SHDC A Clean Air Strategy For South Hams & West Devon – incorporating Air Quality Action Plan for TOTNES A385 Public Consultation (April 20th– June 20th– 5pm) Response by Cllr Jacqi Hodgson

18^thJune 2018

To Whom it May Concern

Response to SHDC A Clean Air Strategy for south Hams and West Devon

Incorporating comments regarding the Air Quality Action Plan for Totnes

Dear Sir / Madam,

I wish to make the following submission with regard to the current public consultation on the above document.  My points are made with reference to the formatting within the document:

Executive Summary:

P5. It is clear from this summary, that SHDC accepts there is a problem, that it will continue to monitor air quality, however it is substantially lacking in any substantial practical actions that are likely to lead to turning the tide on air quality in the Air Quality Management Areas.

The aspirations to promote the uptake of Ultra Low Emission Vehicles with the objective of a zero-emission car and truck fleet by 2050 is laudable but unlikely to have a major impact, certainly not in the short term and demonstrates the usual lean towards the myth that technology will save us. Technology does certainly make a difference to our lives (anyone who remembers times pre-email, internet and indeed computers is likely to agree with this), but thinking that technology will reduce our addiction to the motor car and that the majority of users will have electric cars in the next 20 years is unlikely in the current wave of austerity.

So the usual requirements remain if we are really serious about reducing traffic congestion and air pollution caused by motorized vehicles belching out NOx and a host of other noxious fumes while they consume vast quantities of finite fossil fuels and contribute to chaotic climate change. The thrust of this Clean Air Strategy should be phased investment in infrastructure that enables, encourages and supports sustainable transport modal change.  Regrettably there is not much of that in this strategy or the AQAP for Totnes and environ.

 To Inform, educate and promote Behaviour Change in the public to walk, cycle and use public transport more should not only be includedin this list, but topof the list of aims and objectives.

P7. The shortlist of options for Totnes should include an outline  programe for modal change: better pedestrian and cycling links, crossings and pathways and make reference to the Totnes Town Council Transport Policy and Strategy with its comprehensive programme of improvement projects proposed by Totnes on the Move in 2014.

General Comments on this document:

• There seems to be a complete disconnect between community, town and parish initiatives that have been worked on to date; i.e. Totnes on the Move Community Board 2010 – 2016, Totnes Town Council Transport Strategy and Policy and Schemes, Neighbourhood Plans, local initiatives such as Transition Town Totnes Energy Descent Action Plan, The Totnes to Littlehempston Cycle group.
• The main financial investment proposed for the Totnes area seems to be from new privately funded developments rather than from the public purse. This is discussed more fully below

Failure to acknowledge or include public (LSTF) DCC funded work by Totnes on the Move

The lack of any mention of working with the Town Council as an active potential partner that has developed and consulted on a very detailed Transportation policy, strategy and schedule of projects further to the work of (central government funded) Totnes on the Move (TOTM) is an extraordinary omission.  This work was clearly referred to in the SHDC 2009 Air Quality Management Plan,but now the SHDC AQMP ignores the work of TOTM and its fully considered outcomes (that have been reviewed and were welcomed by South Hams HATOC in 2014).  The TOTM work was carried out from 2010 – 2016 mainly by volunteers with Local Sustainable Transport Funds (LSTF National Government award) with funded administrative support through Devon County Council.  Almost a quarter of a million pounds was apparently spent in Totnes, a small part of the >£3M award from central government to DCC (which was for sustainable transport initiatives in Exeter, Newton Abbott and Totnes).

Despite funding this work, Devon County Council has also ignored the proposals from Totnes on the Move even as far back as 2011 when it produced its DCC Local Transport Plan Devon & Torbay Strategy 2011-2026.  This document made all the right noises in its aspirations around improvements to change public behaviours, and improve pedestrian and cycle links and work with communities (vision p 14), however by page 86 when it talks about Market and Coastal towns, while its vision for that sub section supports the earlier aims and indeed Transition Town initiatives are mentioned and “schemes that are low cost and high value, and that deliver solutions identified by the community will be prioritized” (page 91), but when the nitty gritty of Targeted Capital Interventions (page 97), the only mention for South Hams is Deep Lane Improvements to mitigate the impact of development at Langage and Sherford, completely missing out any mention of any South Hams town in particular Totnes, a town that has consistently put forward proposals for improvement.

