Cycle Review at The Regent s Park

Transcription

1 The Royal Parks Cycle Review at The Regent s Park Project Ref: June 2008 Caversham Bridge House Waterman Place Reading Berkshire RG1 8DN reading@pba.co.uk

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3 DOCUMENT CONTROL SHEET Project Name: Cycle Review at The Regent s Park Project Ref: Report Title: Date: June 2008 Name Position Signature Date Prepared by Stacey Lloyd Engineer 9 th May 08 Checked by Phil Brady Senior Associate 9 th May 08 *Authorised for issue by For and on behalf of Peter Brett Associates *Issue Revision Description Date Signed Amended in line with input from TRP June 2008 *Delete as appropriate Peter Brett Associates disclaims any responsibility to the Client and others in respect of any matters outside the scope of this report. This report has been prepared with reasonable skill, care and diligence within the terms of the Contract with the Client and generally in accordance with ACE Short Form Conditions of Engagement and taking account of the manpower, resources, investigations and testing devoted to it by agreement with the Client. This report is confidential to the Client and Peter Brett Associates accepts no responsibility of whatsoever nature to third parties to whom this report or any part thereof is made known. Any such party relies upon the report at their own risk. Peter Brett Associates 2004

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5 TABLE OF CONTENTS 1. Introduction Introduction Background Report Framework Section One Broad Walk Summary of Route Options Broad Walk Route Design Envisaged level of service Stage 1 and 2 Safety Audit Speed Assessment Recommended Route Potential Route Extension Alternative Routes Summary of Section One Section Two - The Regent s Park on-carriageway Introduction mph speed limit The Outer Circle cycle infrastructure improvements Summary of Section Two Section Three - Implementation Mechanisms Programme of works Preliminary risk analysis Summary and Conclusion Introduction Conclusion and way forward...35 Recommendations...35 Way forward...36 Appendix A BTP Hyder Broad Walk segregated route drawings Appendix B BTP Hyder Broad Walk Un-segregated route drawings Appendix C Stage 1 and 2 Safety Audit Appendix D Engineers Response to Stage 1 Safety Audit

6 1. Introduction 1.1. Introduction The Royal Parks (TRP) is considering the opportunity to improve cycling provision to and within The Regent s Park. This entails investigating the feasibility of providing cycle routes within the Park either on carriageway and/or within the green space of the Park The Royal Parks commissioned consultants Bettridge Turner and Partners (BTP Hyder) to provide advice on providing cycling within the Park. Their analysis culminated in a temporary shared-use cycle route being initiated between early July and late September 2007 along the Broad Walk from Chester Road to the south to the Outer Circle to the north This report has been prepared by Peter Brett Associates in consultation with The Royal Parks. It provides advice on using the Broad Walk as an off carriageway cycle route, shared with pedestrians, and what measures could be implemented on carriageway within the Park to enhance use by cyclists This report is to be read in conjunction with the Peter Brett Associates (PBA) Public Consultation Report which analyses the movement survey, the questionnaire and the consultation responses undertaken to assess the viability of a permanent scheme along The Broad Walk Background Current Royal Parks Cycle Policy TRP is managed for the enjoyment of all who visit the parks and TRP aim to balance the needs of visitors and the protection of wildlife, heritage and conservation. Pedestrians are provided priority within the parkland and green spaces as they make up the majority of park users, however TRP is keen to support other appropriate activities in the parks The Regent s Park currently provides the largest outdoor sports area in London covering approximately 166 hectares and several tourist attractions including an Open Air Theatre and the London Zoo. The Regent s Park is earmarked as a venue for the finish to the Road Cycling event for the London 2012 Olympics TRP seek to promote cycling as a sustainable means of access, and hosted in Hyde Park and St. James s Park the Prologue route of the 2007 Tour de France It is understood that adult cycling is permitted only in line with the Statutory Instruments document Royal Parks and Other Open Spaces Regulations 1997 and subsequent amendments. Young children are permitted under the Regulations to cycle, it is perceived they pose little risk to other park users and allows them to learn to cycle in safety. 6

7 Previous studies A cycling strategy for The Regent s Park was undertaken by consultants Bettridge Turner and Partners (BTP Hyder) in July 2007 and provided advice on the feasibility of implementing cycle routes within The Regent s Park, in the form of off carriageway and on carriageway options Included in the report was a condition survey of the Broad Walk and cost estimates to carry out the schemes. A cyclist questionnaire survey was carried out in September 2007 and the results of which were included in the subsequent issue of the report late September Reference to the cyclist survey is included within the Peter Brett Associates Consultation Report dated January Construction issue drawings of the informal pedestrian crossing points and associated cycle infrastructure situated around The Outer Circle were made available for reference purposes. BTP Hyder and PBA have provided comment to The Royal Parks on these through separate technical papers and, as such deemed to be outside the remit of this report A number of surveys were conducted at the Broad Walk. Video surveys were designed to indicate the usage in the Park and questionnaire survey. The dates of the surveys were: Video movement survey Sunday 25 th March 2007 Pre survey commissioned by BTP Hyder Thursday 29 th March 2007 Pre survey commissioned by BTP Hyder Thursday 16 th August 2007 Post survey commissioned by PBA Sunday 26 th August 2007 Post survey commissioned by PBA Questionnaire survey 6 th September 2007 origin and destination survey by BTP Hyder Thursday 27 th September (7am to 7pm) Sunday 30 th September (10am to 6pm) PBA conducted a questionnaire survey to gauge the effect of implementing a cycle route along the Broad Walk. The results from some of the key questions are summarised in the charts and tables below. The majority of participants around 2/3rds were pedestrians, so as to get a general mix of comments and not to bias the survey, if only cyclists had been questioned. 7

