TraCC Walking and Cycling Strategy · 2013. 9. 26. · 2.1.8 The WTS acknowledges the health benefits that walking and cycling can induce. However the strategy recognises that the

TraCC Walking and Cycling Strategy

February 2012


Hyder Consulting (UK) Limited-2212959

Hyder Consulting (UK) Limited

2212959

HCL House Fortran Road St Mellons Business Park St Mellons Cardiff CF3 0EY United Kingdom

Tel: +44 (0)29 2092 6700

Fax: +44 (0)29 20

www.hyderconsulting.com


Author Liam Scott

Checker Janice Hughes

Approver Janice Hughes

Report No 001-UA003662-UP23-04

Date February 2012

This report has been prepared for TraCC in accordance with

the terms and conditions of appointment under the

Ceredigion Framework contract dated June 2010. Hyder

Consulting (UK) Limited (2212959) cannot accept any

responsibility for any use of or reliance on the contents of

this report by any third party.


Page i

CONTENTS

1 Introduction ........................................................................................... 1

1.1 TraCC ................................................................................................... 1

1.2 The Need for a Walking and Cycling Strategy ...................................... 1

1.3 Strategy Purpose and Process ............................................................. 2

2 Policy and Legislative Context ............................................................. 3

2.1 National Policies and Plans .................................................................. 3

2.2 Regional Policies and Plans ................................................................. 7

2.3 Local Policies and Plans ....................................................................... 9

2.4 Other Good Practice and Guidance .................................................... 12

3 Context, Problems and Opportunities ................................................ 16

3.1 The TraCC Area ................................................................................. 16

3.2 Walking and Cycling Infrastructure ..................................................... 17

3.3 National Cycle Network ...................................................................... 17

3.4 Walking Trails ..................................................................................... 19

3.5 Problems and Opportunities ............................................................... 22

4 Walking and Cycling Strategy ............................................................ 27

4.1 Strategy Objectives ............................................................................ 27

4.2 Strategy Elements .............................................................................. 27

4.3 Other Issues ....................................................................................... 32


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Tables

Table 3.1 Coastal Footpath Length

Table 3.2 Coastal Footpath Usage – Ceredigion

Table 3.3 Killed or Seriously Injured Casualties (Mid Wales 2009)

Figures

Figure 3-1 TraCC Region Map

Figure 3-2 Wales Spatial Plan – Central Wales

Figure 3-3 National Cycle Network in the TraCC Region

Figure 3-4 Offa’s Dyke Path in Mid Wales

Figure 3-5 Glyndwr’s Way

Figure 3-6 Household Vehicle Ownership (KS17 Census 2001)

Figure 3-7 Age Profile (UV05 Census 2001)

Figure 3-8 Method of Travel to Work (Resident Population – UV39 Census 2001)

Figure 3-9 Distance Travelled to Work (Resident Population – UV35 Census 2001)

Figure 3-10 Main Modes of Travel to School (%)

Appendices

Appendix A - A Walking and Cycling Action Plan for Wales (2009-2013)

Appendix B - Rights of Way Improvement Plans

Appendix C - Evaluation Sheets


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1 Introduction

1.1 TraCC

1.1.1 The Walking and Cycling Strategy has been produced for TraCC. Trafnidiaeth Canolbarth

Cymru (TraCC) is the Regional Transport Consortium for the Mid Wales region, made up of the

counties of Ceredigion, Powys and part of Gwynedd (the former Meirionnydd district) and

includes parts of the Snowdonia and Brecon Beacons National Parks. The Consortium seeks to

work together and with partners to deliver improvements to the transport system in and to the

TraCC region.

1.2 The Need for a Walking and Cycling Strategy

1.2.1 The TraCC Regional Transport Plan (RTP) was approved by the TraCC Board in September

2009 and subsequently endorsed by the Welsh Government. The RTP established a vision for

the TraCC region:

‘To plan for and deliver in partnership an integrated transport system in the TraCC region that

facilitates economic development, ensures access for all to services and opportunities, sustains

and improves the quality of community life and respects the environment’

1.2.2 Ten regional priorities were also established:

� Reduce the demand for travel;

� Minimise the impact of movement on the global and local environment and ensure the

highest levels of protection to European Sites;

� Improve safety and security for all transport users;

� Improve travel accessibility to services, jobs and facilities for all sectors of society;

� Improve the quality and integration of the public transport system including the role of

community transport;

� Provide, promote and improve sustainable forms of travel;

� Maintain and improve the existing transport infrastructure (road and rail);

� Ensure travel and accessibility issues are properly integrated into land use decisions;

� Improve the efficiency, reliability and connectivity of movement by all modes of transport

within and between Mid Wales and the other regions of Wales and England; and

� Deliver a co-ordinated and integrated travel and transport network through effective

partnership working.

1.2.3 Targeting walking and cycling is seen to be essential in moving towards a number of the

regional priorities set out by the Regional Transport Plan. These modes are accessible to the

majority of the population providing a zero or low-cost, sustainable mode of travel that promotes

health and well-being.


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1.2.4 The rural nature of the TraCC region presents a number of challenges in relation to walking and

cycling, with dispersed settlements and services not ideal for fostering the uptake of non-

motorised and sustainable modes of travel. At the same time there are some excellent

examples of town walking and cycling networks, community connections and rural long distance

routes for leisure / inter community linkages. Moreover, initiatives such as the Aberystwyth

Sustainable Travel Centre are seeking to influence travel behaviour and encourage a culture of

sustainable travel.

1.2.5 This strategy aims to identify opportunities to raise the level of walking and cycling and thus

contribute to meeting RTP objectives, in particular the following:

� Minimise the impact of movement on the global and local environment and ensure the

highest levels of protection to European Sites;

� Improve safety and security for all transport users;

� Improve travel accessibility to services, jobs and facilities for all sectors of society; and

� Provide, promote and improve sustainable forms of travel.

1.2.6 TraCC is investing in walking and cycling infrastructure schemes. In the first year of the RTP

delivery (2010/11) a range of walking and cycling schemes were funded through TraCC,

totalling £989k and representing 32.8% of the monies allocated to the region. This was

considerably higher than the anticipated £769k at the start of the year as walking and cycling

schemes have proven relatively easily to deliver and bring forward if other schemes are

delayed. With continual pressure on RTP resources, TraCC has decided to develop a walking

and cycling strategy and prioritised investment programme in order to shape the direction of

investment and develop a programme of schemes which best meets the RTP objectives.

1.3 Strategy Purpose and Process

1.3.1 The purpose of this strategy is to provide a framework for walking and cycling investment in the

region. The strategy document provides a long-term direction. It firstly sets out the policy and

strategy context, the baseline issues, then derives objectives and sets out a methodology to

allow the evaluation of proposed schemes.