This ignoring the work of Totnes on the Move continues in the next DCC document in 2012 with DCC Totnes Transport Strategy (ref B2300170/A385STRA/0003), that DCC commissioned Jacobs to produce in December 2012,a document that Totnes TC (or any others) were not consulted on and missed many of the good proposals then being developed by Totnes on the Move with LSTF via DCC funded support.

The contradictions and seemingly deliberately ignored work that could and should have informedDCCs own 2017 Transport Infrastructure Plan – Delivering Growth to 2030illustrates this clear omission further.  In the latter plan, South Hams is the only District Council area to notbe named in the listings, there is simply one entry (p19) for investment in the entire period of this plan and that is for the A3121 Avonwick to Ermington with £9.5M allocated for safety schemes.  Yet Totnes is known to be the fourth most congested town in Devon and a significant amount of development growth has been proposed there and in neighbouring Dartington.

To consistently ignore then and now the carefully considered and publicly approved outcomes of Totnes on the Move and Totnes Town Council policies and proposals that was funded as part of a central government LSTF project should be the subject of an investigation into whether these public funds were misused by DCC.  Like many other towns and its neighbouring parishes, Totnes is using the TOTM proposals to inform its neighbourhood plan, but despite the best intentions of all concerned, if no public money (i.e. from taxes paid by local people into the public purse) then the chance of funding for any of the sustainable transport initiatives that will improve air quality in Totnes are unlikely to go ahead.

Air Quality Action Plan for Totnes

The above critique of the Clean Air Strategy also applies to the Air Quality Action Plan for Totnes as Totnes Town Council has publicly consulted on and included the proposals put forward by Totnes on the Move and produced this as Totnes Town Council Transport Policy and Strategy which includes a series of proposals that would provide improvements to sustainable transportation in and around the town and its connections with the surrounding parishes and neighbouring towns and villages.

Totnes Town Council Transport Policy and Strategy 2014 is attached.  I propose that these proposals are used to inform the Air Quality Action Plan for Totnes.

Essentially to improve air quality in Totnes town and environ measures that make it safer and more desirable to walk, cycle or use public transport rather than use the car should be the focus of this AQAP.

Option 1

Measures that reduce local car use can be addressed by increasing safety for pedestrians and cyclists.  An increase in the number of pedestrian crossings along the A 385, A384, A381 could have a significant impact on keeping cars moving but slowly and ready to stop for pedestrians in the busier residential and village and town centres.

This should be coupled with 20mph speed limits in all residential areas and on the main routes passing through town and village centres.  (This measure is supported by all the neighbourhood plans being developed in these areas)

Changes (as proposed in Option 1) to pedestrian crossings i.e. reducing the time that cars need to wait should only be carried out after additional pedestrian crossings have been added as this will increase the safety and likelihood of people walking rather than driving in this area.  This would also support the use of Lollipop Safety officers to help school children cross the road. It is unclear of the four pedestrian crossings with lights along the A385 through Bridgetown is referred to in the document (n.b. Station Road is Bridgetown one side and Totnes Town the other)

The pedestrian and cycle underpass from the railway station to Castle Street (and possibly extending as a pedestrian and cycle way through to Follaton) needs to be developed asap.  I understand from network Rail that there is serious interest in this non-vehicular route and that this would be possible within the next four years when Network Rail will be replacing and possibly relocating their signal boxes (one of which has been the barrier to this development to date).

Additional safe pedestrian crossings are needed around Totnes and into Dartington along the A385.  The Pedestrian Crossing between Origins and the Lascaze Building in Dartington was agreed as part of the Origins development and included a built out traffic calming measure, however I gather that two Highways officers changed this for the 106 agreement and it has not been delivered. A further pedestrian crossing nearer to Shinners Bridge to link the footpath that leads to five schools in the village centre and the post office and footpaths to the Cott area would increase safety and reduce car use in Dartington.

Additional Pedestrian Crossings at the traffic lights at the junction of Plymouth Road and the A381 are urgently needed as the footpath leading from Follaton (that is used by many people including children on a daily basis and often in the rush hour) does not lead to a pedestrian crossing into town. There need to be additional pedestrian lights on the Plymouth Road (west side) and A 3981 (north side) to create a safe route into town from Follaton.