8 The comments received relating to question 12 If you have any specific comments relating to the summer shared use-path trial on the Broad Walk in Regent s Park, please make them below were: Issues Number of Comments related to the issue Positive opinion of the cycle route 123 Negative opinion of the cycle route 35 Segregation of lanes 26 Other comment 22 Danger, speeding 21 More routes required, lack of routes 19 Tranquillity disrupted 9 Illegal cyclists 8 Behaviour of the cyclists 7 More space, wider paths 7 No comment 228 Comments on cycling on the Broad Walk The table sets out a summary of the main comments made to which PBA have sought to populate with the number of responses related to that comment. Of the people who responded to this question a little under half expressed a positive opinion of the cycle route whereas roughly a third was negative. The majority of those that were questioned provided no comment, which would suggest no real bias for either view When asked about safety concerns relating to cycling in the Park two thirds had no concerns and one third were concerned, citing factors such as cycle speeds and conflict potential For question 13 Would you cycle in the Park if more of the existing paths were open to cyclists the answers obtained are displayed below. Undisclosed 5% Definitely not 22% Yes, definitely 42% Probably not 11% Maybe 10% Yes, probably 10% Would you cycle in the Park if more paths were open to cyclists? Two thirds of respondents to this question expressed a positive opinion. Implementing cycling within The Regent s Park would support The Royal Parks aspirations to promote cycling as a sustainable means of access and provides an opportunity to cycle in a pleasant environment. 8

9 Questions posed relating to on-carriageway aspects included how well do the roads in The Regent s Park work for cyclists and what specific comments were recorded relating to cycling on roads in The Regent s Park. For example question 9 In your experience, how well do the roads in Regent s Park work for cyclists? the results were: Undisclosed 6% Very Badly 4% Badly 11% Haven t had experience of cycle routes 21% OK 21% Well 7% Very Well 30% How well do the roads work for cyclists? A little under two thirds of the opinions expressed indicated that the current facilities were good or adequate Question 10 If you have any specific comments relating to the cycling on the roads in Regent s Park, please make them below results are recorded below: Issues Number of Comments related to the issue No comment 199 Positive opinion of the cycle route 110 Other comment 95 Danger, speeding 53 More routes required, lack of routes Negative opinion of the cycle route Segregation of lanes 26 Illegal cyclists 24 More cycling provision 10 Tranquillity disrupted 9 More space, wider paths 9 Specific comments relating to cycling on roads in The Regent s Park The consensus of opinion from people who responded to this question is effectively split 50/50 between those who were favourable and those who were not. 9

10 In Question 14 How would you feel if cycling was allowed on more of the existing paths in The Regents Park? people were questioned as to whether they would cycle in the Park if more of the existing paths were opened up to cyclists. About ¾ of respondents felt that it was fine for cycling to be allowed on more paths, of which a ¼ felt that additional conditions, such as segregated paths, more policing and extensions to the route are needed to be implemented at the same time to make it safe. Only ¼ of respondents felt it was not fine for cycling to have allowance on more paths Report Framework This report consists of three sections. Section one will provide analysis of issues relating to the implementation of a permanent cycle route along the Broad Walk in the Park, section two will analyse additional factors around the Park not directly linked to the Broad Walk and Section three will discuss factors relating to delivery of the recommended elements to the project. In summary the sections will contain: Section One The Broad Walk Summary of route options Broad Walk route design Speed assessment Safety Audit Alternative routes within The Park Potential route extension Section Two The Regent s Park outer environs 20mph speed limit on roads within The Park The Outer Circle cycle infrastructure improvements Section Three - Implementation Mechanisms Draft Programme of Works Preliminary Risk Analysis 10