1.3.2 Accompanying this strategy is a separate document entitled ‘Prioritised Programme for

Investment 2012’. This comprises a five year programme of schemes, prioritised using the

evaluation framework from the strategy. The separation of the Walking and Cycling Strategy

into two parts will enable the five year programme to be updated regularly, depending on

funding and delivery issues.

1.3.3 This report is the final Walking and Cycling Strategy. It has been developed by Hyder

Consulting in conjunction with TraCC. In developing the strategy, consultations have been

carried out with key staff at the local authorities (including the national parks) within the TraCC

region. The discussions have helped to formulate objectives and strategy elements and develop

the evaluation process, as well as invite potential schemes to be put forward. Comments were

received on a Draft Strategy (issued to the local authorities in December 2011) and this final

report incorporates comments as appropriate.


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2 Policy and Legislative Context

This section of the report reviews the relevant policy documents and strategies relating to

walking and cycling in Wales. The documents set out the aims and objectives for the

development and promotion of walking and cycling in Wales, which is paramount in setting the

framework for the Walking and Cycling Strategy for TraCC.

2.1 National Policies and Plans

Wales Spatial Plan (updated 2008)

2.1.1 The Central Wales Spatial Plan Area is larger than the TraCC region, but the Area Framework

developed for Central Wales clearly reflects the objectives and aspirations of the TraCC region.

The Central Wales vision is for ‘high quality living and working in smaller – scale settlements set

within a superb environment, providing dynamic models of rural sustainable development,

moving all sectors to higher value added activities’.

2.1.2 The Spatial Plan identifies two key issues for future transport and communication networks,

firstly to improve accessibility to jobs and services and secondly achieving changes in travel

behaviour in response to the effects of climate change.

2.1.3 Identified below are certain key statements from the Spatial Plan Update (Section 11 - Central

Wales) that have been taken into account in preparing the Walking and Cycling Strategy:

� Aberystwyth is a key settlement of National Importance.

� Newtown is a primary key settlement and Brecon and Dolgellau are primary key

settlements to be developed.

� There are some 30 key settlements in the TraCC Region with some important settlement

clusters.

� The area is the heartland of rural life and the store house of Wales’ critical environmental

quality and has potential for use as a major carbon sequestration sink and biomass

production resource.

� The area offers unrealised economic potential, if developed sensitively, for knowledge

based industries, new environmental technologies and sustainable forms of high quality

tourism.

� The area suffers from general issues of deprivation centred on high levels of economic

inactivity, poor transport, low wage employment and lack of availability of appropriate

training.

2.1.4 With regard to accessibility, the Central Wales Spatial Area team has identified through

consultation with stakeholders the following priorities for the area:

� Providing, promoting and improving sustainable, affordable and healthy forms of

transport.

� Maintaining, improving and maximising the efficient use of the existing transport

infrastructure.

� Ensuring that transport and accessibility are major considerations and influences on land

use policy and decisions, and in location strategies for public service delivery.


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The Wales Transport Strategy (2008)

2.1.5 The Wales Transport Strategy (WTS) seeks to provide a stable, long-term framework for the

development of all modes of transport – the road network, railways, coaches and buses, air and

water – as well as implications for other policy areas. It specifies the outcomes and strategic

priorities that link the Wales Spatial Plan, the Welsh Government’s wider strategies and the

development of plans at the local level.

2.1.6 The strategy encourages sustainable access, particularly by public transport, walking and

cycling. There is a strong focus on the health benefits that walking and cycling can have,

although it does acknowledge that in some rural areas, the private car is the only realistic option

for travel. It considers that promoting modes such as walking and cycling will make these the

more attractive options, which in turn will help reduce environmental impacts, improve health

and well being, and enhance opportunities for all.

2.1.7 One of the outcomes set out in the strategy is to improve accessibility to all new kinds of health

care services and facilities, particularly by public transport, walking and cycling, and this should

influence where new developments are built.

2.1.8 The WTS acknowledges the health benefits that walking and cycling can induce. However the

strategy recognises that the actual and perceived safety and the condition of roads and routes

can be a deterrent to people walking and cycling.

2.1.9 The strategy promotes more sustainable and healthy forms of travel; the aim is to make walking

and cycling the first choice for shorter journeys, and make public transport an attractive choice

for longer journeys.

National Transport Plan (2009)

2.1.10 The Wales Transport Strategy established the framework for the creation of an integrated

transport system to deliver One Wales. It set out that joining together proposals for road, rail

and public transport to enable people and freight to travel more efficiently and sustainably,

whilst being able to access the goods, markets, services, facilities and places they need.

2.1.11 The National Transport Plan aims to take forward the process of delivering this integration. It

builds on previous plans, adding and integrating public and community transport, walking and

cycling. The National Transport Plan sits alongside the Regional Transport Plans in delivering

the Wales Transport Strategy.

2.1.12 Within the plan, specific reference is made to walking and cycling, and the actions to boost

these modes of transport:

� Co-ordinate enhanced provision for walking and cycling at multi-modal interchanges with

local public transport operators, and with walking and cycling routes proposed in the

Regional Transport Plans for seamless travel;

� Develop a larger number of traffic free walking and cycling routes and segregated public

transport routes;

� Maintain Safe Routes in Communities programme, to develop walking and cycling

opportunities in towns and cities; and

� Deliver the walking and cycling action plan targets for child travel to school, adult non

recreational journeys, and recreation in Wales.


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2.1.13 The Minister with responsibility for Transport invited the regional consortia to identify their

priorities for the delivery of the National Transport Plan in September 2011. In December 2011,

the Prioritised National Transport Plan outlined the following ongoing priorities:

• Make available £5m over 3 years to maximise our investment in Sustainable travel centres (NTP reference 1).

• Continue to improve the provision of travel information (NTP reference 2) by prioritising investment in Personalised Travel Planning.

• Simplify the ethos for delivering walking and cycling to maximise our investment. This will include ensuring our Highways and Transport Bill and all walking and cycling investment focus on delivering the Government’s agenda:

• Develop a larger number of traffic free walking and cycling routes and segregated public transport routes (NTP reference 8).

• Maintain our Safe Routes in Communities programme to develop safer walking and cycling opportunities (NTP reference 9).

• Deliver our Walking and Cycling Action Plan targets (NTP reference 11), with additional funding being made available for this.

• Continue to increase the amount of funding available for walking and cycling schemes (NTP reference 12), through focus in our funding to sustainable travel centres and our safe routes in communities programme.

• Integrate development of cycle routes in south-east Wales that are supported under EU Convergence funding (NTP reference 92). Delivery of this is embedded in other work.

