guide for CyclingTowns. All figures are guidance only and other site specific conditions such as

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visibility, width, proximity of junctions, tie-in to adjacent cycle facilities, turning movements etc will determine best solution. A number of mainland European countries allow the use of zebra-style pedestrian crossings by cyclists. At present it is not unlawful for cyclists to cycle across zebra crossings within the UK. However, since there is no legal requirement for motorists to give way when they do, encouraging this practice may increase hazards for cyclists. Where cycle tracks naturally bring cyclists to such facilities, wider than normal crossings should be provided and ‘Cyclists dismount’ signs used.

Photo Example: Cycle track leading to Zebra Crossing, Ashbourne Road Junction and Forward Visibility: Adequate visibility (20m where the design speed is 12mph) should be provided or measures to manage speed considered (see also B.08 Access and Speed Controls). Footway Crossings and Tactile Paving: Where cycle tracks cross footways to reach the carriageway, blind and partially sighted pedestrians should be warned by means of corduroy paving. Ladder tactile paving should not be placed in the path of a turning cyclist. The length of ladder paving should be kept to a minimum (800mm) wherever possible. (see also Flush Kerbs and Cycle Track Junctions) Flush Kerbs: FLUSH kerbs, i.e. with no upstand between abutting surfaces, should be provided at all transition points, with channel blocks and increased drainage provision used if necessary. Flush kerbs at crossings should be wide enough to allow cyclists to turn on/off the carriageway without the need to pull out into the path of vehicles going in the same direction. Cycle Track Junctions: Adequate corner radii should be provided at junctions between cycle tracks (minimum 2m) and chamfered corners (min 1m) at the rear of footways crossed by cycle tracks, not 900 tie-ins. Access and Speed Controls: There should be a presumption against the use of any access barriers on a cycle track/shared-use path until/unless there is a proven need because of the difficulties they can cause all users.

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Where it is necessary to reduce the speed of cyclists, 2 rows of staggered bollards are preferred. Obstruction of cycle track accesses: Where cycle tracks emerge onto the carriageway, suitable arrangements should be put in place to prevent parked vehicles obstructing access and to ensure adequate visibility (e.g. “Keep Clear” road markings, double yellow lines etc.) Wheeling Channels: Any stepped footbridges at transport interchanges and along cycle routes should be fitted with suitable wheeling ramps.

Photo Example: Wheeling ramp at Leiden station, Netherlands Other Items Headroom: Headroom in new subways should be a minimum of 2.4m. Existing subways with lower headroom have been successfully converted to cycle use but should be risk assessed and warning signs added where appropriate (see also Audits and Risk Assessment). Signs should be mounted at least 2.3m above the surface of a cycle track. Surfaces: Surfaces should be chosen with due regard to whole-life costs (off-carriageway as well as on). Materials should always be machine laid to ensure a smooth running surface. For aesthetic, environmental and cost reasons coloured surfaces should only be used at potential hazards and conflict points, or where encroachment by motor vehicles is a problem Any decision to use coloured surfacing for all cycle facilities will need to balance the potential safety benefits against the future maintenance commitment that will be required.

Signs: The use of “CYCLISTS DISMOUNT” and “END OF ROUTE” signs should always be avoided unless there is a proven need. The use of advance directions signs, particularly map-type where this will direct cyclists through complex junctions, can help cyclists to take up an appropriate and safe road position and indicate their intended movements, and conserve energy lost when stopping to read signs erected at junctions. Posts and sign faces should not reduce the effective width of a cycle track by being placed in the path of pedestrians or cyclists. Where possible, sign posts and lamp columns should be set back 500mm beyond the edge of a cycle track. Where walls or fences prevent this they should be placed tight up against them.

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Where vandalism is a problem signs should be mounted high enough to discourage graffiti and square posts used to prevent rotation. Sign x-heights should reflect the positioning and likely speed of approaching cyclists.