A further pedestrian crossing west along the Plymouth Road between Follaton House car park and the new Follaton Oak development and the main residential area of Follaton and Plymouth Road is needed.  Those residents now living at Follaton Oak have no safe route to the Community Centre and shop at Follaton, similarly residents at Follaton have no safe pedestrian access to services at Follation House or the park and ride that is sometimes established for seasonal markets and events.

• It is my view that the Air Quality impact of Option 1 with these additional pedestrian crossings as I’ve suggested could be High
• I would further suggest that the cost effectivenessof increasing the number of pedestrian crossings and making town and village centres safer for pedestrians would be High

 

Option 2

I strongly object to the option 2 of a By Pass put forward but then dismissed as not popular or fundable.  The comparative costings of such a proposal when compared to park and ride or other significant options that could support significant behavioural change are large.  To put this unsupported option in is confusing, divisive and unhelpful.

• It is my view that the Air Quality impact of Option 2 is a minus figureas not only are the emissions of current traffic remaining the same, although they would be spread across a wider area, the effect of opening up more convenient and potentially faster routes for traffic is to attract more traffic as the congestion would cease to be a deterrent.
• I would anticipate that the Cost Effectiveness of a by-pass would be Low to minus (as this would also require additional road maintenance)
• However the Cost Effectiveness of Park and Ride being set up between 0.5. and 1mile of ach of the main routs leading into Totnes could have a significant impact on congestion and air quality in the town centre and potentially have a cost effectiveness of HIgh

 

Option 3

With regard to the comments about trains, this is completely contradicted by DCC’s own submission to the franchise applications of GWR in January of this year further to a meeting of Devon & Exeter Rail Working Party (17.1.18) of which I am a Member. It was clearly agreed at that meeting that increased rolling stock for passengers was needed and that this would include better out of hours services as well as better local services between Exeter and Plymouth.  Points were also made about increasing the use of rail by freight.  These points were included in the formal submission.

Promotion of public transport alternatives could be done by improving the links and signage, but most strongly of all by DCC making representations to the Government and requests to the Local Enterprise Partnership (LEP) to invest some of the public funds they administer on additional public transport services.

I am surprised that there is no mention of Bob the Bus, our community bus for a number of years that has recently increased its routes and services.  Bob the Bus would be well placed to support park and Ride services.

In an area with a relatively higher proportion of older residents and less money available to service rural roads, active promotion of public transport is essential not only for improvements to access for residents but also to reduce the use of cars.

I believe that the Air Quality Impact of option 3 could be 4 leading to 5 in the long term if services were improved.

In my view the Cost Effectiveness of using more creative ways to promote and increase public transport services and usage could be Medium to High

 

Option 4

At present Ultra Low Emission Vehicles i.e. in this context electric cars rely on rechargeable batteries made with lithium.  There is a finite amount of Lithium available in this world (it comes from areas where there has been an impact with a large meteorite) and that is not enough to provide for all vehicles currently in use to be replaced with electric models.  With the economic downturn replacement car purchase is reduced and electric cars require a significant investment that will be well beyond the finance of many local residents.

It is welcomed that electric charging points are proposed, albeit most likely for a more limited clientele.  However it would make more economic sense to install these as solar powered charging points and thus help mitigate climate change too.  On that basis it would be worthwhile considering the economic costings of installing solar powered charging points in car parks that electric bikes and electric motor bikes can also recharge at.

• I would agree that the Air Quality Impact of Option 4 is 4/5, but this could be improved to 5 if a solar powered charger that could serve a wider variety of vehicles was installed.
• I would also agree that the cost effectiveness of option 4 would be medium to very high and this would include using solar power as the cost of linking to a nearby grid supply can be expensive.

 

Option 5

The proposal for Green Travel Vouchers is essentially a way to get Developers to provide a short-term gift voucher to the residents they will sell or rent their new homes too, i.e. more of a promotional item or discount for them rather than a serious attempt to improve air quality. While the principle of encouraging new residents to use alternative Given the likely impact of 50-100 new houses appearing in a field, many of which will have two cars each, plus their visitors, Green Travel Vouchers are a drop in the ocean, similar applies to bicycle vouchers.