• Target investment in a way that supports the Regional Transport Plans (NTP reference 32).

• Continue to fund the Road Safety Grant to address road safety in areas where casualty and fatality rates are higher than the national average, or where there are issues for vulnerable groups (NTP reference 40).

A Walking and Cycling Action Plan for Wales (2009-2013)

2.1.14 The Action Plan (published in 2008) collates all of the key initiatives which the Welsh

Government and its key partners are undertaking (or planning to) in order to support walking

and cycling in Wales for the period 2009-2013. A key aim of the Action Plan is to help achieve a

change in behaviour, so that people make the choice to walk or cycle.

2.1.15 The Welsh Government’s core objectives under the Walking and Cycling Action Plan are:

� To improve the health and well-being of the population through increased physical

activity;

� Improve the local environment for walkers and cyclists;

� Encourage sustainable travel as a practical step in combating climate change;

� Increase walking and cycling through promotion of facilities; and

� Ensure that walking and cycling are prioritised in cross-cutting policies, guidance and

funding.

2.1.16 In order to deliver these objectives, the Action Plan provides a number of actions, which fall into

themes with the overall aims of:

� Walking and cycling to make an increasing contribution towards climate change targets

and raising levels of physical activity;

� To create safe, attractive and convenient infrastructure for pedestrian and cycle travel;

and


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� Ensure that walking and cycling are included as priorities in cross-cutting policies,

guidance and funding.

2.1.17 Appendix A details the policy objectives and actions under each of these aims. The Welsh

Government are currently reviewing the Action Plan and are setting up Task Groups to assist in

the review process.

Creating an Active Wales (2011)

2.1.18 The Welsh Government has produced a strategy aiming at improving health through activity.

The document builds on the original vision of the Climbing Higher strategy, produced in 2005:

Climbing Higher vision

“An active, healthy and inclusive Wales, where sport, physical activity and active recreation

provide a common platform for participation, fun and achievement, which binds communities

and the nation and where the outstanding environment of Wales is used sustainably to enhance

confidence in ourselves.”

2.1.19 The focus of the plan is to encourage increased levels of physical activity so as to deliver

improvements in health and well-being. Evidence indicates that significant health benefits are

achieved through moderate increases in physical activity for the least active people. A key aim

for the Welsh Government moving forward will be to focus on encouraging and supporting

people in Wales to build some activity into their everyday lives. Many of these opportunities,

such as walking and cycling, are free or low cost, an important consideration in the current

economic climate. They also make an important contribution to helping people to reduce their

carbon footprint and contribute to achieving the Assembly Government’s target for a 3%

reduction in greenhouse gas emissions by 2011.

2.1.20 The strategic aims include one for active environments - to develop and maintain a physical

environment that makes it easier and safer for people to choose to be more physically active.

The priorities include:

� Ensuring that the natural and built environment encourages people to be physically

active, ensuring any redevelopments or new builds are accessible, safe and designed to

make physical activity an attractive option;

� Developing an infrastructure to support travel by healthier and more sustainable modes,

such as walking, cycling and public transport; and

� Increasing availability, access and use of high quality local green space, waterways and

countryside.

2.1.21 Actions proposed by the Welsh Government include encouraging evidence-based actions to

increase walking and cycling opportunities in Regional Transport Plans and develop

performance indicators for walking and cycling to be monitored as part of the delivery of these

plans. It is proposed to continue support for the Safe Routes in Communities scheme and

evaluate impacts to inform future practice and the action for all schools to develop active travel

plans, including providing appropriate cycling and road safety training for children and young

people. The Welsh Government also highlights the action to work with public sector

organisations to implement active travel plans.

Climate Strategy for Wales (2010)

2.1.22 The Climate Strategy for Wales is a key tenet of Welsh Government policy and becoming of

increasing importance in the development and evaluation of national projects. The Strategy and

delivery plans confirm the areas where the Welsh Government will act to reduce emissions and

enable effective adaptation in Wales. The promotion of walking and cycling is seen as a key


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action in helping to achieve this. The strategy identifies the benefits of walking and cycling as

being:

� Promoting sustainable transport options like walking and cycling as they offer major

health and environmental benefits, as well as helping to tackle traffic congestion.

The Welsh Government seeks to encourage increased levels of walking and cycling by:

� Supporting transport investment which encourages a shift to low carbon modes of

transport such as walking and cycling, promotes the use of public transport, and provides

advice and support that encourages more sustainable choices

Programme for Government (September 2011)

2.1.23 The Welsh Government has produced a programme to identify priorities and actions over the

forthcoming Assembly term to be delivered through the budget and legislation. Relevant actions

include:

� Deliver the priorities of the National Transport Plan.

� Develop a 10 year, Wales-wide, National Infrastructure Plan to identify and prioritise

capital schemes which are of national significance.

� Establish a single Welsh Government Capital Infrastructure Fund and explore innovative

ways of raising capital for investment in public service infrastructure.

� Enhance safety and accessibility in communities through initiatives such as Safe Routes

in Communities and local safety schemes.

� Prioritisation of the National Transport Plan to improve access to key sites and

settlements, particularly in rural areas, with an emphasis on improving the quality and

provision of healthy and more sustainable travel choices.

� Introduce the Highways and Transport (Cycle Routes) Bill.

� Deliver improvement in rights of way for cyclists and walkers, including legislation

establishing duties to provide cycle routes and work to complete the development of the

Wales Coast Path.

2.2 Regional Policies and Plans

TraCC Regional Transport Plan (2009)

2.2.1 The Regional Transport Plan involved an analysis of the movement problems in Mid Wales and

identified a vision for the region, a set of objectives and transport policies to address identified

problems and to build on opportunities.

2.2.2 Issues relating to walking and cycling in the region are identified as:

� A lack of dedicated facilities for cyclists, including basic provision of cycle racks, lockers

and showers which can discourage cycle for work, social/recreational trips

� In many small communities, there is a lack of a connected footway network, which

discourages walking trips.

2.2.3 Within the RTP, it is explained that in order to reduce the environmental impacts of transport,

TraCC needs to provide more opportunities for walking and cycling. With regard to improving

accessibility to employment opportunities and access to local services, TraCC identifies ways in

which to improve accessibility, some of which specifically relate to cycling:


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� Providing improved and safe walking and cycling routes to key service and employment

centres.

� Providing parking (car and cycle) at railways and other interchange nodes.

2.2.4 Within the RTP, it is explained that TraCC is keen to develop the urban cycling opportunities in

towns (encouraging cycling to work, education, and social activities). In order to encourage

walking trips, especially for short journeys to work, school, shops and local service centres, it is

important that the footway network is attractive. Key issues identified by consultees in the

developing the RTP, was seen as the need to improve the county (and trunk) road network in

Mid Wales (including improved walking and cycling facilities, improved safety, overtaking and

rest opportunities and public transport infrastructure).

