HAMPSHIRE COUNTY COUNCIL

EXECUTIVE MEMBER - ENVIRONMENT: SOUTH HAMPSHIRE AND RESOURCE MANAGEMENT

ITEM 3

PROJECT APPRAISAL

(Externally Funded)

PROJECT:

RAILWAY STATION TO TOWN CENTRE, PETERSFIELD - CYCLE ROUTE

COMMENCEMENT DATE:

OCTOBER 2006

COMPLETION DATE:

NOVEMBER 2006

PLANNED YEAR OF START IN ACCORDANCE WITH CAPITAL PROGRAMME: 2006/07

1.

Scheme

1.1

1.2

1.3

1.4

Introduction

Proposal 11 of the Petersfield Area Transportation Strategy (2000) and the East Hampshire District Council strategy document "A Cycle Plan for East Hampshire" (2005) identified improvements to existing cross-town cycle routes as being of particular importance in providing "better and safer links between residential and employment areas, schools, shopping and leisure facilities".

This scheme will form part of the cross-town Railway Station to Penns Place cycle route, linking directly to the cycle route from Tor Way to the town centre car park which was constructed in 2004.

It is entirely funded by a developer contribution which was taken to improve cycling facilities in Petersfield.

There are six cycle lockers on the platform and a cycle shed with 38 spaces at Petersfield Railway Station. Data from 2002 and 2004 show that an average of 29 and 32 cycles respectively parked at the station over a 12-hour period.

1.5

1.6

1.7

1.8

1.9

1.10

Details

The scheme is entirely on-road due to both the low-speed/volume nature of the roads used and the technical difficulties and land issues associated with providing an entirely off-road facility.

The majority of the route is to be covered by post mounted signs, starting at the Railway Station, indicating both `Town Centre and Taro Centre'. The Taro Centre is the final destination of the full cross-town cycle route, of which this scheme is a significant part. The first sign is located so as to be visible to people who have left the station buildings. From here the route then follows Lavant Street, over the junction with Charles Street until the junction with Chapel Street. At this point the signing for the route splits due to the close proximity of the actual town centre; `Town Centre' is signed to the right and `Taro Centre' to the left. If cycling to the town centre, the cycle route signing is terminated at this junction.

For those cycling towards the Taro Centre, the route requires a left turn into Chapel Street which at this point is within the 20 miles per hour zone for Petersfield town centre. After approximately 70 metres the cycle route turns right towards the town centre car park, via Park Road. Park Road is one-way and as such a contra-flow cycle lane is to be built to allow two-way cycling. Demarcation between the east-west 1.5 metres wide cycle lane and the remaining west-east vehicle lane is provided by a painted white line. The east end of the contra-flow cycle lane includes a raised island. The west end of the contra-flow cycle lane will use surface markings to denote demarcation of the cycle lane. A physical island cannot be provided without impacting upon the ability of articulated lorries (serving the supermarket in the car park) from turning into Park Road. The contra-flow cycle lane requires a Traffic Regulation Order, details of which are covered in paragraph 1.14 `Statutory Procedures and Consultation'.

The route then enters the town centre car park which is situated behind the Waitrose supermarket. It will be denoted by both finger posts and surface markings (white cycle symbol on a background of red coloured surfacing) at several points as the route passes through the car park. The signing through the car park follows the existing one-way vehicular route. The cycle route covered by this report terminates on the east side of the car park, where it links directly to the cycle route constructed in 2004 which runs around Old College Street and Tor Way to the junction with Moggs Mead.

Signs for the reverse route have the railway station as a destination.

A location plan is attached and a detailed plan will be displayed at the meeting.

1.11

1.12

Targets and Outcomes

The principal desired outcome for the scheme is the provision of a safe multi-user group cycling facility, which links directly with existing facilities and thus contributes to a complete east-west cycle route across Petersfield. It is considered that completion of the cross-town route will contribute to the already growing levels of cycle use that are being measured along the Tor Way to town centre car park route which directly adjoins this scheme.

In 2005 data from the permanent cycle counters, part of the adjoining cycle route from Tor Way to the town centre car park, showed that a peak, bidirectional daily flow of 116 cycles was achieved in September 2005. In 2006 data for the same route show that there were, on average, 153 cycle trips per day during June, an increase of 50% on the same period in the previous year. Survey data from June 2006 indicated that there are currently around 17 cycle trips per day along the route of the proposed scheme.

1.13

Standards

The design conforms to current national and County Council standards, and the proposals have been subjected to a detailed design stage safety audit. A pre-opening stage safety audit will also be undertaken on completion of the works.

1.14

1.15

Statutory Procedures and Consultation

The provision of two-way cycling along Park Road has been facilitated by a contra-flow cycle lane for which a Traffic Regulation Order (TRO) is required to allow cyclists to travel east-west in Park Road, which is currently subject to one-way operation allowing west-east vehicular traffic only. The TRO was advertised from 24 May 2006 until 15 June 2006. As a result an objection was raised by Petersfield Town Council and comments were received from East Hampshire District Council. The objection and detailed officer comments are set out in Appendix 1. A copy of the TRO is attached as Appendix 2. The main objection related to the effect of the works required for the contra-flow cycle lane on the ingress and egress of large vehicles through Park Road. A swept path-analysis was performed for 7.5 tonne vehicles. This showed that there would be no conflict with cyclists or pedestrians in that area. The formal delivery route for the Waitrose supermarket, located at the edge of the public car park at the end of Park Road, is via Winton Road. Therefore it was determined that it is reasonable for Park Road not to have to cater for articulated lorries when a suitable alternative is available and already used.