However on the occasions when I have totted up the amount that collectively the Green Travel Vouchers amount to and proposed at SHDC Planning Committee that this amount should be invested in public or community transport to provide a better service to these new residents and thereby help them change their travel habits more permanently (i.e. for a much longer period than a travel voucher would last) I have generally been informed that this needs to be put to the developer at a much earlier stage.  I therefore hereby ask for that to be the case for planners at SHDC to request of developers during the planning application process.

• It seems to me that the Air Quality Impact of Option 5 with Travel Vouchers is less than 1, however if converted to investment in local public or community bus services this could be 3 – 4
• On that basis I’d suggest that the cost effectiveness of option 5 as per my amendment could be medium to high.

 

Option 6

I believe that Green Travel Planning should be a public service that operates as a front line service in conjunction with local authority strategists, public transport provides and all tiers of local authorities to provide sustainable transport options for all modes of transport. However I’m aware that this utopia does not currently exist and therefore I do agree that in this day and age of private transport being the option most supported with public funds, having a Green Travel Planner is the kind of initiative that is essential to provide counterbalance and to work with new residents as well as local organisations, transport providers etc to promote and encourage modal change towards sustainable options.  I also agree that the developers who are making the money out of these new houses should fund Green Travel Planning.

An added advantage of this initiative is bring new residents together and assisting with community building.

A Green Travel Planner was one of the proposals from Totnes on the Move and how this could work has been well articulated in Totnes TC transport policy and strategy.

• The Air Quality Impact of Option 6 could be 3 – 4
• The cost effectiveness of option 6 could be medium to high.

 

Option 7

The proposed compulsory / voluntary purchase of residential buildings at risk is an appalling scenario and probably counterproductive.  This could leave some of the best and or most historic buildings in the town centre and immediate environs not only unfit for habitation, but also effectively ‘killing off’ the town centre.  The chances are that by getting rid of the problem of excessive air quality problems in this way, the number of vehicles and their associated emissions will increase and this will lead to further compulsory purchases.

This expensive measure will not achieve any reduction in actual emissions and will be costly in terms of actual purchase and quality of life in the town.  In my view a waste of money.

• The Air Quality Impact of Option 7 would be 0 to minus numbers 

• The cost effectiveness of option 7 would be zero; in fact very expensive

 

Alternative options from Totnes Town Council Transport Strategy & Policy that should be considered and evaluated:

Totnes to Littlehempston Cycle link

One of the most significant Options that should be included in this plan is the Totnes to Littlehempston Cycle link.  This would form a missing link currently on a National Cycle route.  This pedestrian and cycle path has been proposed and worked on by residents of both Totnes and Littlehempston for over 15 years. It is widely acknowledged that this would make a difference to school children and regular commuters travelling to and from from the Newton Abbot direction.  It only requires the (mostly) publicly funded footbridge that currently is only used to access the Steam Train station to be made available for acess across the river and then a short pathway across South West Water Land.

This pedestrian and cycle link is essential to the network of these pathways. In particular as the A381 between Totnes and Ipplepen is so dangerous for cyclists and not possible for pedestrians.

This would be a significant tourist attraction, in particular with many of the 25% of visitors who come to Totnes to visit Transition initiatives.  It would also be of economic  benefit to the Community facilities in Littlehempston, including the Community pub.

• The Air Quality Impact of the Totnes – Lttlehempston cycle link would be 5 – high
• The cost effectiveness of the Totnes – Lttlehempston cycle link would be high

 

Shared Space in Totnes Town Centre

Since the air quality monitors used by SHDC Environmental Health are only sited on residential buildings, the vehicle pollution that is clearly present and unpleasant goes unrecorded.  In addition the motorized traffic that compromises physical safety in Totnes Fore Street, High Street and the Narrows needs to be minimized to improve not only these health risk factors but also reduce risk to heritage buildings that could have a disastrous economic impact on the town if some of these buildings were to fail.

This proposal was assessed and estimated by DCC in 2014 as costing £100,000. A worthwhile investment in this important town.

(For other sustainable and publicly consulted on options for travel schemes please see the listings on the Totnes Transport Strategy and Policy (appendix 5) attached)

 

Other Schemes emerging from Neighbourhood Plans:

Quiet Lanes are emerging as an option to reduce ‘rat runs’.  A lengthy, well considered and evidenced proposal was made to South Hams HATOC in April 2018. 