Cycle parking: The inclusion of ‘Sheffield’ type cycle parking stands should be considered in all highway traffic management and maintenance schemes. Monitoring: Local authorities should develop a robust system for monitoring and evaluating cycling activities throughout their area to enable targets to be set for future growth. Cycle flows should be measured before and after the introduction of all new cycle tracks and lanes and consideration given to developing local targets based on these surveys that can feed into overall cycle–use targets. Provision for the installation of automatic counters should be included in cycling scheme budgets (including those secured through Section 278 and Section 106 agreements in new- build schemes) to enable a network of data collection points to be established. Maintenance: All new cycle infrastructure should be delivered in a manner that will minimise whole-life costs. Maintenance programmes should reflect the importance of cycling as a mode that is to be encouraged and authorities should ensure that non-highway sections of cycle networks are the subject of an adequately funded maintenance regime. Highway authorities should consider using highway maintenance funding for all projects created to deliver their LTP and other objectives. On-road, attention should be focused on the condition of the strip of carriageway within 1.5 – 2m of the kerb. Off-road, both construction and landscaping should aim to minimise maintenance costs. Integrating Cycling into Development Proposals: All new developments should be accessible by bicycle. Their highway infrastructure should focus on on-road provision for cyclists with roads designed to deliver low speeds whilst at the same time creating permeability and advantage through the use of connections and links not available to motor traffic. New developments should also provide for, and fund, links to the wider cycle network including quality cycle routes to such destinations as town centres, schools, employment sites, transport interchanges etc; i.e. works remote from the site. Drainage: The need for adequate drainage should be considered during the design of all cycle tracks, especially at tie-ins, to prevent ponding or erosion during periods of heavy rain. Cycle-friendly gully grates should always be used and care taken to ensure that gullies are not located within the path of cyclists. Gradients: Cycle tracks should have a maximum gradient of 3% with the absolute maximum 5% for lengths up to 100m. On the approach to priority junctions this should not exceed 3%. Where steeper slopes are unavoidable the limiting gradient is 7% for lengths up to 30m. Lighting: Off-road routes which cyclists are encouraged to use after dark should be lit. Note: Even lit facilities remote from passive surveillance are unlikely to be used and a lit on- road alternative should be identified. Consider the provision of floodlighting where cycle routes cross roads. Cyclists and Junctions: All junction designs should seek to give priority to cyclists where practicable, and minimise delay and maximise cyclists’ safety and comfort in all cases (see also Signal Controlled Junctions and Roundabouts).

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4 Infrastructure Proposals

4.1 Methodology

Officers from the Traffic Management group provided background information about schemes and projects. The recorded injury accidents to cyclists during the last five years were plotted onto a base plan to help identify any cluster sites or areas. A special meeting of the Derby Cycle Forum was held in February 2009 at which local cyclists were invited to discuss and record on plans any areas of concern around the city. The meeting was attended by around 30 people. Following a general discussion, the Forum divided into four groups to concentrate on different geographical areas, identifying problem sites and ‘preferred routes’. Patrick’.Davies, the Sustrans East Midlands Area Manager offered to collate these inputs onto a GIS base (annotated maps included as an Appendix to this report). Cyclists were also invited to contact the consultant direct with suggestions for improvements and further comments and a number of written submissions were received. In March 2009, Forum members were invited to accompany the consultants on cycle rides around the city. A small group of five people turned out each day. The rides focussed on areas identified during discussions with officers and the Cycling Forum, particularly routes into the city centre from the south-west and north west, because cyclists from the south east and north east can more easily access some of the existing routes. One important conclusion from this exercise was that as a short to medium term measure, creating and improving connections to the existing canal and riverside routes is important, while a new ‘preferred route’ needs to be established on a radial axis to the south west. Some proposals are listed in the following chapter. Cost estimates are materials only estimates and do not include any excavation and construction, surveys, design costs or service diversions.

4.2 Accident Data Review

Accident data (for reported personal injury accidents on the adopted highway network) over the three years to October 2008 is presented below. During this period, 304 injury accidents resulting in 312 casualties were reported to the Police. The breakdown of cyclist casualties is as follows: Child Adult Not Known Total Slight 57 190 20 267 Serious 9 35 0 44 Fatal 0 1 0 1 Total 66 226 20 312 The breakdown by vehicles involved is: Vehicle Number Pedal Cycle 305 Car / taxi 265 Goods vehicles 27 Other vehicles 11 Motorcycles 7 Bus / Minibus 5

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Total 620 The Police recorded 676 contributory factors in the 304 accidents. The top five factors accounted for 60% of casualties: • Failed to look properly 185 • Careless, reckless, in a hurry 70

• Failed to judge other person’s path or speed 63 • Poor turn or manoeuvre 52 • Cyclist entered road from pavement (footway) 33 A number of sites suggest clusters of cycle accidents, mainly at larger junctions in the south west of the city: Cluster Sites: 5 sites were identified by cluster analysis:

A6 London Rd/ Ascot Dr roundabout – dual toucan installed 2001 7 injury accidents in last 3 years - 4 involved cyclists.

15 injury accidents in last 5 years – 6 involved cyclists Cyclists on carriageway aged 58, 65, 44, 26, 32, 44 A514 Osmaston Rd nr Shaftesbury St - Osmaston SITS 2009, Safety Camera site 5 injury accidents in last 3 years - 4 involved cyclists.

6 injury accidents in last 5 years – 4 involved cyclists No common factors, cyclists aged 29, 44, 20, 21

A514 Shelton Lock nr Sinfin Ave – safety camera site 8 injury accidents in last 3 years - 4 involved cyclists 1 serious

13 injury accidents in last 5 years – 5 involved cyclists No common factors or location, cyclists aged 35, 29,58,18,42 Burton Rd/ Hillsway roundabout

5 injury accidents in last 3 years – 4 involved cyclists 5 injury accidents in the last 5 years – 4 involved cyclists Drivers failed to look properly, cyclists aged 50,42,41,61 Normanton Rd/ Rosehill St junc

8 injury accidents in last 3 years – 5 involved cyclists 11 injury accidents in the last 5 years – 6 involved cyclists 6 accidents involved S bound cyclists 5 of these involved right turning cars Cyclists aged 22, 20, 17, 12, 22, 24.