2.2.5 The Regional Transport Plan comprises 10 regional priorities and a range of transport planning

objectives. The relevant priorities and transport planning objectives are set out below of the

numbered in accordance with the RTP priorities. These set out principles for walking and cycling

projects to achieve to assist overall transport objectives in the TraCC region.

1. Reduce the demand for travel.

� Support a sustainable settlement pattern, developing locations which can

best be served by travel in the most sustainable manner and bringing

facilities together in accessible locations.

2. Minimise the impact of movement of the global and local environment and

ensure the highest levels of protection to European Sites

� Minimise the impact improvements and maintenance of the transport

infrastructure has on the landscape, biodiversity, water resources and

heritage.

3. Improve safety and security for all transport users.

� Raise awareness and promote issues of road safety.

4. Improve travel accessibility to services, jobs and facilities for all sectors of

society.

� Provide new infrastructure or improve existing infrastructure to support

accessibility to services, jobs and facilities

6. Provide, promote and improve sustainable forms of travel.

� Develop high quality maintained networks that facilitate both local and cross-

boundary cycling.

� Ensure that facilities for cyclists are incorporated in key locations such as

transport interchanges, public locations and town centres.

� Ensure that carrying facilities for cycles are provided on public transport

services.

� Provide safe and convenient pedestrian routes within communities.

� Promote and encourage travel by non-motorised modes.

7. Maintain and improve the existing transport infrastructure.

� Achieve minimum standards with regard to the core, regional and county

road network for width, alignment, overtaking opportunities and roadside

facilities.

� Maintain and upgrade the TraCC region’s road networks.

8. Ensure travel and accessibility issues are properly integrated into land use

decisions.

� Protect the line of former rail routes and land for other transport

infrastructure in order that future opportunities for new services and facilities


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are not jeopardised.

� Ensure decisions relating to the provision of health, education and support

services take account of location and ability to travel.

� Ensure travel and accessibility issues are reflected in LDP policies and

implemented effectively in the planning process.

Mid Wales Regional Tourism Strategy (2011)

2.2.6 The Mid Wales region is significant in attracting tourism to Wales, accounting for 18% of all

tourism spending, 20% of holiday visitor nights and 25% of business nights. A short term

objective is to encourage visitors to move around their destination by sustainable forms of

transport. The strategy focuses more on public transport rather than encouraging walking and

cycling, although there is scope for better information provision on what sustainable transport

options are available. This reflects the onus placed on marketing which forms a core aspect of

the strategy.

2.2.7 Transport to and around the region is highlighted as an area of great concern for stakeholders

particularly due to the length of journeys in the area and the lack of modal choice.

Improvements to transport infrastructure established in the strategy include creating more traffic

free walking and cycling routes and providing improved provision for cycles on train service. The

transport aspect of the strategy falls around the following key points:

� Action Point 2.6: Initiate visitor research on visitor transport usage.

� Action Point 2.7: Prepare a visitor travel information strategy.

� Action Point 2.8: Coordinate evidence and support i.e. the tourism case for key

infrastructure improvements.

2.3 Local Policies and Plans

Ceredigion Local Development Plan (LDP) (Deposit Draft) (2007-2022)

2.3.1 The LDP is a statutory plan which sets out policies and specific proposals for the development

and use of land in Ceredigion for approximately 15 years; up to 2022. Once adopted the

Ceredigion LDP will replace the adopted Dyfed Structure Plan (alteration 1991) and also the un-

adopted Ceredigion Unitary Development Plan (UDP) Proposed Modifications Version (2006).

2.3.2 Policy DM04 of the Local Development Plan relates to ‘Sustainable Travel as Material

Consideration’ stating:

“The protection, enhancement or complementary development of former or existing transport

infrastructure with potential to provide for more sustainable travel will be a material

consideration in all development”.

2.3.3 Justification of this Policy explains that applicants should make the most of opportunities for

walking, cycling and the use of public transport, this should be achieved by:

“providing connections to existing routes from new development, re-instating infrastructure that

has fallen into disuse where that will serve new development in a sustainable way, and

providing improved health and quality of life by incorporating features in development that take

advantage of links to non-car travel modes for human and freight movement.


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2.3.4 The LDP also seeks to encourage the use of former railway lines as recreational routes for

walking and cycling.

2.3.5 The LDP outlines the aims to improve sustainability by creating a strong network of service

centres by concentrating development in Rural Service Centres. This seeks to utilise walking

and cycling as a method of sustainable travel between localities.

Powys Unitary Development Plan (UDP) (Adopted 2010)

2.3.6 Powys County Council are progressing with their Local Development Plan, but are at early

stages. The UDP was adopted in 2010, and remains the most relevant and up to date

Development Plan for the area. The UDP makes reference to walking and cycling:

Policy T2- Traffic Management states that: Sensitively designed traffic management schemes will be approved which utilise the existing road network and improve opportunities to promote public transport, walking, cycling and horse riding. Within the UDP, the approach to walking and cycling is explained:

The Council places a high priority upon improving facilities generally for cyclists an pedestrians, and considers that both walking and cycling should be an integral part of a balanced transport system. In addition to being environmentally sustainable, cycling and walking are healthy, clean, cheap and available to a wide section of the community than cars or public transport. The ‘Safe Routes to Communities’ and former ‘Safe Routes to Schools projects’ are examples of how the Council can influence the prevalence of cycling and walking in Powys. The landscape of Powys also attracts a large number of visitors who come to walk and cycle and the County contains long distance paths and cycle routes of national importance. Users make a considerable contribution towards the economy o the area. Consequently, the Council will seek to maximise opportunities for improving cycling and walking facilities as part of highway and traffic management schemes or new development proposals. Similarly, in accordance with The National Cycling Strategy, the Council shall in partnership with the private sector and voluntary groups work towards the promotion of cycling across Powys

Gwynedd Unitary Development Plan (2001-2016) Adopted in 2009

2.3.7 Gwynedd County Council is preparing a Joint Local Development Plan with the Isle of Anglesey

County Council. This plan is in early stages of preparation, and so the UDP for Gwynedd is

reviewed for this report.

2.3.8 Policy CH22 of the UDP relates to the Cycling Network, Paths and Rights of Way and states

that all parts of the cycling network, paths and public rights of way (including footpaths, public

footpaths, bridle paths and byways) will be safeguarded and promoted.

