Agenda item
Minutes:
Jamie Hulland, Transportation Strategy and Road Safety Manager, and Liz Holloway, Senior Transport Planning Officer, were welcomed to the meeting.
Mr Hulland explained DCC’s focus was now on growth, the climate emergency and low carbon forms of transport.
Decarbonising Transport Strategy – Active Travel
The Department for Transport Decarbonising Transport strategy had as priority one ‘accelerating modal shift to public and active transport’ with a view to making these the first choice with cohesive, net zero public transport designed for the passenger. The intention is that cars will be used differently and less often, helping to reduce our carbon footprint.
Active Travel is a high-level policy with an impact on health and wellbeing leading to reduced premature death, depression and dementia.
Better Quality, Safer and Attractive Infrastructure
Two Department for Transport publications were used. The first, Gear Change, set out a vision for making cycling and walking the natural first choice with half of all journeys in towns and cities being cycled or walked by 2030. The key principles are that routes should be coherent; direct (time and distance); safe (protected space); comfortable (gradients and smoothness of journey) and attractive (scenic with parks and waterfronts). An accompanying Cycle Infrastructure Design note 1/20 provided design principles and was a helpful document to guide work. Key messages were that routes should be accessible to everyone 8 to 80 – the opportunity should be universal (point 1) and that access control measures should not be used (point 16). All new developments were expected to be built around making sustainable travel the 1st choice for journeys.
Local Cycling and Walking Plans (LCWIPs)
The Heart of Teignbridge draft LCWIP had been out for consultation. LCWIPs for Exeter; Barnstaple, Bideford and Northam were in development and DCC is seeking assistance on how to proceed with a Countywide Strategic LCWIP. Funding was currently urban focussed and there are additional developer contributions which can match fund grant bids. DCC had lobbied Government on the importance of leisure and multi-use routes in rural areas. The Countywide strategy would have a prioritised list as there was a lot of demand for routes in the wider community and a long list which will take many years and millions of pounds to deliver.
Expenditure
Between 2015 – 2020, £21m had been spent by DCC on walking and cycling schemes of which £11m was on urban infrastructure and £10m on rural trails, helped by funding at that time through the Granite and Gears project.
For 2020/21 total walking and cycling funding amounted to £6m; of which £2.1m came from the DCC and Local Transport Plan, £3m from developer contributions and £0.9m from Government grant. Rural trails will receive £1.3m with urban infrastructure £4.7m (£4.2m in Exeter, Newton Abbot and Barnstaple). Funding was now more urban focussed.
Multi-use strategy
A map was shown of the multi-use and strategic cycle network in Devon.
The multi-use strategy had received £10m funding over the last five years and sought to link the 29 market and coastal towns, allowing people to explore the countryside. Flagship, priority projects were the Exe Estuary Trail (26 miles), Wray Valley Trail (Newton Abbot to Moretonhampstead) and the Coast to Coast route from Plymouth to Ilfracombe along the Drake’s Trail, Granite Way and Tarka Trail.
DCC is actively progressing improvements:
1. Tarka Trail north between Willingcott and Knowle. Agreements are being progressed with landowners and topographical survey and site clearance is being undertaken. A number of sections will be constructed in 2023, pending funding approval under the Active Travel Fund Tranche 2.
2. Tarka Trail south, Meeth to Hatherleigh. Discussions are taking place with landowners.
3. Roborough to Yelverton. Feasibility design has commenced and options are being considered.
4. Ruby Way: East of Holsworthy. Preparations for pre-application advice are in hand and early discussions have taken place with appropriate environmental teams.
5. Ruby Way: West of Holsworthy. This is being progressed locally with feasibility work underway to identify a suitable on road route utilising quiet ways.
6. Pegasus Way. Work on the final section of the trail which will link from the Ruby Way to the Granite Way is ongoing. The Pegasus Way is a bridleway is suitable for mountain bikes.
7. Teign Estuary trail. Planning permission had been received for sections between Newton Abbot and Bishopsteignton. Detailed design is being undertaken and funding sought.
8. Other schemes in progress:
a. Clyst Valley Trail. Consultation on the route alignment between Topsham and Pinhoe will take place in May 2022.
b. Sidbury to Sidford (Sidmouth to Feniton). Highways and Traffic Orders Committee approval had been given to progressing a planning application for the route.
c. Seaton to Colyford (Stop Line Way). A Compulsory Purchase Order had been resolved with the final remaining landowners to fill the missing gap.
d. Crediton to Exeter. Design proposals will be progressed in 2023/2024.
There was a long list of aspirations and land negotiations took a long time with some historic difficulties. Instead of trying to achieve the perfect finish to get gaps secured, DCC was exploring alternative approaches. Quiet lanes provided an opportunity as much of our highway network is an underutilised asset.
Explore More.
Working with Naturally Active Devon and West Devon Borough Council a £1m bid had been put into the Community Renewal Fund. The Explore More part of the bid amounted to £138,000. This would be an opportunity to trial quiet lanes and active travel, making routes safer and more accessible. This would build on the 10 Steps Guide and upskill communities to deliver their own improvements. It would connect to the rail network and improve linkages. The bid included network feasibility – feasibility of new routes for users aged 8 to 80.
Warmer Welcome
This part of the bid amounted to £204,000, focussing on:
1. Community and Business. Activation and increasing tourism opportunities created by multi-use trails in market towns.
2. Information and promotion. Promotion of existing trails with accessible information to increase diversity of use and linking with low carbon travel opportunities.
3. Accessibility review. Improving the visitor experience for all – removing barriers and improving places to rest, noting age and ability may mean the need for more stops on a walk or ride.