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Other ‘Hazard’ sites Analysis of 5 year trends identified a number of other areas worthy of further investigation Portland Street, Osmaston Park Road - proposals to refurbish crossing 09/10 suggest conversion to toucan and a short length of shared use, to provide link to Cinema?

6 injury accidents in last 3 years – 2 involved cyclists, one serious 10 injury accidents in the last 5 years – 6 involved cyclists 5 accidents involved cyclists travelling NW to SE, of which 3 involved a right turning car SE to N. cyclists aged 56,54,19,39,41 Victory Road, Wilmore Road

5 injury accidents in last 3 years – 4 involved cyclists, one serious 6 injury accidents in the last 5 years – 5 involved cyclists 3 of 5 involved cyclists travelling W to E, and 5 of 6 involved cars approaching from S cyclists aged 34, 52,28,27,48

Kedleston Road, Broadway – will proposed bus lane assist? 4 injury accidents in last 3 years – 3 involved cyclists 6 injury accidents in the last 5 years – 4 involved cyclists Problem for city bound cyclists, cyclists aged 42,47,24 Osmaston Rd, Ascot Drive

9 injury accidents in last 3 years – 3 involved cyclists 16 injury accidents in the last 5 years – 4 involved cyclists No common factors, cyclists aged 11,13,15,20 Wyvern Way, Derwent Parade

4 injury accidents in last 3 years – 2 involved cyclists 7 injury accidents in the last 5 years – 4 involved cyclists Drivers failed to look properly, cyclists aged 16,15,40,44

4.3 North West Quarter Recommendations

North West Quarter Key issues raised by the Derby Cycle Forum in this area are access from Allestree across the A38, Kedleston Road and the Duffield Road corridor linking into the city centre. Duffield Road: Duffield Road forms a direct link north of the city. It is busy at peak times but relatively lightly trafficked outside peak hours, and it offers a more even gradient on the climb towards Allestree than some of the alternative routes. Cyclists benefit from inbound bus lanes as far as the junction with Broadway, but the lane width on the outbound side is relatively narrow. One potential improvement between Kedleston Road and Broadway would be an outbound advisory cycle lane i.e on the ‘uphill’ side. It would appear feasible to do this if the centre line was moved across to reduce the width of the inbound traffic lane although actual available widths need to be checked. During site visits the carriageway width was measured at 6.5m at its narrowest section (near Oaklands medical centre), but typically is wider than this. At some locations there is scope to widen the carriageway into the footway in order to create sufficient space s the footway is abnormally wide. There is less need for an inbound cycle lane as cyclists going downhill C:\PROGRAM FILES Page 21 Ove Arup & Partners Ltd (X86)\NEEVIA.COM\DOCCONVERTERPRO\TEMP\NVDC\98E5CED3-649A- Issue 3 July 2009 4828-8898-9541A9331AC5\C0FF4D25-9533-4341-B9F8-772E1E1CF731.DOC

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will be more closely matching the speed of other traffic. One option (rather than discontinue the cycle lane) at the narrow section might be to remove the centre lines but retain an uphill cycle lane. The lane should terminate at Beech Drive on the approach to the junction with Broadway. On the gyratory section a central cycle lane along Garden St leading to an Advanced Stop Line may benefit cyclists heading towards the A6 as traffic in the nearside lane filters to Kedleston Road.

Alternatively – sign a route between Queen St using the existing toucan crossing and footbridge to Darley Lane and via North St to Kedleston Rd and via Milford St and Belper Road to/from Duffield Road. On the inbound lane at the junction of King St with Queen St an advanced stop line and also a dropped kerb to enable access to the existing toucan crossing would benefit cyclists.

Photo: Narrowest section of Duffield Road

Photo Example: Uphill cycle lane with centre lines discontinued (Kirklees MBC)

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Outline cost estimate Recommendation Amount Cost Total Uphill advisory cycle lane markings Kedleston 1200m £2 / m £2400 Road to Broadway Cycle logos in lane at 200m intervals 6 £30 each £120 Upright signs for cycle lane 4 £100 £400 each Central coloured cycle lane and ASL on gyratory 1 (100m £5450 £5450 system lane plus ASL boxes) £8,370

Off-carriageway / quiet alternatives investigated within this corridor include:

Church Lane – Darley Park (and or the track immediately outside the park walls) – Darley Grove – North Parade – St Alkmunds Bridge – Queen St. This route is partially unlit, poorly surfaced on off-road sections, with some steep gradients. Some work is already programmed to improve the Toll Bridge to Duffield Road section of RCR66.