Converting some unclassified into cycle and pedestrian ways.  This would reduce maintenance costs of DCC and provide more off-road cycle and pedestrian routes

Extension of the monitoring of the A385 should be extended up to and include Huxhams Cross in Dartington.  This would enable greater understanding of the impact of the considerable volume of new housing and employment space being built in Dartington and the associated traffic and potential pollution.  The village centre in Dartington at Shinner’s Bridge where the A385 and A384 converge has become very much busier in recent years; with the close proximity of four schools the air quality needs to be monitored.

In Conclusion

The only conclusion that can be drawn from this draft strategy for south Hams and Action Plan is that with the virtually complete lack of public funding to be invested in infrastructure in the South Hams and in particular Totnes over the next twelve years at least.  This is an extraordinary omission that needs formal explanation and underlines why the proposed Air Quality Action Plan is so deficient as no public money is proposed to help alleviate the situation in Totnes.  All that is proposed to be sought is to be funded through contributions from developers, indeed such minor proposals that are likely to have little or no direct impact on the current or future air quality in Totnes from Berry Pomeroy to Dartington or Harberton.

Yours faithfully,

Jacqi Hodgson

Cllr. Jacqi Hodgson

 

Enclosed (below) : Totnes Town Council Transport Strategy and Policy with schemes

Totnes Town Council

 

Transport Policy and Strategy 2014

 

 

 

1  Vision (What we would like to see happen)

 

• Introduction and Overview(Travel needs to be addressed)

 

• Transport Policy 2014 (Our guiding principles)
  • Access For All
  • Sustainability
  • Community Engagement

 

4   Transport Strategy 2014(How we plan to make this happen)

• Objectives (What we plan to do)
• References and relevant transport plans

 

5   Appendix: Schemes (Projects that make this happen)

5.1 Maps (to be included later)

 

_____________________________________________

Vision

A resilient town wide transport policy and strategy that will deliver sustainable travel for all users, ensuring safe, healthy streets and a pleasant, prosperous and vibrant town centre.

2. Introduction and Overview

 

This document is intended to outline Totnes Town Council’s position relating to transport in the town.

 

The principles contained in the Policy and Strategy reflect Totnes Town Council’s commitment to improving access to transport with a focus on encouraging the use of sustainable travel wherever possible.

 

Reference should be made to this Policy and Strategy alongside other planning guidance when considering all future plans and developments in the town. Decisions made should be in keeping with these principles. In particular this information will help inform Devon County Council and South Hams District Council in the context of considering travel schemes submitted for S.106 grant funding which would benefit the Totnes area. Details of current and planned schemes which will implement these principles are found in the Appendix.

 

This Transport Policy and Strategy will be reviewed from time to time. Information on the associated schemes listed in the Appendix and other relevant transport plans will be regularly updated.

 

A further summary document outlining these principles is available for residents and visitors.

 

1. Totnes is situated at the junction of roads linking Torbay and Plymouth (A385), Newton Abbot (A381) and Kingsbridge and the South Hams (A381). More than 60% of traffic on the A385 is through traffic. Planned developments in Torbay are likely to bring a further increase in traffic. The A385 through Dartington and Totnes is a designated Air Quality Management Area due to levels of pollution.There is no prospect of a bypass in the foreseeable future.

 

2. Longer-term, we anticipate a reduction in the number of private cars as a consequence of rising oil prices and a shift in the types of transport used. We can anticipate this position (and mitigate the impact of short term traffic increases), by promoting other modes of transport and developing a sustainable travel plan that helps to reduce our dependence on fossil fuels.

 

3. There is already a national increase in the use of bicycles, which provides both a healthy and a sustainable form of travel. Local development plan documents acknowledge the need to create a fully linked up local cycle path network. This needs to extend to outlying villages.

 

4. There have been fatal accidents at True Street and on Kingsbridge Hill in recent years. DCC reports a series of minor accidents on High Street / Fore Street, and wishes to reduce the amount of unnecessary traffic travelling through the centre of the town.

 

5. There has been a long-standing controversy about the presence of cars on High Street / Fore Street. This strategy acknowledges the need for continued access for emergency and delivery vehicles and community transport; the need for easy access for pedestrians, particularly disabled access; the need for adequate parking overall in the town to support trade; and a desire to improve the pedestrian experience in the town centre.