11 2. Section One Broad Walk 2.1. Summary of Route Options The BTP Hyder report put forward three options to provide cycling along the Broad Walk and looked at alternative routes within The Park at Primrose Hill Gate and Charlbert Gate. This would constitute a network of cycle paths in the green space of The Park. The report did not recommend any particular route and concluded that each route is viable providing adequate signage be installed to inform people that cyclist now use The Park, tailored to the method of segregation The off carriageway route options, illustrated below, were: Route One - The Broad Walk between the Outer Circle at St Marks Bridge in the north and Chester Road in the south Route Two - The footpath between Primrose Bridge Gate in the north and Longbridge Gate at the Inner Circle Route Three - The footpath between Charlbert Gate in the north west and Longbridge Gate at the Inner Circle The routes were assessed in terms of surface condition and extent of pedestrian/cyclist segregation. Options were designed and discussed in the report. The outcome of this analysis was that a cycle route could be incorporated along the Broad Walk and the footpaths along Routes two and three listed above; - however it was recommended that the footways for Routes two and three be reconstructed to a width suitable for both pedestrians and cyclists. 11

12 2.1.4 A temporary experimental shared-use cycle route was implemented between early July and late September 2007 along the Broad Walk from Chester Road north to its junction with Outer Circle Peter Brett Associates were not involved in the initial choice of the Broad Walk as the possible route for cycle provision within the Park or the method of segregation. Through consultation with The Royal Parks, including the Park Manager, the provision of a network of routes has been initially reduced to one, with the Broad Walk appearing to be the premium route to permit cycles into the Park on a permanent basis without prejudicing existing pedestrian only paths that crisscross the Park Broad Walk Route Design The Broad Walk is a straight route through the Park running from St Mary s Bridge to the north to Park Square Gardens to the south and is approximately 10.5 metres to 12 metres wide along its length. The pavement surface is of bituminous material which is patchy in places and suffers elements of failure due to a damaged drain running linear along the centre of the Broad Walk. It is envisaged that the pavement will be repaired / reinstated if the proposal to provide a cycleway along the Broad Walk is successful There were three options available to implement a shared pedestrian / cycle route along the Board Walk. These were: Shared-use segregated Shared-use un-segregated Separate route parallel to Broad Walk Shared-use segregated In order to provide a segregated cycle path along the Broad Walk a number of factors need to be considered. These include the placement of street furniture, the form of segregation, the interaction at path crossings and the envisaged speed of cyclists The manner of segregation would influence the costs of implementing the scheme, from a relatively inexpensive line marking to a physical barrier method involving more extensive infrastructure works. This could entail either a line of granite setts with no level change to an engineered scheme separating the pedestrians and cyclists with a level difference of 50mm to 100mm. Physical measures to separate the modes will affect the opportunity to adapt the route efficiently in the future and may present an issue for partially sighted and mobility impaired users The design proposals put forward by BTP Hyder for a shared-use scheme illustrated a 3.0m wide cycle path bisecting the Broad Walk from Chester Road to the Outer Circle. This is illustrated in the Broad Walk cross section below. The route would be demarked with solid white lining at the edge and a centre line separating cycle streams. The drawings relating to this are located in Appendix A. It was proposed that the cycle route would have a tarmac surface with the remaining area for pedestrians to be of a gravel bound surface. Chester Road had advisory cycle markings along it, which appeared to replace the existing on street parking. The Broad Walk interface with Chester Road is shown on BTP Hyder drawing GD

13 Cross section of Broad Walk segregated route As the route progressed in the Park intersections with footpaths along the Broad Walk were demarked with white lining indicating NO CYCLING and Paragon signs to diag 951 of the Traffic Signs and General Directions 2002 (TSRGD) inset into the footpath. This is indicated on BTP Hyder plan GD04663/ The segregated cycle route split around the Readymoney fountain, again with NO CYCLING lining and Paragon signs at footpath intersections with the Broad Walk as illustrated on BTP Hyder drawing GD04663/ The segregated route ended at the Outer Circle with ladder paving and vertical signage at the mouth of the Broad Walk. BTP Hyder plan GD04663/115 also shows the provision of a 1.5m wide advisory cycle lane each way on the Outer Circle The advantage of providing a segregated shared-use scheme is separation of travel modes reducing the potential for conflict. This permits potential for travel at greater speeds for cyclists. People also feel safer if there is a degree of segregation between modes The disadvantages of providing a segregated scheme are: The requirement to relocate the refuse bins and benches along one side of the Broad Walk Reducing available space to pedestrians which would be an issue during times of high pedestrian patronage such as events and groups visits as illustrated in the photograph below Visual impact of the physical or line markings are undesirable in this historic park setting Segregation would permit higher cycle speeds in excess of the 5mph increasing collision severity and more signage will be required to alert users at path crossings that they are crossing a live cycle corridor. This additional signage may increase visual intrusion of the scheme Over spill by modes into the other lane may happen unless physical measures are installed to prevent this Contrasting surface marking to reinforce the different lanes will increase costs. Physical segregation is an issue for partially sighted and mobility impaired users. 13