Brecon Beacons National Park Local Development Plan (Draft Deposit 2010)

2.3.9 The Local Development Plan for the Brecon Beacons National Park was published in

September 2010. Section 8.10 relates to walking and cycling and explains that the National

Park Authority will require all future development to contribute in some way to the creation of a

sustainable transport serving the towns and settlements. It is explained that proposals which

actively contribute to the physical infrastructure through the provision of cycle or pedestrianised

walkways will be encouraged, whether in isolation or as part of a wider development scheme -

provided the special qualities of the National Park are protected.


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Snowdonia National Park Authority Local Development Plan (Adopted 2011)

2.3.10 The LDP for the National Park was adopted in July 2011, setting out the vision for future

development until 2022. The plan is supportive of ways to protect recreational routes for walking

and cycling, and acknowledges the importance of promoting walking and cycling.

Rights of Way Improvement Plans

2.3.11 Each of the five local authorities is required to produce a Rights of Way Improvement Plan

under the Countryside and Rights of Way Act 2000. Local authorities have a legal requirement

to plan strategically for the development, provide better management and promotion of their

existing local rights of way and changes or additions to the rights of way network.

2.3.12 The Welsh Government issued guidance to Local Authorities on the production of the

Improvement Plans (‘Rights of Way Improvement Plans: Guidance to Local Highway Authorities

in Wales’). The guidance states that Rights of Way Improvement Plans will be the prime means

by which Local Authorities will identify, prioritise and plan for improvements to their local rights

of way network – and in doing so make better provision for walkers, cyclists, equestrians and

people with mobility problems. The Plans will also take account of the significant amount of new

access land that has become available in Wales under the CROW Act.

2.3.13 The ROWIP’s perform a number of important roles, providing:

� the strategic framework for managing rights of way and access;

� the basis for resource decisions and the underpinning of funding bids;

� the basis for devising work programmes for rights of way and access; and

� the means by which the local community and other partners can engage in the process of

rights of way and access management.

2.3.14 Details of each authority’s ROWIP is included in Appendix B.

Brecon Beacons Cycling and Mountain Biking Strategy (2009)

2.3.15 The strategy is based on discussions with local businesses, Local Authorities and organisations

with an active interest in cycling and mountain biking in the Brecon Beacons. The vision of the

strategy is to create a premier cycling and mountain biking destination with a strong emphasis

on tourism. The objectives of the strategy are:

1. To develop and promote cycling – making more and better opportunities to experience the Brecon Beacons by bicycle

2. To develop and promote mountain biking – maintaining the Brecon Beacons as a world class mountain bike destination for natural trail riding

3. To strengthen the involvement of businesses in cycling and mountain biking throughout the Brecon Beacons – offering quality services and generating more economic benefits

4. To make more of cycling and mountain biking events in and around the Brecon Beacons –

raising the area’s profile as a cycling destination

2.3.16 The strategy identifies the lack of knowledge and publicity for cycling and mountain biking in the

Brecon Beacons to be a weakness. Improving information provision and publicity is therefore

outlined as a top priority. Another priority focuses on developing and promoting more road

routes for cyclists from existing and new hub towns, and supporting the effort to develop traffic

free routes. This links in with the aim to increase and spread the economic benefits of cycle

tourism more widely.


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Snowdonia National Park Recreation Strategy

2.3.17 Snowdonia National Park Authority is currently formulating a recreation strategy to cover

walking and cycling policy in the area.

2.4 Other Good Practice and Guidance

Smarter Choices Wales (2007)

2.4.1 The document was produced to provide options for ‘Smarter Travel’, by giving people the

options to make the choice to travel by bus, train, bike, taxi etc. as opposed to alternative

modes.

2.4.2 Chapter 3 of the Smarter Choices document relates to ‘Healthy Options’. Walking and cycling

are identified as the prime travel options that will be beneficial to health. The document identifies

a number of ways that will promote these forms of travel:

� Develop and implement strategies for monitoring walking and cycling;

� Promote shared space between cycles and cars, cycles and buses, and cycles and

pedestrians as appropriate;

� Local Authorities to be encouraged to adopt and adhere to a Road Users’ Hierarchy to

ensure the needs of pedestrians and cyclists are prioritised over public transport users

and motorists;

� Use Welsh Government Trunk Road Interface funding to build cycle links alongside busy

main roads;

� Provide parking at key origins, interchanges and destinations, such as residential

developments, town centres, schools and colleges, business parks, stations, health and

leisure facilities;

� Facilitate the carriage of bicycles on rail services;

� Run local, regional and national campaigns to promote cycling and walking as healthy

options;

� Provide road safety training and cycle training to school children and adults; and

� Promote walking and cycling ‘buddy’ schemes to encourage people who may be anxious

about trying to walk for their regular journeys.

2.4.3 Running, walking and cycling campaigns is considered to be an effective tool in increasing

these activities, and explains that an effective campaign should:

� Ensure that good walking and cycling infrastructure is in place - pedestrian/cycle tracks

and lanes of sufficient width, with a quality surface, safe crossings at major roundabouts

and junctions.

2.4.4 Other ways of promoting walking and cycling detailed in the document are:

� Produce clear leaflets on walking and cycling

� Travel awareness campaigns

� Workplace travel plans

� School travel plans

� Personalised travel planning

� Health promotion campaigns


Page 13

� Sustainable tourism campaigns

Fairness in Travel - Finding an Alternative to Car Dependency (Sustainable Development Commission) (2007)

2.4.5 The document outlines ways to induce the modal shift to more sustainable and space efficient

modes of transport. The methods to encourage people to walk and cycle are:

� Cycle training - it is considered important to give training (to children in particular) for

safe cycling techniques- particularly in today’s traffic conditions. Cycle training is

considered to be a highly cost effective intervention, with average benefit cost ratios of

7:1.

� Walking and Cycling routes - ensuring these are high quality routes that feel safe is

important in increasing users (this is backed by research from Sustrans who state that the

people in deprived areas say the National Cycle Network helped them to increase their

levels of regular physical activity).

� Providing cycle storage - particularly for people in flats and small terraced houses,

where cycle storage can be a problem.

� Filtered permeability - make it more convenient to walk and cycle than use a car - this

can be done by ensuring walking and cycling routes are shorter and more direct (using

linked footpaths and/or cycle gaps), providing pedestrian free zones etc.

� Reducing speed limits, particularly on some rural roads has the potential to significantly

reduce both the actual and perceived danger from traffic.

� The creation of mixed priority routes and ‘shared space’ which involves the rebalance

of transport infrastructure in built up areas in favour of pedestrians and cyclists.

Sustrans Strategic Plan 2009-2013

2.4.6 The plan sets out Sustrans objectives, activities and targets for increasing cycling. These fall

under three objectives: improving the attractiveness of environments for cycling and walking, to

support and encourage individuals to make more sustainable and healthy travel choices through

motivational and information programmes, and to influence policy and practice.