 

6. Residents’ car parking schemes were introduced in various residential areas around the town in 2010, and their impact and efficacy needs to be reviewed.
7. Transport Policy

 

 3.1     ACCESS FOR ALL

We aim to address the travel needs of:

1. Residents in Totnes and its 15-parish hinterland who depend on the town for provisions, services and employment.
2. Those with travel needs, who for reasons of age, disability, income or choice do not have access to private transport.
3. Organisations and companies providing services and deliveries
4. People who come from a wider area and who contribute to the local economy e.g. visitors.
5. Those who are simply passing through.

 

• SUSTAINABILITY

1. Reduce the need to travel.
2. Support access for all that covers all primary modes of transport based on a hierarchy of walking and impaired mobility vehicles, cycling (including electric powered), service delivery vehicles, community transport (with disabled access), other public transport (including rail), taxis, private cars (including car clubs and car sharing), and haulage vehicles.
3. Support and propose sustainable transport schemes, including connecting people to key destinations by walking / cycling links.
4. Support proposals that improve public and community transport with priority given to access in Totnes and district, then destinations further afield.
5. Work towards integrated transportation hub systems to provide linked exchange to different ways of travel including Park & Ride / Stride proposals to reduce traffic and the need for parking in Totnes.
6. Seek comprehensive transport assessments and green travel plans for all significant locations where a large number of individuals will need regular transport.
7. Encourage and support traffic management measures to reduce car usage, congestion, air pollution and noise and that enhance the environment, improve safety and promote sustainable modes of travel.

 

• COMMUNITY ENGAGEMENT

1. Consult and engage widely with residents on transport proposals that will affect travel, parking and traffic in and around Totnes.
2. Work in partnership with community groups that have a transport remit, statutory authorities and other relevant authorities.

 

 

4. Transport Strategy

 

Totnes has been considered to be the fourth most congested town in Devon.  In the context of the existing traffic congestion and the planned developments in and around the town, a strategy for accommodating existing and new journeys is required.

 

4.1 OBJECTIVES

1. Advocate the implementation of the Totnes Town Council Transport Policy.
2. Draw on the associated Transport strategies developed by Devon County Council (January 2013), The Integrated Cycle Plan for Totnes (March 2012) and Totnes on the Move (November 2012) and align with them wherever possible.
3. Expand local community transport.
4. Support plans for transport exchange hubs which support public transport and other sustainable modes.
5. Encourage more walking and cycling in the town and surrounding parishes by promoting and supporting proposals that improve and extend the footpath and cycleway network. As modes of transport that enhance health, community cohesion and are sustainable, they should be made safe, convenient and enjoyable through improvements to existing paths, opening cut-throughs, making space for cycle paths separated from the carriageway, and by connecting quiet roads to the surrounding parishes.
6. Support measures that ensure that through traffic on the A385 and other through roads moves as efficiently and in as safe and healthy a way as possible.
7. Support improvements to the pedestrian experience in High Street/Fore Street.
8. Support our traders, residents and visitors alike with measures to ensure adequate parking and easy access to the town centre.
9. Request Green Travel Plans for schools, major employers, public buildings, and similar large destinations, and require comprehensive transport assessments and Green Travel Plans for all planning developments that are likely to generate significant amounts of travel, or where there may be local traffic problems associated with a planning application.
10. Support Shared Spacemeasures in and around the Town.
11. Support the expansion of car clubs and car sharing.
12. The Town Council will consult with residents through its community engagement policy and debate at the Traffic and Transport Forum.

 

 

4.2   References and Relevant Transport Plans

 

Totnes Station – signing recommendationsTim Padfield, TOTM paper, 3 November 2013

 

Rural Bus Services report Tim Padfield, TOTM paper, August 2013 (Sent to all the fifteen parish councils

surrounding Totnes, asking for their views about bus services towards Totnes).

 

Totnes Transport Strategy, Devon County Council (Jacobs) December 2012(informed by the TotM process)

 

Town-wide Sustainable Travel Strategy, TOTM Community Board, 12th October, 2012


 

Air Quality Action Plan, May 2012
Sarah Harcombe, SHDC’s Air Quality officer, has issued this draft SHDC Air Quality Action Plan – pages 4 to 16 of which cover Totnes (especially Bridgetown Hill – which is the key air quality problem in the South Hams).