Riverside path – Folly Road – Toll Bridge - Old Lane – South Avenue. This is an attractive route during the day but may be less appealing to the target commuter travellers. Route is partially unlit, poor surface on off-road section north of Little Chester, more indirect compared to A6. Some work is already programmed to improve the Toll Bridge to Duffield Road section of RCR66. Riverside Route: There are localised width restrictions which form hazards and blind bends between Little Chester and St Alkmunds Way. There are no short term fixes for these problems but any future development, maintenance or reconstruction opportunities should seek to address these to create a width of at least 3.0m as this is one of the most well-used links. Recommendation: The section north of Little Chester should be given a sealed surface to help create a better quality link. Outline cost estimate Recommendation Amount Cost Total Apply sealed surface to cycle track between 1500m x £6 / m2 £27000 Chester Green and Folly Road 3m Cycle logos at 300m intervals 5 £30 each £150 Upright signs at 300m 5 £100 £500 each Additional direction signs 4 £100 £400 each £28,050

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Broadway and Kedleston Road The existing short section of cycle track along Broadway cedes priority at the side road crossings. Given that this serves local primary schools and is set back from the carriageway it may be feasible to offer priority to the cycle track, placing it on a raised crossing and shifting the responsibility of judging when to ‘give way’ to the experienced adult drivers. Outline cost estimate Recommendation Amount Cost Total Create raised priority cycle track crossings at 2 2 £2,500 £5,000 junctions £5,000

Photo: Cycle track at residential access alongside Broadway

Photo example: Simple at-grade cycle priority treatment at residential access in Exeter

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Newtons Walk There is a good in-line toucan crossing of Broadway on the cycle path from the University but Newton’s Walk (leading to Park Grove) appears to have a cycling restriction. Recommendation: This restriction needs to be lifted to provide continuity.

Photo: Newtons Walk can be used unmodified if restriction lifted Broadway/Kedleston Road There is a separate (uncontrolled) crossing for cyclists at the junction of Broadway and the cycle track along Kedleston Road but it is not obvious on the approach from Broadway. Recommendation: Cycle lanes on Broadway, a ‘map-type’ sign and some arrow markings on the carriageway surface may help to encourage users to access this crossing. This junction is an accident hazard site (4 cycle injury accidents out of 6 in last five years involved cyclists) and may warrant further investigation. It is a wide, flared junction and the trend appears to be that cyclists travelling inbound along Kedleston Road are at risk from turning vehicles. An inbound cycle lane along Kedleston Road may assist, providing a dual facility to the off-carriageway cycle track which is on the wrong side for inbound cyclists. Coloured surfacing may help raise driver awareness.

At present (from Broadway) it is easy to ‘miss’ the intended route for cyclists and remain on the carriageway. A signalised crossing on Kedleston Road corridor is identified as part of strategic public transport improvements. Outline cost estimate Recommendation Amount Cost Total Introduce short sections of cycle lane along 500m £2 / m £1000 Broadway and along Kedleston Road. Cycle logos at junction and start of lanes 5 £30 each £150 Left turn arrow from cycle lane onto existing track 1 £30 £30 Upright signs 5 £100 £500 each Additional direction signing 5 £100 £500 each

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£2,180

St Benedicts There is a traffic-free path between Broadway and Alstonfield Drive crossing the A38 on a footbridge. This provides a traffic-free alternative crossing of the A38 and links the schools to adjacent residential areas. The path to The Crest is narrow (1.7m) between private residences but the path to Alstonfield Drive is more open and crosses amenity land. The bridge has a narrow wide 1.8m deck and 1.25m parapet heights (recommended is 1.4m for cycle routes). East of the A38 the path widens to 3.0m within the school grounds and 4.0m towards Broadway. Although the widths and parapet heights are substandard, this path could form a useful link with some signing, resurfacing and a dropped kerb for access from Alstonfield Drive. Outline cost estimate Recommendation Amount Cost Total Resurface path between Broadway, St Benedicts 900m x £10 / m2 £27000 and Alstonfield Drive 3m width Dropped kerb arrangement at Alstonfield Drive 1 £1000 £1000 each Upright signs for cycle track 4 £100 £400 each £28,400

Potential S106 funding opportunities: £20,000 St Benedicts School, Michael Goodall Homes. (2017)

4.4 North East Quarter Recommendations

The North East part of the city is characterised by an extensive residential area with quiet internal roads bounded by Mansfield Road, Sir Frank Whittle Road and A52 Nottingham Road. There are large retail / employment areas to the west and south. The emphasis in this area is therefore to look at links across the main roads which separate it from the rest of the city and to look at serving the journey attractors within the area. The link from Little Chester towards the racecourse (RCR 66) is an excellent facility providing traffic-free access towards the Chadderton area. It is a ‘hidden’ gem however and needs more prominent signing at some places, for example at intersections with Mansfield Road, Stores Road and Hampshire Road to highlight that it is there to help encourage access to the edge of town shops, leisure centre and employers in the area.