Unfortunately, the above bids had not been successful in securing funding this time round. These would have brought economic benefits; however, the ideas and proposals are there should a further funding opportunity arise
Quiet Lanes
DCC has been exploring Quiet Lane projects around Exeter through stopping up lanes to through traffic which fits within the Exeter Local Plan and the Local Transport Plan 3.
1. Balls Farm Road, near Ide
This experimental scheme aimed to create a safe route to school and jobs and the station at Marsh Barton through a partial road closure (green lane). The pedestrian increase has been significant. A permanent closure has now been approved at the Exeter Highways and Traffic Order Committee on 17 January on the back of a successful trial.
2. Rydon Lane
A similar approach is being considered at Woodbury, making use of a quiet lane to allow links between the village and the Exe Estuary Trail and Avocet Railway Line. This formed part of the Active Travel Tranche 3 bid, on which DCC is waiting for a funding announcement.
Additional Quiet Lane schemes are proposed at Langaton lane and Ludwell Lane.
Highway Code changes
A review of the Highway Code had introduced changes for active travel from January 2022.
Rule H1: New hierarchy of road users so that those road users that can cause the greatest harm in the event of a collision bear the greatest responsibility to take care and reduce the danger to others.
Rule H2: New priority for pedestrians at junctions so that all other users should give way to pedestrians crossing or waiting to cross a road into which or from which you are turning.
Rule H3. New priority for cyclists when cars are turning. Motor vehicle users should not cut across cyclists, horse riders or horse drawn vehicles going ahead when turning into or out or a junction or changing direction or lane. This applies whether they are using a cycle lane, a cycle track or riding ahead on the road.
Rule 163 introduces passing distances and speeds when overtaking motorcyclists, horse riders and horse drawn vehicles.
A discussion took place.
It was clear there was an urban funding bias. Multi-use trails provided the capacity to open up areas and a question was asked about the role of horses on trails.
Liz Holloway, DCC, responded stating that the multi-use trail strategy included equestrians and there was a decision-making process to assess the type of route. For example on the Teign Estuary Trail there was no onward route for equestrians and on the Exe Estuary the volume of users is so high that a separate route would be required for horse riders. In North Devon, on the Willingcott to Knowle section, existing agreements with landowners were being reviewed so see whether horses can be accommodated. Each route is assessed individually using flow charts and a decision protocol. Use by horses impacts on design specifications and other considerations such as surfacing.
Jamie Hulland, DCC, said there was a need to promote the Highway Code changes, including horse riders in messages and promotion. A meeting would be taking place with the Department for Transport and the importance of support to progress leisure trails would be made. The significance to health and wellbeing had been demonstrated during COVID lockdown and this was a platform to build on. The Devon Countryside Access Forum could make representations on this point.
It was mentioned that improving active travel and access for all should be for everyone and not just those 8 to 80. It was noted that this range of ages was described in national government documents and that DCC prefer to use ‘access for all’ as there are younger and older people using our trails.
The difficulties accessing railway stations and trains with bikes or mobility scooters were raised. Either there were no facilities or trains were too crowded and bookings had to be made. A similar situation applied to buses and this served to reduce connectivity.
Jamie Hulland, DCC, said he continued to work with Great Western Railway and Network Rail. Leisure travel created an opportunity when commuter travel was declining. The new Okehampton Station was a prime example where bike space was capped or at the guard’s discretion, which does not provide the certainty that people need. Buses were more more complicated yet the National Bus Strategy referred to the potential for cycles on buses in rural areas.
Funding could be an issue if there is insufficient demand in the winter, for example the Surf Bus in North Devon had been discontinued.
Various examples were cited of how other countries successfully incorporated space for bikes in train carriages or on buses by removing seats or providing dedicated space within or on the outside of transport.
Photographs in the presentation had included power chairs and motor scooter users and it was explained that these operate differently and users had varying requirements. Wheelchair accessible toilets were very important to scooter users and DCC was asked to encourage businesses along trails to invest in these facilities.
Chicanes presented an issue on some routes, for example at Bideford, Barnstaple and Meeth. Sometimes a step bar to go over a gate presented an additional issue, for example adjacent to a Bristol Gate at Meeth. Removing all chicanes might not be required and was costly but DCC was asked to remove unnecessary obstacles. There was a compromise.
The new garden village development at Cullompton had no coherent cycle plan to link to Exeter and Cullompton Railway Station and Gordon Guest said he would email separately about this matter as a Cullompton Town Councillor.
Jamie Hulland, DCC, confirmed he was in discussions with Mid Devon District Council and developers.
Jamie Hulland, DCC, said it had been a shame the Warmer Welcome bid had been unsuccessful as that would have brought economic benefits.
Jamie Hulland, DCC, confirmed that the Vision Zero SW campaign will complement the new Highway Code hierarchy. The vision is to have zero people seriously injured or killed by 2040 through partnership working with the Police. The Police have increased resourcing around speed and education/training. A campaign is planned to focus on the changing hierarchy in the Highway Code and more details will be shared as this develops. Highway authorities are included in the partnership.
Reference was made to economic data on green tourism that was shared at a workshop event a couple of years ago attended by Sue Pudduck and the Chair. Jamie Hulland, DCC, would appreciate receiving a copy as facts and evidence were useful to put forward compelling arguments.
Action: Sue Pudduck and Chair.
Jamie Hulland confirmed DCC was seeking clarity from the Department for Transport on Local Cycling and Walking Infrastructure Plans so that it can progress these. Stakeholder engagement, including the involvement of the DCAF, would be very helpful.
The Chair thanked Jamie and Liz for their presentation and asked them to keep in touch.
Supporting documents:
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