 

Defining Sustainable Transport (Paper one), Devon County Council 17/08/11

 

Cycle Parking Survey and recommendations Fore Street / High Street, (TOTM) 11 July, 2011

 

Hamilton-Baillie Associates Report on Totnes
’Movement, safety and pedestrian comfort in the town centre’ July 2012

 

Walking Network Enhancements, TOTM paper November 2012

 

Community Transport Feasibility Study outline proposalTOTM paper 2012

 

Integrated Cycle Plan for Totnes, Recommendations for a 21^stCentury Cycling and Walking network. Eric van der Horst. March 2012

• Cycling:
An introduction to the Integrated Cycle PlanTOTM (powerpoint)October 2012
• A3 mapshowing routes and junction numbers – key to Eric van der Horst’s report October 2012
• Signage Appendix for Totnes Report TOTM 2012
• Infrastructure Appendix for Totnes Report TOTM 2012

 

Totnes Bridge proposal:

• Phase 1 Totnes Bridge Presentationto TT&TF 10/10/12
• Phase 1 Totnes Bridge Presentation to TTC 5/11/12

 

Totnes Biofuels:
Totnes Biofuel Hub & Community Transport Study: A Technical & Financial Analysis 10/10/12

 

 

 

5. Appendix: Schemes

 

The following schemes are projects that have been identified, investigated and prioritised by Totnes on the Move Community Board.  Each scheme has been assessed to indicate which Town Council Strategic Objective(s) it supports.

 

This list may change as schemes are completed and others put forward.

 

Schemes in process for 2013-14

1. Toll House Cycle Path (In process for 2013-14) Toll House cycle scheme, between Kingsbridge Hill and the Ashprington junction. EDG have drawn up a design for this scheme.

2. Plymouth Road (In process for 2013-14) A pedestrian crossing on Plymouth Road between the junctions of Birchwood Close and Farwell Road. (Agreed at the South hams HATOC on 12 July – completed) Jacobs are now working to complete this, the gateway and the Advanced Stop Line before the end of the financial year.

3. Totnes Station Forecourt (In process for 2013-14) Rail Station. Signing. Signing is needed to all destinations in the town, including a map. Cycle Parking. Agreement with the new Station Manager should allow this to go ahead.

4. E-cocars. (In process for 2013-14)

5. Ebikes

6. Community Transport Bob the Bus Promotion and publicity to encourage more passengers and to widen the demographic appeal of the service,

7. Bus Shelter at Shinners Bridge Roundabout (In process for 2013-4/14-15)

8. Totnes Station Forecourt route-ways into town Ramps. The ramps into Borough Park need signing and making more attractive for pedestrians.

9. Inner Plymouth Road (east of the Western Bypass), Narrow carriageway to one lane by removing the right turn lane, and use the space to provide a wider footway on the north side.

 

 

 

Priority Schemes  for 2014-15

1. Rotherfold LSTF funding for Highways elements of Rotherfold Development Project.

2. Ashburton Road between Redworth junction and Clay Lane Widen footway along Ashburton Road between Redworth junction and Clay Lane for shared pedestrian/ cycle use. This will serve the proposed new developments on the south west i.e. Police Station, Puddavine Care Home side of A385 for access to KEVICC, Station, and the Red Carpet Route.  Clay Lane provides a link to Dartington via Cott.

3. Ashburton Road between Redworth junction and Dartington Lane Widen footway along Ashburton Road between Redworth junction and Dartington Lane for shared pedestrian/cycle use. This will serve the proposed new development on the North West i.e. Dartington Lane side of A385 for access to KEVICC, Station, and the Red Carpet Route. (See Cycle Plan, Proposal 12).

4. Bridgetown ‘Chicken Run’ Bridgetown ‘Chicken Run’. Provide ramps to bypass the seven sets of steps, for scooter/cycle use, along this popular walking route for all of Bridgetown. Approved by Community Board and circulated Summer 2013.

5. Totnes – Dartington Access for All Path Totnes – Dartington Access for All Path (shared use). Resurfacing, and maintenance/replacement of A for A facilities e.g. tapping rails. Removal of cattle grid, gates etc. where necessary. This is currently being progressed by Mike Watts, Area Programme Delivery Officer Highways, liaising with Paul McFadden, PROW Warden.