There are no obvious ‘missing links’ within the Chaddesden residential area as there are several equally quiet parallel residential roads and the sloping topography tends to dictate the preferred route to any given point. Mansfield Road Crossings Two crossing points of the Mansfield Road were highlighted by Cycle Forum members as potential sites for signalised crossings: One is near Old Mansfield Road to create a new

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path between the Racecourse and the Breadsall Top area north of the A608 (to form part of the Great Northern Greenway). The second is between Porters Lane and the track north of Mansfield Road towards Brookside Road. These crossings also requested by Derwent and Oakwood neighbourhood boards. Outline cost estimate Recommendation Amount Cost Total Toucan crossing of Mansfield Road 2 £70,000 £140,000 £140,000

Chaddesden Park – Meadow Lane There is a BMX track in Chaddesden Park and the two paths parallel to the river are unsurfaced at the southern end but are well-used by cyclists. There is a signal controlled crossing (pelican) of Nottingham Road near Chaddesden Lane but many cyclists also appear to cross near the top of Meadow Lane which is in a direct line with the paths through the park. Meadow Lane leads to the existing cycle tracks alongside the A52 and via footbridges into the Pride Park area. Consideration should be given to formalising the route into the park with a link from Meadow Lane. The crossing point could remain uncontrolled, as less confident cyclists are likely to make their way on foot to the pedestrian facility to the west, which also serves local shops. There is a cluster of schools in Spondon which is bisected by the A6096. It was not clear if there are any ‘preferred’ routes within this area on which to target measures. Outline cost estimate Recommendation Amount Cost Total Construct and surface a 3.0m wide shared use 500m x £50 / m2 £75000 path through southern end of park to connect with 3m width existing sealed surfaces in north of park. Dropped kerb arrangement at Meadow Lane 1 £1000 £1000 each Upright signs for cycle track 8 £100 £800 each £76,800

Potential S106/S278 funding opportunities: None in this area

4.5 South West Quarter Recommendations

Uttoxeter Road and Uttoxeter New Road. This is a lengthy radial route into the city, and is already quite well used by cyclists due to its directness (the most direct way to/from Mickleover) and the proximity of Kingsway / Derby City hospitals and adjacent residential areas. There are sections of bus lane along the route, and some segregated crossings which offer protected controlled crossings at the gyratory junction of the A516 with the A38 outside the Derby City Hospital. There is also a short section of old off-road cycle track on the B5020 Uttoxeter Road close to where it crosses the A38 but this is discontinuous and inadequate. Recommendation: It would be helpful to offer some continuity of provision along the road using advisory cycle lanes and advanced stop lines in both directions. This would help to C:\PROGRAM FILES Page 27 Ove Arup & Partners Ltd (X86)\NEEVIA.COM\DOCCONVERTERPRO\TEMP\NVDC\98E5CED3-649A- Issue 3 July 2009 4828-8898-9541A9331AC5\C0FF4D25-9533-4341-B9F8-772E1E1CF731.DOC

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raise awareness of cyclists and keep general traffic away from the nearside while still enabling cyclists to move out of the lanes freely when turning, passing buses or other stopped vehicles. Where space is too restricted to provide lanes on both sides, the lane should be provided on the outbound (uphill) side of the road. Advanced stop lines at the junction with Corden Avenue would assist cyclists, particularly outbound cyclists as there is a heavy left-turn flow at this junction. Measures required on the inbound carriageway are: Cycle lanes from Chevin Avenue to Corden Avenue. Advanced Stop Line at Corden Avenue. Cycle lanes to the Derby City Hospital site to connect to the existing cycle tracks. Cycle lane from the termination of the cycle track to the junction with Kingsway (a central cycle lane to the offside of the left turn lane is required, leading to an advanced stop line). For left-turning cyclists there is a connection via a cycle lane from the carriageway to the existing cycle track on Kingsway. Highlighting the inbound cycle lane with coloured surfacing would help at major junctions where there is a left turn slip lane such as at Kingsway/Manor Road. Where a cycle lane passes between two traffic lanes (such as alongside a left turn lane) it should ideally be 2.0m wide to allow adequate separation. Cyclists can use the existing bus lane between Kingsway and Uttoxeter Old Road.

Advanced stop lines (without a ‘feeder’ lane – as there is no space) would also help at Uttoxeter New Road / Uttoxeter Old Road (where there is a left turn lane). The narrowing of the carriageway at Uttoxeter New Road is hazardous for inbound cyclists and an advanced stop line may enable them to reach it ahead of following traffic when setting off from the traffic lights. The junction with Curzon St will be reconfigured as part of the Connecting Derby scheme. Within the central area, a new toucan crossing is to be provided at the Curzon St / Stafford St junction to enhance permeability and access to this route. Measures required on the outbound carriageway: A short section of advisory cycle lane and staggered stop line is provided at the junction with Uttoxeter Old Road. There are laybys and a bus stop between the junction and Rowditch Road, and cycle facilities would be inappropriate as cyclists may need to move out into the carriageway. Between Rowditch Road and Kingsway there is a long section of dual carriageway with a steady uphill gradient. One option here would be to widen the nearside lane and narrow the offside lane to help provide additional space for cyclists. Lane widths are restricted at the junction with Kingsway (there are separate right turn, ahead, and left-turn lanes) and it is difficult to envisage a suitable retro-fit scheme. One option may be to use some of the hatched area adjacent to the right-turn lane in order to create a cycle lane access to the right turn lane. Advisory cycle lanes to junction with Corden Avenue and ASLs at Corden Avenue.