2.4.7 Of particular relevance to this Walking and Cycling Strategy is the objective to make physical

improvements to the quality of the walking and cycling environment. This is set out below.

Objective 1: To make local environments safe and more attractive for walking and

cycling

Extending and developing the National Cycle Network

� Complete all outstanding temporary sections of existing strategic routes are completed

and signed to Network Standards

� Introduce a range of infrastructure improvements for walking and cycling

� Co-ordinate and map projects in at least 3 urban centres in Wales

Safe Routes to Stations and major destinations (Pilot links to the National Cycle

Network from selected rail stations throughout Wales)

� Pilot links to the National Cycle Network from selected rail stations throughout Wales

� Extend to rail stations and major bus interchanges throughout Wales

� Provide links to workplaces through the Valleys Cycle Network and influence large


Page 14

employers to include walking and cycling in support of their travel plan intentions

Maintenance and Monitoring of the National Cycle Network

� Audit the Network for maintenance, gaps and development, and establish an effective

maintenance system

� Develop a network of automatic cycle counters on the network

DIY Streets

� Extension with a larger scale Liveable Neighbourhoods project

Arts

� Two large scale arts projects to be completed, with arts and interpretation integrated into

all projects in public space

Biodiversity

� Manage traffic-free route for bio-diversity through surveys and development work of

Wildlife Champions

Volunteer Programme

� Recruit train, and support volunteers across all areas of Sustrans Cymru work, including

the National Cycle Network

� Pilot and develop a series of schools and colleges adopting and helping maintain and

promote sections of the National Cycle Network

Safe Routes in Communities (2008)

2.4.8 The Welsh Government established the Safe Routes in Communities grant programme,

replacing their Safe Routes to School. The programme aims to “improve accessibility and

safety, and encourage walking and cycling within communities”, changing how people travel.

Local Authorities bid for funding on an annual basis for capital works such as:

� Crossings

� Traffic calming measures

� Cycle paths

� Footpaths

� Secure cycle facilities (including stands and CCTV), lockers and changing facilities.

Bids were invited in October 2011 from Local Authorities under the programme.

Understanding Walking and Cycling (2011)

2.4.9 The Understanding Walking and Cycling project was funded by the Engineering and Physical

Sciences Research Council to examine the factors influencing everyday travel behaviour and

ascertain the policy implications of these findings in order to increase walking and cycling for

short journeys in urban areas. This involved the collection of qualitative and quantitative data

from four English towns, namely Leeds, Leicester, Worcester and Lancaster. The research aims

of the project were identified:

� How are walking and cycling incorporated into everyday routines of families, households

and individuals?

� How do walking and cycling as everyday means of transport interact with other modes?


Page 15

� How are decisions about specific walking and cycling routes made?

� Do most individuals construct an identity of themselves and others as cyclists or walkers?

� How do specific interventions to promote cycling and walking affect everyday decision

making about short-distance travel?

� How is the particular complexity and contingency of travel decision making with respect to

cycling and walking best conveyed to planners and policy makers?

2.4.10 Clear evidence was presented that perceptions of risks were a major factor influencing everyday

travel decisions for cyclists and walkers. Cyclists were most concerned about motorised traffic

with traffic being a major deterrent to the vast majority of cyclists. Pedestrians concerns focused

on threats from other people in poorly supervised urban areas relating to quiet streets being

perceived as potentially dangerous.

2.4.11 Organisation of families was deemed to be a deterrent to sustainable travel. The presence of

young children and elderly relatives presents constraints relating to mobility in conjunction with

time pressures, commitments and storage issues complicates travelling sustainably.

Conversely, it increased the convenience of travelling by car. The research determined that for

families with young children, switching from cars to sustainable modes is less about changing

attitudes but more to do with overcoming the complexities associated with the dynamics of such

families. This is further constrained by the requirement for kit and outdoor clothes required for

walking and cycling to be readily available. Outdoor storage of kit complicates the organisation

required to travel by cycling. Household and family commitments are therefore significant

factors in restricting the uptake of walking and cycling for everyday travel, often contrary to

peoples own values and attitudes.

2.4.12 The findings of the research also showed conflicting perceptions of normality with respondents

believing certain images to be attached to walking and cycling. This included issues regarding

personal appearance, carrying equipment and unjustified stigmas attached to walking and

cycling, such as it being an activity only undertaken by second class citizens.

2.4.13 The research concludes with seven policy implications for walking and cycling:

� it is important to ensure that the urban environment is made safe for both pedestrians and

cyclists;

� pedestrian routes must be welcoming and attractive to pedestrians to increase footfall

which in turn improves the perception of safety;

� restrictions should be imposed on traffic speeds, parking and access on all routes without

segregated cycle or pedestrian paths;

� legal liability should be amended to protect pedestrians and cyclists;

� planning legislation should be amended to change the spatial structure and organisation

of the built environment to encourage non-motorised modes of transport. This would

include locating amenities within close proximity of developments and ensuring adequate

cycle storage facilities were present in new homes;

� societal and economic changes are required to provide the flexibility required to travel by

cycling or foot, such as flexi hours allowing them to be incorporated in people’s everyday

routines; and

� the image of walking and cycling requires improvements and it should be accepted as the

norm.


Page 16

3 Context, Problems and Opportunities

3.1 The TraCC Area

3.1.1 As stated earlier, Trafnidiaeth Canolbarth Cymru (TraCC) is the Regional Transport Consortium

for the Mid Wales region, comprising of the counties of Ceredigion, Powys and part of Gwynedd

(the former Meirionnydd district) and includes parts of the Snowdonia and Brecon Beacons

National Parks.

3.1.2 The TraCC area is large and diverse, stretching from Blaenau Ffestiniog in the north to

Ystradgynlais in the south and from Cardigan Bay in the west to the English border in the east.

The TraCC region is unique in that it is bordered by the three other consortia in Wales and it has

the largest border with England. The region comprises around 40% (838,000 hectares) of the

total land mass of Wales but has less than 10% of its population (235,295 at the 2001 Census)

with a low population density and dispersed settlement pattern. It is the most deeply rural of

Welsh regions, largely upland in character but with significant lengths of coastline to the west.

3.1.3 The economy of the area is highly dependent upon land-based industries (such as agriculture

and forestry), public sector employment (government, health and education sectors) and

tourism. Walking and cycling contribute significantly to tourism in the region with renowned

landscapes attracting tourists from across the world. Figure 3.1 shows the TraCC area and the

key settlements in the region, highlighted by size.

3.1.4 Figure 3.2 is extracted from the Wales Spatial Plan for Central Wales and shows which

settlements are designated as key settlements. This includes a number of settlements smaller

than 2,000 residents and thus there are more key settlements than shown in Figure 3.1.