14 Shared-use un-segregated Option Two for the Broad Walk was to create a shared-use un-segregated route for pedestrians and cyclists. The BTP Hyder drawings related to this option are located in Appendix B of this report. The principle of advisory cycle lanes along Chester Road are retained from the segregated scheme. The Broad Walk is to be tarmac throughout with connecting footpaths surfaced with bound gravel. Entry to the shared route would be indicated with white line cycle markings to 1057 and vertical signage at the gates to the Broad Walk. This is indicated on BTP Hyder drawing GD As with the segregated scheme, the intersections with footpaths along the Broad Walk were demarked with white lining indicating NO CYCLING and Paragon signs to diag 951 of the Traffic Signs and General Directions 2002 (TSRGD) inset into the footpath. However additional road markings proclaiming LOOK BOTH WAYS was added to warn pedestrians they were entering a path with different characteristics. This is indicated on BTP Hyder plan GD04663/ At the Readymoney fountain the existing gravel bound surface is replaced with blacktop but the NO CYCLING markings and Paragon signs inset into the footpath are carried over from the segregated option as illustrated on BTP Hyder drawing GD04663/121. Interestingly there is no LOOK BOTH WAYS markings proposed in this location On BTP Hyder drawing GD The un-segregated route starts/ends at the Outer Circle, however no markings or signage are proposed to inform people of the status of the Broad Walk. The provision of a 1.5m wide advisory cycle lane each way on the Outer Circle is retained from the segregated route option Elements from the un-segregated design drawings created by BTP Hyder were used for the temporary experimental shared-use cycle route between early July and late September 2007 along the Broad Walk from Chester Road north to its junction with Outer Circle A benefit of an un-segregated scheme, illustrated in the cross section below, is that shared space may promote lower cycle speeds particularly during congested periods. The visual impact of the 14

15 scheme is minimal for the majority of the route. The scheme, as temporarily implemented, will be familiar to users and be in essence more cost effective to develop permanently. Cross section of Broad Walk un-segregated route The disadvantages of providing an un-segregated scheme are: The possibility of collisions is increased with a shared surface scheme Some pedestrians register an increase feeling of vulnerability Pedestrians that are vulnerable or disabled may feel disadvantaged as the onus is on the cyclist to behave safely and appropriately. Separate route parallel to Broad Walk A separate cycle track running parallel to the existing Broad Walk would have the advantage of removing any potential conflict by mode over spill into the other lane. Cross section of separate route parallel to Broad Walk 15

16 The disadvantages of providing this form of scheme are: Dedicated use may promote higher speeds similar to segregated An additional route may result in a loss of green space and close proximity to foliage may cause damage Interaction with other footpaths crossing the route will entail additional signage To ensure conflict potential is mitigated detail of the commencement at Chester Road and the Outer Circle will need to be carefully considered to ensure limited conflict potential, or possibly the creation of new access points separate from the pedestrian access points Envisaged level of service A rudimentary level of service (los) assessment on the capacity of the path has been conducted. This assessment appraises width of the path and current level of use to determine whether sufficient space exists for the safe use of the Broad Walk as a shared route for pedestrians and cyclists. The criteria for this is based on information given in the Highway Capacity Manual (HCM) to provide a qualitative measure to describe the operational conditions of pedestrian and cycle traffic, mainly in an urban context. However the use of the HCM to analyse cycle level of service is limited to the analysis of two lane and three lane paths. These path widths are less than the effective width of the Broad Walk. Therefore the level of service has been produced from a pedestrian point of view As pedestrians often travel together as a group, voluntarily or involuntarily, due to geometrics, movement management such as signal control or other factors platooning can occur. Lower levels of service rates are therefore applied on facilities where platooning is expected. Definition Level of service A allows pedestrians to move in desired paths without altering there movements in response to other pedestrians. Walk speed is freely selected and conflict between pedestrians is unlikely Level of service B provides sufficient area for pedestrians to select walking speeds freely to bypass other pedestrians and avoid crossing conflicts. At this level pedestrians begin to be aware of other pedestrians and respond to their presence when choosing a walk path. 16

17 2.3.5 With level of service C space is sufficient for normal walk speed and for bypassing other pedestrians in predominantly unidirectional streams. Reverse direction or crossing movements can cause minor conflict Level of service D restricts the freedom to select individual walk speed and bypass other pedestrians. Crossing or reverse flow movements face a greater probability of conflict, requiring frequent changes in speed and location At level of service E virtually all pedestrians will restrict their normal walk speed. Space is not sufficient for passing slower pedestrians. Cross and reverse flow is possible with extreme difficulty and design volumes approach the limit of walkway capacity with interruptions and stoppages to flow With level of service F all walk speeds are severely restricted and forward progress is made by shuffling. There is frequent unavoidable contact with other pedestrians. Cross and reverse flow is virtually impossible. Flow is sporadic and unstable. Space is more characteristic of queuing pedestrians than moving pedestrian streams The flows used to calculate the capacity of the path have been obtained using the peak 15 minute segment two way flow from pedestrian / cycle movement survey information collected in August The peak period has been identified from the Broad Walk / Chester Road survey location on Sunday 26 th August The two way flows encountered at the Broad Walk / Chester Road are summarised in the chart below. The difference between the extent of pedestrian usage and cycle usage is apparent. The Broad Walk received a much greater patronage by pedestrians than cyclists. 17