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Outline Cost Estimate Recommendation Amount Cost Total Introduce advisory cycle lanes in both directions 3600m £2 / m £7200 between Arundel Avenue and Uttoxeter Old Road (and tie into existing off-road facilities at A516/A38 junction by Hospital). Advanced stop line markings at Corden Ave 3 £1000 £3000 Junction* Advanced stop line markings at Kingsway 4 £1000 £4000 Junction* Cycle logos at 300m intervals 12 £30 each £360 Left turn arrow from cycle lane onto existing tracks 4 £30 £120 Upright signs 20 £100 £2000 each Additional direction signing 5 £100 £500 each £17,180 *Markings only, does not allow for relocation of detection loops, changes to signal time, alterations to kerblines etc that may be necessary.

Littleover - Clemson’s Park to Corden Avenue link The cycle route through Clemson’s Park is well signed but terminates at Cheadle Close. There is no real alternative to Corden Avenue to link to and from Uttoxeter Road. A link between Uttoxeter Road along Corden Avenue and Pastures Hill would help complete a local network taking in a number of schools, the hospital and park. The roundabout junction of Pastures Hill / Burton Road and Corden Avenue is a hazard site. Littleover Community School and Derby Moor School are nearby. Some route signing and hazard treatment at the roundabout would help to consolidate this link. Subject to feasibility, the roundabout should be treated with textured over-run material to build out the diameter of the central island and visually narrow the circulating carriageway, while still allowing larger vehicles to pass. Outline Cost Estimate Recommendation Amount Cost Total Modifications to roundabout geometry using 1 £30,000 £30,000 textured over-run material Left turn arrow from carriageway onto existing 4 £30 £120 tracks Upright signs 20 £100 £2000 each Additional direction signing 5 £100 £500

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each £32,620

Another discontinuity identified by Derby Cycle Group is at The Hollow in Littleover where the cycle route crosses into Carlisle Avenue at a wide junction. Taking the cycle track along the east verge to a point directly opposite the junction of Carlisle Road would help reduce the crossing distance. A more detailed study is required to resolve the various design issues at this site. Potential S106 / S278 funding opportunities: £11,051 The Orchards & The Cottage (2017) Sinfin Lane. Two parallel north-south axis routes exist, Sinfin Lane and Stenson Road. Cycle Forum members appear to favour Sinfin Lane as a priority for treatment as it is wider and less intimidating to use. It offers the potential to create a reasonably direct link from Route 66 through Sinfin through to Normanton. Advisory cycle lanes should be considered for this route, with the uphill (inbound) lane given priority where width is restricted. It may be possible to utilise the parallel service road for inbound cyclists on the approach to Osmaston Park Road, and to create a further connection through the retail park. Mandatory cycle lanes on the rail bridge (which is also on a bend) may help to keep other vehicles out from the nearside kerb to give cyclists more space. There are a number of junctions along Sinfin Lane that require further treatment. One is that there is no connection across the road to a shared-use off-road cycle track that runs between Sinfin Lane (just south of Wilmore Road) and Caxton St. A right-turn lane for southbound cyclists and dropped kerbs adjacent to the track would create a link to this route. A second site that would help consolidate the local route network is where Wordsworth Avenue and Shakespeare St cross Sinfin Lane. There is a controlled crossing of this junction providing a good connection to Shakespeare Street. A short section of shared usecycle track is required from the crossing and along the northern footway of Wordsworth Avenue. This would enable cyclists to avoid right turns from Sinfin Lane into Wordsworth and Shakespeare Avenues by providing a two way link, and would also provide a facility to enable cyclists to avoid queuing traffic at the junction. Signed advisory route via Goodsmoor Road. Normanton Area One of the main direct but less-trafficked routes for cyclists heading directly south from the city centre is via Green Lane. South of Normanton, there are a number of quieter radial and orbital routes available to cyclists. The Cycle Forum suggested that signing a ‘preferred’ route through Normanton may help to encourage more cycling. The Normanton area is predominantly traffic-calmed Victorian residential streets and there is little scope (or requirement) for many cycle-specific measures other than signing of preferred routes. Green Lane is a relatively quiet residential road that connects to the A5250 Burton Road north of Normanton at a gyratory formed by Burton Road, Normanton Road and Mount Street. The gyratory system is difficult for cyclists due to the need to change lanes among relatively fast moving traffic. This junction will be reconfigured as part of the Connecting Derby scheme. It is difficult to avoid this gyratory altogether but there are various route options for inbound and outbound cyclists to minimise their exposure to the gyratory. Outbound from Green Lane to Normanton Road. Cyclists enter the gyratory and must filter over to the right hand lane (the left lane takes traffic down Leopold St towards Traffic St). In the short term a cycle lane may help to indicate this route and raise awareness of drivers.