The appropriate District and Town Councillors, the East Hampshire Cycling Forum and officers of East Hampshire District Council were consulted at both the conclusion of the feasibility design stage and during the detailed design stage. Where required, changes were made to the design as a result of these consultations. The nature of the scheme did not warrant public consultation.

1.16

Policy Considerations

The scheme will contribute to Corporate Strategy Aim 2 `Stewardship of the Environment' by encouraging modes of work, leisure and school related travel which are a safe alternative to the motor vehicle.

1.17

Environmental Impacts

As the scheme will require no new land and is constrained within existing carriageway limits, there will be no measurable environmental impacts. Existing traffic flows and accesses are not affected by the scheme.

1.18

Land Requirement

A section of this route, as it passes through the town centre car park, is on land owned by East Hampshire District Council. As one of the scheme stakeholders the District Council has given approval, in principle, for the land to be used for the scheme. A formal agreement to use the land, based upon the completed detail design, is currently being sought.

Aside from a portion of the route through the town centre car park, the scheme is within the existing highway boundary.

1.19

Alternative Arrangements

An alternative option of cyclists exiting the station to the north and travelling east along Station Road and south along Chapel Street to link with Park Road was considered at the feasibility stage. This option was dismissed due to its indirectness, the additional length of the route compared to the final option and the high volume of traffic along Station Road.

1.20

Local Members' View

The local Members, Councillors Payne and Cartwright, support the scheme.

1.21

Impact Assessments

This scheme is intended to provide a cycle facility from Petersfield Railway Station to the town centre car park. Assessment of the Race Relations (Amendment) Act has been considered in the development of this scheme which is not expected to compromise equalities in terms of race and gender, but to improve access for all.

1.22

Crime and Disorder Act 1998

The provisions of this Act have no impact on this proposal.

1.23

Sustainability

There is no direct environmental impact from this proposal as it is constructed within existing highway limits. The provision of the proposals will help to promote sustainable travel modes, such as walking and cycling.

2.

Financial Arrangements

2.1

Expenditure

£'000

Funds Available

£'000

Design Fee

43.5

Developer Funding

66.5

Supervision

2.0

Project Works

21.0

Land

Nil

____

____

Total

66.5

Total

66.5

____

____

2.2

Revenue Implications

£'000

% Variation to Committee's budget

Net increase in

current expenditure

1

0.001

Capital Charge

2

0.002

____

____

Total Expenditure

3

0.003

____

____

8.3

Maintenance Implications

The nature and scope of the scheme limits opportunities for the use of recycled materials during construction. The principal additional maintenance liability will be due to the new sign posts and sign faces required.

Section 100 D - Local Government Act 1972 - background papers

The following documents disclose facts or matters on which this report, or an important part of it, is based and has been relied upon to a material extent in the preparation of this report.

NB the list excludes:

1.

Published works.

2.

Documents which disclose exempt or confidential information as defined in the Act.

TITLE

LOCATION

Railway Station to Town Centre Cycles, Petersfield

Environment Department

Room 415

OBJECTION

OFFICER COMMENTS

1) A reduction in the amount of signs to be used.

2) More research into the heavy vehicle overhang to pavements on Park Road.

3) Signs to be erected showing a restriction on lorry use of Park Road.

4) Two-way for cycles in Park Road could be confusing for motorists.

1) The level of signing proposed has been minimised to reduce the impact. However, where Traffic Regulation Orders are imposed, regulatory signing is required to clarify the requirement of the regulation to motorists. Cycle route signing is essential to ensure that cyclists are able to follow a designated route and motorists are alerted to the likely presence of cyclists.

2) Swept path analysis has been undertaken as part of the design process. The dimension and layout of the proposed islands for Park Road take account of 7.5T lorry swept paths. Further investigation has been undertaken and a small amendment has been made to the proposals for the surface marking at the Park Road junction with Chapel Street to ease the turning movement. It should be noted that the formal delivery route for the Waitrose supermarket and other stores is via Winton Road to the north of the car park and therefore articulated vehicles do not use the Park Road access.

3) The majority of large vehicles access delivery areas via Winton Road due to its better suitability. With this in mind the provision of a Traffic Regulation Order prohibiting lorries over 7.5T from passing through Park Road would achieve very little change to current traffic patterns. Additionally it would require the provision of further signs in this area.

4) Cyclists travelling in contra-flow on Park Road will be separated by a physical island at the junction with the central car park and surface marking at the junction with Chapel Street, and travel upon a well defined route in between. The cycle route in this location will be mandatory and motorists will be prohibited from entering the cycle lane. Motorists will be alerted to this situated by the combined use of signing, road markings and physical measures.

Column 1

Column 2

(i) That length of Park Road (width A) between a point contiguous with the north-western corner of the Central Car Park and its junction with Chapel Street

From east to west

(ii) That length of Park Road (width B) between its junction with Chapel Street and a point contiguous with the north-western corner of the Central Car Park

From west to east