18 Number of Users Way pedestrian 2 Way bicycle 0 10:00 10:30 11:00 11:30 12:00 12:30 13:00 13:30 14:00 14:30 15:00 15:30 16:00 16:30 17:00 17:30 Time Comparison of The Regent's Park Broad Walk usage The profile of cyclists using the Broad Walk is indicated in the chart below. Cycle usage along Broad Walk Number of users :00 10:45 11:30 12:15 13:00 13:45 Time 14:30 15:15 16:00 16:45 17:30 2 w ay cycle flow The peak 15 minute period (15: hrs) two way pedestrian flows are 526. The corresponding cycle two way flow is 14. Therefore there are 35 pedestrians and one cycle per minute entering the Broad Walk The width of Broad Walk varies from 10.2m -12m. The width of 10.2m has been used for the level of service calculation as it provides a worse case scenario. The effective width of the Broad Walk is the portion of pathway remaining after subtracting obstacle widths and shy distances that people use as a buffer to avoid obstacles Generally benches are staggered opposite each other, however for the purposes of simplicity and to continue the representation of a worse case scenario it is assumed that the width of the benches, at one metre, will run the length of each side of the Broad Walk. A shy distance of 0.3m has been added to the bench zones to provide for people to avoid obstacles. 18

19 The width used to represent two cycles passing each other has been taken as 2.5m. This is made up of a dynamic width of one metre for each cyclist and a separation width of 0.5m to allow cycles to pass in opposing directions The effective width of the Broad Walk for pedestrians to use is 5.1 metres. The resultant flow rate is seven people per minute per metre based on the division of pedestrians per minute by the effective width for pedestrians to use. Level of Service (LOS) Flow Rate (p/min/m) A <16 B >16-23 C >23-33 D >33-49 E >49-75 F varies Table 1 Pedestrian Level of Service Criteria based on flow rate The effect of platooning on the flow rate affects the level of service score attributed to it. Platooning is deemed to take place as a result of factors such as tourist and school groups using the Park. The adjusted flow rate criteria is summarised in Table 2 below. Level of Service (LOS) Flow Rate (p/min/m) A <1.6 B > C >10-20 D >20-36 E >36-59 F >59 Table 2 Platoon adjusted Pedestrian Level of Service Criteria based on flow rate Using the platoon adjusted level of service criteria the Broad Walk provides pedestrians with a level of service B. Therefore permitting cyclists to use the Broad Walk still provides sufficient area for pedestrians to select walking speeds freely to bypass other pedestrians and avoid crossing conflicts It is important to note that the calculated flow rate, based on the August 2007 survey, is less than that envisaged during an event. Unfortunately no events were taking place during the survey period which restricted the ability to obtain sufficient data to account for the expected uplift in pedestrian flow Another important factor to consider on measuring shared-use level of service is hindrance. Hindrance reflects the degree to which a user is restricted from the freedom to manoeuvre. This occurs when a cyclist passes a slower cyclist, a pedestrian or when he or she meets a pedestrian or cyclist travelling in the opposite direction Research has been conducted to try and understand the relationship hindrance has on the pedestrian level of service. John Fruin(1971) found that when neither opposing flow dominates then walk speed in either direction tends to be equal. However a stronger flow will impede a 19

20 weaker flow. The standard level of service calculation does not take into account that a highly lopsided bi-directional flow may result in a lower level of service for the flow in the weaker direction, so the single level of service is calculated for the whole facility based on the sum of pedestrians walking in both directions Additional factors that influence the suitability of a path for shared-use are gradient, crossfall, bounding, surface and sightlines. The Broad Walk does not suffer from any particularly adverse conditions relating to these additional factors. The gradient is very gentle, as is the crossfall. The Broad Walk is bound predominantly by grass verge, with shrubs and fencing at the entrances to the Park and various points along the path, notably at the London Zoo. Due to the straight alignment of the Broad Walk the route is considered very good with visibility at footpath intersections also very favourable. The surface is tarmac which is patchy in places. Level of service summary In summary, using the demand profile created from the Sunday 26 th August 2007 survey, the level of service attainable along the Broad Walk is seen to be comparable to level of service B. This permits cyclists to use the Broad Walk whilst providing sufficient area for pedestrians to select walking speeds freely to bypass other pedestrians and avoid crossing conflicts Although there is no data available to calculate an event flow, a sensitivity test whereby the pedestrian flow has a growth factor of two and three times have been undertaken. If the two way demand flow of pedestrians is increased to circa 1000 pedestrians per 15 minute period the resultant platoon adjusted level of service will be graded as C. A further increase in pedestrian flow to circa 1500 per 15 minute period would result in a level of service grade of borderline C /D As the pedestrian demand grows the space available to cycles will decrease to the point that cycling along the Broad Walk is too restrictive. Therefore the assessment shows that generally and for the majority of the time the Boardwalk is open, there would be limited conflict and the level of pedestrian and cycle movements could be accommodated as a shared provision. The assessment does however concluded that on major event days, when the pedestrian levels can reach very high concentrations, that cycling is unlikely to be viable, but these high levels are limited to specific events and times and as such for the majority of the time a shared cycle/pedestrian route along the Boardwalk is viable Stage 1 and 2 Safety Audit An independent safety audit was undertaken on the temporary shared-use cycle route designed by BTP Hyder. This was undertaken in December 2007, after the trial route had been terminated. This involved a review of the plans for the un-segregated route, site photographs and a site visit. The Safety Audit Report is located in Appendix A of this report The comments / issues raised in the report are: Inherent risk Speed limit Clarity of signage Intersections with other paths The inherent risk relates to the introduction of cycling onto the Broad Walk. It is stated that this will increase the risk of collision which is accepted, however the audit team consider there to be a reduced risk of accident compared with cycling on the carriageway. 20