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Inbound from Normanton Road to Green Lane requires negotiating the gyratory and moving into the offside lane to join the inbound section of Burton Road. This is a difficult manoeuvre but there are possibilities to avoid this section through signing alternative routes. Normanton Route 1. There are cycle lanes along Sinfin Lane south of Wilmore Road. There are no lanes along the section between Wilmore Road and Osmaston Park Road. While there are some localised narrowings, there is sufficient space to have advisory cycle lanes along much of this road, and they would be particularly helpful for northbound cyclists, and reducing the width of the central hatching may encourage drivers to move further out from the nearside when overtaking cyclists. Introduce advanced stop lines at the junction of Foresters Way and Sinfin Road and sign cyclists along Foresters Way road through the retail park in order to avoid the more difficult junction at Sinfin Lane / Osmaston Park Road. Create a short section of cycle track to link from the retail park road to the existing pelican crossing of Osmaston Park Road and convert this crossing to a toucan. Portland St / Osmaston Park Road junction is identified as a hazard site Connect the cycle track to Portland Street and also to the existing cycle tracks leading to Pear Tree Station. Sign an on-carriageway route along Portland Street to Pear Tree Road (use the existing outbound contraflow cycle track on the one-way section of Portland St). Sign the route along Normanton Road to the gyratory. Normanton Road is a low-speed but heavily trafficked road with conflicting priorities of pedestrians, cyclists, local and through traffic. As a local shopping centre it is a ‘destination’ for cyclists and also offers access to existing cycle routes through the Arboretum area. The neighbourhood is subject to housing market renewal funding and in the longer term this might be a way to remodel the road through the shopping area at Normanton using mixed priority / shared space type treatments. Outline Cost Estimate Recommendation Amount Cost Total Advisory cycle lanes on north part of Sinfin Lane 1000m £2/m £2,000 Create revised crossing arrangement and cycle 300m X £25 £22,500 tracks to cross Sinfin Lane at Wordsworth Road / 3m cycle Shakespeare St track and dropped kerbs Create right turn lane for cyclists on Sinfin Lane 1 £1000 £1000 opposite off-road track leading to Caxton Lane Construct 3m cycle track connections alongside 800m x £25/ m2 £60,000 Osmaston Park Road 3m Convert pelican to toucan crossing 1 £35,000 £35,000

Advanced stop lines – Sinfin Lane / Foresters Way 3 £1,000 £3,000 each Left turn arrow from carriageway onto existing 4 £30 each £120 tracks Upright signs 20 £100 £2,000 each Additional direction signing along on-road section 8 £100 £800

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each £124,420

Normanton Route 2. As an alternative to the use of Normanton Road, sign a two-way route from Pear Tree Road along Stanhope Street, Dale Road, St Chads Road, Mill Hill Lane and Swinburne St to cross Burton Road to give access to Gerard St. The main issue with this route is that it is difficult to create a controlled crossing point at any site along Burton Road due to neighbouring properties or side streets. There is an existing ‘cycle gap’ in the road closure at Swinburne St. There may be possibilities to create a route approximately on this alignment within the ‘Connecting Derby’ scheme which features a new roundabout at the end of Burton Road. Much of this scheme to be delivered via Connecting Derby work. Normanton Route 3. Routes between Normanton and the railway station should also be signed. It is suggested that these use the Harriet St, Arboretum, Morleston St, (or Loudon St, Arboretum, Reginald St), Osmaston Road, Keble Close, Hulland St and Midland Road. Potential S106/S278 funding opportunities: £7,746 Nightingale Public House site, Bishopsbrook Ltd (2011) £69,525 Ram Heath Properties. Land SW of Sainsburys, 3.5m cycle track on Osmaston Park Rd (2017) £21,500 44-62 Goodsmoor Road (2018)

£10,481 Churnet House, Carrington St, Kingswater Lindum (2011) – to pay for improved cycle parking at railway station