Figure 3-1 TraCC Region


Page 17

Figure 3-2 Wales Spatial Plan – Central Wales

Source: Wales Spatial Plan, Welsh Government

3.2 Walking and Cycling Infrastructure

3.2.1 The Local Authorities are responsible for managing a network of more than 15,500 km of Public

Rights of Way across the Region (including all of Gwynedd) and each authority has Access

Officers or Public Rights of Way Officers who are responsible for implementing the Rights of

Way Improvement Plans. In addition, many walking routes are provided as footways or cycle

routes utilise the highway. There are also off-road, segregated walking and cycling links both

long distance, many very attractive for leisure cycling, and some connecting to town centres and

employment or educational facilities. At the local level there is an extensive network of linear

routes, circular walks and rides that provide health and wellbeing, recreation and tourism

benefits to communities and connections to local facilities and services.

3.2.2 Within the region there are a number of walking and cycling routes of strategic importance:

various routes of the National Cycle Network and two national trails (Glyndwr Way, Offa’s Dyke

Path) and the Wales Coastal Path. In addition there are a range of shorter distance trails

following estuaries or other features in the region.

3.3 National Cycle Network

3.3.1 The TraCC region benefits from a number of national cycle routes. At present the following

routes are either in or pass through the TraCC area and are designated as part of the National

Cycle Network (NCN):

Route 8 – Cardiff to Holyhead

Route 42 – Glasbury to Gloucester

Route 43 – Builth Wells to Swansea


Page 18

Route 81 – Aberystwyth to Shrewsbury

Route 82 – Porthmadog to Cardigan

3.3.2 The aforementioned routes are shown on Figure 3.3. The majority of routes in Mid Wales are

on-road (purple), with some more localised off-road sections (green). It is important that

improvements to the highway network give priority to improving conditions for walkers and

cyclists, where these users have to run alongside the carriageway (or share the carriageway)

due to a lack of alternatives.

Figure 3-3 National Cycle Network in the TraCC Region

Source: Sustrans


Page 19

3.4 Walking Trails

Offa’s Dyke Path

3.4.1 The Offa’s Dyke Path is a long distance National Trail linking Sedbury Cliffs near Chepstow on

the banks of the Severn Estuary with the coastal town of Prestatyn on the shores of the Dee

Estuary. It is 177 miles/285 kilometres long and in Mid Wales, follows the Powys boundary with

Shropshire and Herefordshire.

3.4.2 Parts of the trail pass through Powys, and monitoring in 2009 recorded the level of visitors using

the path in one location as more than 3,000 per year (passing Pound House). The period April

to September recorded 2,488 users (82%) of the annual total. Figure 3.4 shows an extract from

the National Trail leaflet.

Figure 3-4 Offa’s Dyke Path in Mid Wales

Source: National Trail Leaflet


Page 20

Glyndŵr's Way

3.4.3 Glyndŵr's Way is a 135 mile/217km National Trail beginning at Knighton on the English border

and passes through the town of Machynlleth, terminating at the Montgomeryshire Canal in

Welshpool. The end of the Trail is three miles from Offa's Dyke Path National Trail. Some

sections of the route are also suitable for horse riders and cyclists. An extract from the National

Trail leaflet showing the route of the Trail is included as Figure 3.5.

Figure 3-5 Glyndŵr's Way

Source: National Trail Leaflet

Wales Coastal Footpath

3.4.4 The Wales Coastal Footpath runs through parts of Ceredigion, Powys (Derwenlas to Dyfi

Bridge) and Gwynedd within the TraCC region and provides a trail of significant importance for

leisure and tourism in the region. The Welsh Government has committed to completing the

coast path and data provided for the TraCC Monitoring Report 2011/12 gives the length of

coastal path completed in the financial years between 2008 and 2011 for Ceredigion and

Gwynedd, as set out in Table 3.1.


Page 21

Table 3.1 Coastal Footpath Length

Total Length of

Coastal

Footpath

2008/09

Total Length of

Coastal

Footpath

2009/10

Total Length of

Coastal

Footpath

2010/11

Increase

08/09 to 10/11

Gwynedd 112.87km 114.47km 115.00km 0.5%

Ceredigion 95.96km 97.96km 96.03km -2.0%

TOTAL 208.83km 212.43km 211.03km -0.7%

3.4.5 Data has been provided on the usage of the Ceredigion Coastal Path by Ceredigion Council.

Monitors are installed at various locations along the coastal path which record the number

people using the path; this data is presented in Table 3.2.

Table 3.2 Coastal Footpath Usage – Ceredigion

Financial Year

2008/09 2009/10 2010/11 2011/12

Aberaeron 10,384 13,976 17,074

Data not currently available

Aberarth 3,755 3760 3,153

Ffoslas 850 1,123 1,366

Llangrannog Incomplete data

16,387 19,561

New Quay 4,814 9,468

Wallog 11,441 12,660

TOTAL 14,989 51,501 63,282

Mawddach Trail

3.4.6 The Mawddach Trail, which forms part of the Dee Valley Route runs along a disused railway

connecting Dolgellau and Barmouth, a distance of 9 miles / 14 km. It forms part of the National

Cycle Network (Route 8) but is also an important walking route. It is included in this report as an

example of a trail with significant attractiveness for leisure and tourism. The Snowdonia National

Park Authority monitors the use of this trail by pedestrians and cyclists each year, with a counter

in place at Penmaenpool. In total more than 72,000 people were recorded using the trail in

2009.

Other Trails

3.4.7 There are a range of other trails of importance in the TraCC region including the Rheidol Trail,

Ystwyth Trail, Severn Way, Wye Valley Walk and Taith Ardudwy. The Severn Way is the

longest riverside walk in Britain. It spans 210 miles / 338km from source to sea with a 60 mile /

97km section in Powys. The Wye Valley Walk is 136 miles / 218km long starting in Chepstow

and follows the River Wye northward, joining the Severn Way at Hafren Forest. Around half of

the walk lies within Powys, following the course of the River Wye through Llangurig, Rhayader,

Builth Wells and leaves the county at Hay-on-Wye.

3.4.8 Taith Ardudwy is a well signposted upland pathway in Gwynedd of 24 miles from Barmouth in

the south to Llandecwyn in the north. A number of shorter routes can also be found such as

those in Powys, namely the Ann Griffiths Walk, Kerry Ridgeway, the Epynt Way, the Usk Valley

Walk, the Taff Trail and the Beacons Way.


Page 22

3.5 Problems and Opportunities

3.5.1 This section details the problems and opportunities relevant to the potential uptake of walking

and cycling through an analysis of key statistics.