21 2.4.4 The audit team state that the five miles per hour speed limit in operation during the trial shared cycle route was very low, and suggest that it would be quicker to make the journey on carriageway at normal speeds. Although the proposed shared cycle route is not designed principally as a commuter route it is felt that the five mph speed limit is too low. TA 90/05 refers to a shared-use pedestrian / cycle design speed of 30kph (18mph) with different authorities using a range of design speeds, from 10kph to 50kph It is understood that the optimum cycle design speed The Royal Parks would like to achieve is eight miles per hour therefore a five miles per hour speed limit was applied so that the greater majority of cyclists that exceeded this low speed limit would still be within the desired eight miles per hour It is noted by the audit team that clarity of signage is a problem and recommend that additional signage to diag. 951 of the Traffic Signs Regulations and General Directions 2002 and to diag. 956 may be used to reinforce the areas of prohibited cycling and shared-use route respectively. Diag 951 Diag The audit team note that there is insufficient notification of a potential hazard for blind and visually impaired pedestrians on the approach to intersections of the Broad Walk with footpaths. It is recommended that corduroy paving be used at the junctions with footpaths Speed Assessment A rudimentary evaluation of the time it could take to use the Broad Walk or the Outer Circle for cycling has been undertaken to gauge how attractive the route would be to bicycle commuters. The timing points are illustrated on the sketch below 21

22 2.5.2 The red route along the Outer Circle is 1080m in length and the green route along The Broad Walk / Chester Road is 1135m in length. The timing calculations do not take into account delay caused by entering / exiting the proposed cycle route along Broad Walk, delay on approach to intersections and delay to Outer Circle cyclists from the signalised pedestrian crossing at Gloucester Gate It is felt that a design speed of 30kph may be too high in the context of the Park usage so a cycle route design speed of 10mph, in line with London Cycling Design Standards, is recommended Using a design speed of 15mph (24kph) for the on carriageway cycling and 10mph (16kph) for the Broad Walk, the red route is completed in approximately 2mins 40sec and the green route will be completed in 4mins. It is envisaged the Outer Circle will be more attractive to commuter cyclists whose primary concern is to get from origin to destination in the shortest time will continue to cycle around the Outer Circle It is felt that a design speed of 30kph may be too high in the context of the Park usage so a cycle route design speed of 10mph, in line with London Cycling Design Standards, is recommended Using a design speed of 15mph (24kph) for the on carriageway cycling and 10mph (16kph) for the Broad Walk. The red route is completed in approximately 2mins 40sec and the green route will be completed in 4mins. It is envisaged the Outer Circle will be more attractive to commuter cyclists whose primary concern is to get from origin to destination in the shortest time will continue to cycle around the Outer Circle Although cycling through the Broad Walk will be slower it is anticipated that this route will appeal to those who regard the route and surroundings to be of greater importance than the speed to traverse it. Cycling off carriageway would feel safer than using the Outer Circle as there is significantly less conflict potential with vehicles Recommended Route Following favourable responses to cycling within the Park, and the options considered above it is proposed to provide the un-segregated scheme on a longer term basis, albeit with alterations to the entry points and inclusion of remedy measures in light of the Stage 1 & 2 Safety Audit It is envisaged that the Broad Walk scheme would be implemented in two sections, section one from Chester Road to the Readymoney fountain and section two from the Readymoney fountain to the Outer Circle The amended proposals for the Broad Walk scheme are illustrated on PBA drawing Figure / 3 Rev A and entail the provision of entry gateways at The Outer Circle and Chester Road, revised treatments of the intersections with footpaths and a speed limit of 10mph for cycles. All proposals are subject to detailed design There are two options of gateway for consideration. These are: A pinch point A central feature The pinch point could be developed using ornamental gates that are locked in place during days of reduced demand and opened up during event times when demand is at its greatest. In its closed state there would still be enough room for access by service and emergency vehicles. It 22