4.6 South East Quarter Recommendations

Canal Route

The Canal Route (NCN 6) forms the most useful ‘spine’ route for cyclists travelling to and from the south east of the city between Osmaston Road, Chellaston Road and the A6. One strategy for this area is to develop more ‘feeder’ routes to provide safe connections to the Canal Route. There are many good connections into this route but one priority may be to sign these more prominently from Chellaston Road / Osmaston Road and London Road. The route was not checked during darkness but Forum members suggested that it is not all lit and some have personal security concerns. Because of their direct access to St Peters St as well as having many local journey attractors along them, both Osmaston Road and London Road continue to attract many cycle users and may need hazard site and crossing treatments although their use as linear cycling corridors may not be actively encouraged, and the emphasis is on encouraging users onto parallel routes. Woodminton Drive Link This is a proposed scheme under the Rights of Way Improvement programme. It will provide a link to the canal route from the residential area east of Derby Road (A514). Shelton Lock There is an accident problem on the A514 in the vicinity of the junction with Sinfin Avenue / Shelton Drive close to the Canal Route (the Canal Route crossing is grade-separated). It is unclear what is the underlying cause although clear direction signing on the approaches

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may help to encourage cyclists to access the cycle track from their nearside and cross the A514 via the underbridge.

‘Spider Island’ Allenton This signalised roundabout is a hazardous and unpleasant location for cyclists with multi- lane approaches and exits. It is used for local access to the adjacent suburban centre as well as forming part of the strategic road network. It is difficult to envisage a ‘safe’ way for cyclists to use this roundabout and so a number of proposals to enable people to avoid it are suggested: 1. Cycle route from Peartree via Addison Road / Varley St across Osmaston Road to Ascot Drive and Thirsk Place. This route would require an uncontrolled crossing point to provide a connection between Addison Road and the existing cycle track on Elton Road; and a new Toucan crossing at Osmaston Road south of Ascot Drive. A short section of cycle track is then required to link to Thirsk Place where there is an existing cycle route and connections to the Canal route. 2. Ascot Drive to Harvey Road. Construct a short section of cycle track along the verge past the Allenton Markets area to reach Harvey Road. Convert the existing signalled crossing to a toucan to give access to shops via car parking area. There is an existing signalled crossing at southern end of the parade of shops north of Stamford St – provide short cycle track link to Stamford St. 3. Signed on-road alternative via Stamford St, Flint St and Lord St and create new cycle track along southern verge of Osmaston Park Drive to Moor Lane. Recommendation Amount Cost Total Uncontrolled cycle track crossing connection to 1 £2000 £2,000 Addison Road Signed route along Addison Road (signing only) 4 £100 £400 Toucan crossing of Osmaston Road (relocate 1 £70,000 £70,000 existing crossing point due to traffic issues) Construct 3m cycle track connections alongside 800m x £25/ m2 £60,000 Osmaston Road to link to Thirsk Place and Harvey 3m Road Additional direction signing along on-road section 8 £100 £800 each £133,200

Osmaston Road Consider advisory cycle lanes along Osmaston road between Litchurch Lane and Dexter St. This passes through a hazard site at the junction with Shaftesbury St and it is recommended that coloured surfacing is applied at this location. Cycle lanes with coloured surfacing for approx 400m £20/ m £8,000 200m length in both directions in vicinity of Shaftesbury St £8,000

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4.7 Prioritised summary of potential schemes

North West 1. Duffield Road outbound advisory cycle lane. 2. Inbound advanced stop line at King St / Queen St plus dropped kerb access from carriageway to existing toucan. 3. Investigate accident problem at Broadway / Kedleston road junction and consolidate and link up existing facilities using lane markings and signing. 4. Upgrade surface and sign off-road link through St Benedicts. 5. Cycle track priority at existing side road crossings near school entrance on Broadway. 6. Upgrade riverside route surface north of Little Chester.

7. Change bylaw prohibiting cycling on Newton’s Walk. North East 1. Upgrade surface of route through southern part of Chaddeston Park and formalise connection to Meadow Lane. 2. Create new crossings of A608 Mansfield Road (subject to realisation of connecting routes into County area). South West 1. Create continuous route along Uttoxeter Road using cycle lanes and advanced stop lines at junctions. 2. Create short cycle track and crossing at Wordsworth Avenue / Shakespeare St junction with Sinfin Lane. 3. Consolidate on-road link between Uttoxeter Road and Littleover with safety improvements at roundabout junction of Corden Avenue / Burton Road. 4. Create cycle track crossing at staggered junction of The Hollow, Carlisle road and cycle track. 5. Consolidate on-carriageway routes through Normanton with connections between city centre and Sinfin Lane / Pear Tree using new sections of cycle track and crossings at end of Portland St and Osmaston Park Road to provide route continuity.

6. Create link to cycle track off Sinfin lane (connection to Caxton St) – central right turn lane and dropped kerb. South East 1. Investigate lighting for unlit sections of Canal route to improve personal security. 2. Create a link between the existing track at Pear Tree (Elton Road) via Addison road and Ascot Drive and Thirsk Place, including Toucan crossing of Osmaston Road. 3. Create cycle track between Harvey Road and Ascot Drive. 4. Create link via Stamford St, Lord St and new cycle track along Osmaston Park Road. 5. Sign cycle route connections from station to Normanton high street via Arboretum.

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5 Cycle Forum Feedback Maps (to be added as an appendix to the final version)

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