 

Supplementary Schemes  for 2014-15 Replacements for any of the schemes which prove to be unachievable

1. Totnes Rail path Route from rail station under Station Road bridge. Initial discussions with Network Rail have been positive. Requires some minor works to connect to Castle Street. See Cycle Plan (approved by Community Board and circulated March/ April 2013) Proposal 4.

2. Coronation Road Improved cycle and pedestrian crossing at the entrance to Morrisons supermarket.

3. Pedestrian crossing on Heath Way at the Grove School DCC Public Notice for the Proposed Enlargement of The Grove School states: “… with 523 proposed new homes forecast in the area … some expansion will need to occur …. The current site at the Grove is well positioned to … encourage sustainable transport to school.” – (Part B  5. Need for additional places)

4. Leechwell Lane & The Nursery car park exit Pedestrian crossing of Heath Way to Heath Way car park & continuation of Leechwell Lane.

5. Western Bypass at Cistern Street Move the bus stop closer to the junction with Plymouth Road (possibly to where the seat is just to the south of the junction)

6. Western Bypass at junction with Plymouth Road Provide pedestrian crossing facility on north side of junction, to connect with walking route from Paige Adams Road.

7. Lower Moat Hill (at junction with New Walk and St Peter’s Quay) Close the Hill to motorised vehicles, retaining permeability for pedestrians & cyclists. This would prevent it being used as a cut through to access the Western Bypass.

8. Moat Hill Minor improvements for pedestrians, e.g. a build out on the corner of Maudlin Road and Moat Hill to improve pedestrian visibility.

9. Coronation Road at Seven Stars Hotel At next maintenance opportunity, remove short section of painted cycle lane. It is narrow, encourages cyclists to ride too close to the footway, and drivers can squeeze cyclists.

10. The Lamb & Leechwell Street ·       Pedestrian crossing at the junction of the Lamb with Leechwell Street. ·       Leechwell Street, northern end, at the crossing point, requires a connecting ramp up to The Lamb. This would make a walk/cycle connection to the allotments and to the Toll House shared use path towards Ashprington and Harbertonford.

11. Langridge Cross (SX 787582) Provide two bus stops. This is the nearest main road junction to Harberton village; the X81 service – much more frequent than the village service – could stop here, so avoiding some of the current car use

Larger and Longer Term Schemes

1. Totnes to Littlehempston Cycle / pedestrian  Path There is a long term, substantial public campaign for this the most direct route to close the severance in NCN2 between Totnes and Newton Abbot. It is supported by all the County Councillors on the route and Totnes’ and other MPs. It has been considered by the Minister, who has written to the South Devon Railway requesting them to make progress. It was the subject of evidence given to the recent All Party Parliamentary Cycling Group Enquiry, and mentioned at length in the Parliamentary Debate on the subsequent Report.

2. Plymouth Road, east of Follaton Cross Provide a footway on north side of the road. The residents of the north side – there are no houses yet on the south side – of what is in effect the main road to Plymouth have no pavement from Follaton Cross on either side for 200m and for a further 200m only on the south side, with no crossing point.

3. Footpath between Totnes Bridge and Brutus Bridge. Upgrade to allow use by cyclists. Needs to include a ramp down from Totnes Bridge.

4. Seven Stars Roundabout and The Plains Redesign on shared space principles.

5. Totnes to Steiner School cycle route Continue Totnes to Steiner School cycle route to Buckfastleigh.

6. New junction layout at junction of St Katherine’s Way and New Walk. There is to be considerable new housing at Baltic Wharf, from which New Walk leads directly to The Plains and the bottom of town. A layout to encourage walking/cycling could reduce possible congestion in this area.

7. New pedestrian / cycle Bridge over the river Dart, south of the existing Totnes Bridge. Attempts to reallocate space on Totnes Bridge were unsuccessful, need to determine if a new bridge is feasible. It would connect Bridgetown and Totnes.

8. Redworth Junction

9. Park and Change

10. Cycle Network

11. Travel Planning

12. School Green Travel Plans

13. ABC Cycle Repair & Maintenance training facility

14. Motorcycle Parking

Other possible schemes: ·       Stoke Gabriel path – coming up a lot at TTF and should be on list ·       Sharpham path – should be on the list ·       Bidwell Brook Cycle path – Keep in contact with Dartington PC re funding