23 would be intended that cyclists would slow down on the approach to this feature as there would be less freedom to manoeuvre. The route would effectively end at this point, requiring the cyclist to dismount and join the foot traffic approaching the crossing at Chester Road. The location of the pinch point is governed by the location of the coffee shop and the requirements to ensure large vehicles entering the Park do not impact on the Chester Road footpaths The provision of a central feature could take the form of public art or information point, possibly removable, that people would have to negotiate around. This theme fits in with the Readymoney fountain in the Park. The feature would define the start / finish of the shared-use cycle route with road marking and granite setts laid across the path In response to the Stage 1 & 2 Safety Audit it is proposed to draw attention to the shared-use route at footpath intersections by putting up formal signs. It is envisaged that the signs would be sized and mounted on a bollard or wooden post as indicated on Figure / 3 Rev A With regard to the recommendation for the introduction of corduroy paving at the intersections the principle has been upheld. Corduroy paving material is not considered suitable in the listed landscape context of The Royal Parks so an alternative material of granite setts is proposed and has been incorporated into the design, indicated on Figure / 3 Rev A It is felt that a design speed of 30kph may be too high in the context of the Park usage so a cycle route design speed of 10mph, in line with London Cycling Design Standards, is recommended subject to The Royal Parks approval. Figure / 3 Rev A indicates the location of proposed 10mph roundels at the entrance to the shared cycle route Potential Route Extension Avenue Gardens Correspondence received during the consultation process has questioned the feasibility of extending the cycle route into Avenue Gardens. It is felt that the two areas are separate not just in terms of Chester Road severance but in character. Whereas the Broad Walk route through the Park is less formal and regimented, the ambience of the Avenue Gardens is not considered to reflect the same leisure provision in the Park The formal enclosed structure of the Avenue Gardens with numerous beds containing a wide variety of unusual plants, trees and shrubs. It is designed for people to congregate and reflect rather than provide for movement. This is in contrast to the Broad Walk with panoramic views rather than attractions at the forefront, therefore promoting movement. 23

24 2.7.3 Providing an additional route through the gardens will encourage the route as primarily a cut through direct route instead of the leisure route the Royal Parks team is aiming to achieve It is considered to not promote the cycle route through the Avenue Gardens. Marylebone Green or English Gardens An alternative route to extend the Broad Walk shared-use cycle path south without using the formal Avenue Gardens is to use Marylebone Green or a path through English Gardens. These are illustrated in the schematic diagram at the beginning of this section Both routes would retain the parkland feel to the route although connection between the routes and the Broad Walk would require a dog leg on carriageway along Chester Road. The possibility of an extension of the route was not considered within the original scope of the assessment into providing a permanent shared-use cycle scheme along the Broad Walk as it was understood that the provision of cycling within the green space of The Regent s Park would be centred on the Broad Walk as the primary route. However a desktop assessment of each route has been conducted and the findings are presented below. Marylebone Green There are two distinct routes that a shared-use path could take through the Marylebone Green. One path runs from Chester Road and emerges onto the Outer Circle at Park Square West. It runs parallel to the Avenue Gardens Broad Walk approximately 90 metres to the west. The other pathway deviates from the Chester Road access and curves around the tennis courts before emerging at York Bridge. The benefit of incorporating the curved route into the scheme is that it would provide an easily accessible link to the LCN+50 cycle route The width of the Marylebone Green paths satisfy the London Cycle Design Standard for a shared path, however it is unclear what level of service would be attributable to the paths without an evaluation of path usage. It is unknown what level of pedestrian traffic these paths carry so intensification of use by introducing cycles may require path widening in order to accommodate the uplift in traffic safely and comfortably The potential to connect with the LCN+50 would make the curved route the favourable path in Marylebone Green to incorporate into the Broad Walk shared-use cycle route scheme. This could be incorporated in a staged process if funds are not available to complete together. It is envisaged that the Broad Walk would be completed as phase one and Marylebone Green completed as phase two. English Gardens A north / south path running through English Gardens had been identified as a possible extension to a permanent shared cycle route along the Broad Walk. This would run from the access at Chester Road south to the junction of the Outer Circle with Park Square East The path is over four metres wide in places and is compliant with the width requirements for a shared-use path in the London Cycle Design Standard. Again the level of pedestrian traffic these paths carry is unknown so intensification of use by introducing cycles may require path widening in order to accommodate the uplift in traffic safely and comfortably A signage strategy to inform northbound cyclists that the route continues along the Broad Walk and not straight across into Cumberland Green would need to be in place. 24

25 A route through the English Gardens would be more difficult to define from the southern entrance and could encourage the use of Avenue Gardens. Access from the corner of the junction is poor Alternative Routes Although the proposal of a shared-use cycle route along the Broad Walk has been identified as the most favourable, alternative provision for allowing cycles into the park have been considered. However consultations with The Royal Parks have indicated that the scope to permit alternative routes within the park for future consideration is limited to providing a link to The Hub The Hub is a community sports pavilion serving field sports pitches within the Park. Currently access to The Hub is achieved using footpaths within the Park. There are no dedicated cycle paths to the pavilion. An additional route, using the existing footway to this building from Monkey Gate would be proposed for cycles to access The Hub and its cycle parking. This would entail the upgrade of the path width to comfortably accommodate pedestrians and cycles It is envisaged that, prior to implementation, this alternative route would need to follow a similar public consultation exercise and surveys as undertaken for the Broad Walk Summary of Section One Information provided by BTP Hyder in their report A cycling strategy for The Regent s Park in association with further analysis by PBA into the options to provide cycling within The Regent s Park indicate that the provision of cycling within the Park is feasible This is supported by a favourable response from people who took part in the questionnaire survey undertaken during the trial shared cycle route along the Broad Walk The preferred scheme is to provide the un-segregated shared cycle route along the Broad Walk A level of service assessment has been undertaken on the Broad Walk as an un-segregated shared-use cycle route. Using available survey information the Broad Walk would be able to accommodate a shared-use cycle route comfortably. Naturally the level of service to pedestrians will diminish as usage demand increases on the Broad Walk culminating in event traffic A rudimentary speed assessment of the proposed Broad Walk shared-use route illustrates that using the Outer Circle is quicker; however this serves to reinforce the Broad Walk as leisure route The Stage One and Two Safety Audit have not identified issues with the scheme that cannot be overcome during the detailed design element of the project. The design speed is recommended to increase from 5mph in the trial scheme to 10mph in the permanent scheme in line with London Cycle Design Standards There is merit in extending the cycle route into Marylebone Green providing the opportunity to link with the LCN+50 route at York Gate. This could be incorporated into a future phase of the project, however this would not provide the direct north/south route that has been requested by cyclists Although the Broad Walk is seen as the principal method of allowing cycling within the green space of The Regent s Park, within current budgetary constraints, a secondary option exists that 25

26 would serve the Hub. It is recommended that further analysis be undertaken on the feasibility of this route if the Broad Walk is not successful The Broad Walk scheme is to be implemented for a trial period of 18 months, following major refurbishment works of the current surface, following which additional surveys and observations will be undertaken to provide a more detailed understanding of the facility across the year. 26

27 3. Section Two - The Regent s Park on-carriageway 3.1. Introduction This section of the report discusses factors to do with cycling in The Regent s Park outside of the green space, predominantly on carriageway around the Outer Circle The factors are grouped thus: 20mph speed limit on roads within The Park The Outer Circle cycle infrastructure improvements mph speed limit Irrespective of the type of cycle route form along the Broad Walk, a raised zebra crossing is proposed at Chester Road. The existing crossing configuration is indicated in the photograph below. A raised crossing at this location would also be integrated into a possible future 20mph scheme on carriageways within The Regent s Park The management of speed is a key element to the UK s approach to road safety to reduce the risk of death or injury. One of the principle mechanisms available is the greater use of 20mph zones. New design guidelines such as Manual for Streets endorse designing to keep vehicle speeds at or below 20mph on residential streets unless there are overriding reasons for accepting higher speeds. 27

28 3.2.3 The THINK! Road Safety statistics indicate that: Pedestrians hit by a vehicle at 20mph have a 95% chance of survival Pedestrians hit by a vehicle at 30mph have a 80% chance of survival Pedestrians hit by a vehicle at 40mph have a 10% chance of survival (20% in the case of children) Information provided by the Parliamentary Advisory Council for Transport Safety (PACTS) in their recently published report Beyond 2010-a holistic approach to road safety in Great Britain indicate that a reduction in speed limit has a positive effect on casualty levels. In a TRL review of 250 schemes across the UK: Average speeds fell by 9mph Accidents fell by 60% a year Child accidents fell by 67% Cyclist accidents fell by 29% Traffic flow was reduced by 27% Flows on boundary roads increased by 12% The PACTS report recommends that a default speed limit of 20mph in all built up areas is implemented in ways that achieve high levels of compliance The report concedes that a significant impediment to lowering speed limits and expanding the 20mph network is that, currently, standard cameras are not an approved method to enforce limits below 30mph. Physical measures are therefore used such as traffic humps and chicanes. Traffic calming of this type, although effective, can be unpopular, expensive and cause inconvenience to service and emergency vehicles and may not be deemed suitable to use in a visually sensitive historic landscape such as the outer circle There are aspirations by some stakeholders to reduce the speed limit within the parks. The provision of this facility can be arranged in two categories: - The Outer Circle and The Inner Circle. TRP is keeping speed limits in the Royal Parks under review Many local authorities and TfL in particular are keen to explore the possibility of using time over distance cameras. TfL have been operating a trial site with zero casualties since introduction. In order for these cameras to be used in prosecutions the equipment will need to be type approved by the Home Office, an important but lengthy process. It is noted in the PACTS report that early type approval of time over distance cameras be a precursor to a wider roll out of 20mph zones It is understood that horizontal and vertical deflection measures along the proposed 20mph route are not considered feasible by the Royal Parks team, however it is proposed to replace the existing zebra crossing at Chester Road with a raised zebra crossing to reinforce this sensitive area and regulate speeds along this straight stretch of road. 28