Settlement Patterns

3.5.2 The regions dispersed settlement pattern, topography and rural nature presents both constraints

and opportunities to encourage walking and cycling, with relatively compact key towns and

settlements with short distances to services and facilities counterbalanced by steep topography

and long distances between the main communities. This means that key services for many

residents are beyond an acceptable walking or cycling distance. Nevertheless, there are

significant communities within the region where walking and cycling is an option for certain

journeys given the right infrastructure. Moreover, the landscape of the region is attractive for

tourists from a recreational perspective, and this attracts walkers and cyclists which acts as one

of the region’s main economic drivers.

Vehicle Ownership

3.5.3 Household vehicle ownership is significantly higher in the TraCC region than seen in the rest of

Wales and thus encouraging people to use sustainable travel modes is more challenging. The

characteristics of the region in conjunction with limited bus and rail services exacerbate the

requirement for private cars. Figure 3.6 shows that substantially lower proportions of

households within the TraCC region do not have a car or van, while the percentage of

households with one or more vehicles is higher.

Figure 3-6 Household Vehicle Ownership (KS17 Census 2001)

Demographics

3.5.4 The age profile of the TraCC region illustrates there to be higher proportions of residents in the

category 15-24 and 65+ than seen nationally. The higher percentage of people over the age of

65 may present barriers to walking and cycling. Conversely, the higher proportion of people

between the ages of 15 and 24 may provide an opportunity for targeting behavioural changes at

a young age at which peoples travel behaviour patterns can be easily influenced.

20.3%

46.6%

25.7%

5.5%

1.8%

26.0%

45.5%

22.9%

4.3%

1.2%

0.0%

5.0%

10.0%

15.0%

20.0%

25.0%

30.0%

35.0%

40.0%

45.0%

50.0%

No cars or

vans

One car or van Two cars or

vans

Three cars or

vans

Four or more

cars or vans

TraCC

Wales


Page 23

Figure 3-7 Age Profile (UV05 Census 2001)

Personal Safety

3.5.5 Perception of personal safety is a pertinent issue in encouraging walking and cycling. Whilst the

KSI casualty rate for the TraCC region is 7.1 per 100 million vehicle kilometres compared to an

‘all Wales’ figure of 4.4, the number of pedestrians and cyclists killed or seriously injured is

relatively low in the TraCC region according to Table 3.1, representing around 11% of such

incidents nationally. The number of injuries is likely to be reflected by the number of pedestrians

and cyclists using the highway network, which is typically lower within the TraCC region.

Table 3.3: Killed or Seriously Injured Casualties (Mid Wales 2009)

Pedestrian Cyclist Motorcycle Car Total

Gwynedd 10 3 15 39 67

Powys 10 4 34 76 124

Ceredigion 7 2 16 22 47

Sub Total 27 9 65 137 238

Wales 257 84 240 596 1177

% of total in Mid

Wales 10.5 10.7 27.1 22.9 20.2

Household Composition

3.7.1 It is important to consider the number of dependent children in households as this can be seen

as both an opportunity and a barrier to encouraging sustainable travel. The region has a lower

proportion of children in the population, with 40% of households having some children in the

TraCC area compared to 43.6% in Wales as a whole.

Method of Travel to Work

3.7.2 The figures for method of travel to work by the resident population show that the TraCC region

has a higher proportion of residents travelling to work by bike or foot than for Wales as a whole,

which is perhaps surprising given the rurality of the region. This is reflective of the higher

percentage of people living within 2km of their workplace in the larger yet compact towns,

particularly Aberystwyth and Newtown. In Aberystwyth 31% travel to work on foot and 2% by

bike and the figures are 24.8% and 3.7% respectively in Newtown (2001 Census).

17.4%

13.1%

50.3%

19.2%18.9%

12.2%

51.5%

17.4%

0.0%

10.0%

20.0%

30.0%

40.0%

50.0%

60.0%

0-14 15-24 25-64 65+

TraCC

Wales


Page 24

Figure 3-8 Method of Travel to Work (Resident Population – UV39 Census 2001)

Distance Travelled to Work

3.7.3 According to Figure 3.9, a significant proportion of the resident population live with 2km of their

workplace, higher than the figure seen at the national level. Overall, 48.3% of residents live

within 10km of their workplace compared to 59.3% seen at nationally. Notably the number of

people working mainly from home is nearly double the Welsh average.

Figure 3-9 Distance Travelled to Work (Resident Population – UV35 Census 2001)

Travel to School

3.7.4 The dispersed settlement pattern presents constraints to travelling to school by walking and

cycling. It is common that a school can serve a very wide catchment area, often making walking

or cycling to school unachievable. Safety is also an issue for many parents as most roads do

not lend themselves to walking and cycling. Figure 3.10 shows the mode split for travelling to

school with the majority travelling by motorised modes, with higher proportions than observed

nationally. Less than half the proportion of people in the TraCC region walk and cycle to school

in comparison to Wales as a whole.

0.6%3.1%

0.4%

68.8%

8.3%

0.7%1.7%

16.4%

1.4%

5.9%0.6%

68.2%

10.0%

0.8%1.5%

11.5%

0.0%

10.0%

20.0%

30.0%

40.0%

50.0%

60.0%

70.0%

80.0%

TraCC

Wales

19.3%

25.2%

9.8%

13.4% 14.2%

6.9%

11.3%10.2%

21.8%

18.9% 18.6%16.7%

6.3%7.5%

0.0%

5.0%

10.0%

15.0%

20.0%

25.0%

30.0%

Works

mainly

from

home

Less than

2km

2km -

5km

5km - 10

km

10km -

20km

20km -

30km

Over

30km

TraCC

Wales


Page 25

Figure 3.10 – Main Modes of Travel to School (%)

Walking and Cycling for Leisure

3.7.5 In February as part of its baseline monitoring TraCC commissioned a telephone interview

survey comprising of 1,000 households in the TraCC region.

3.7.6 The majority of respondents (68.9%) regularly walk (at least once a fortnight) for leisure

purposes. The figure for leisure cycling (at least one per month) was 13.1%. While 79.7% of

the respondents never cycled, in the 203 households interviewed that participated in leisure

cycling there was a total of 547 cycles (excluding children’s bikes for under 5) – an average of

2.7 bikes per household.

3.7.7 In addition to leisure trips by residents, Mid Wales attracts some 1.75 million tourists (UK Tourist

2009, Visit Britain), many of which are attracted by and make use of the walking and cycling

network in the Region during their stay (with an average stay of 3.8 nights). Total spend by

tourism visits to Mid Wales in 2009 was £251m. Walking and cycling is thus of significant

importance to the regional economy.

Shared Usage

3.7.8 It should be noted that the Public Rights of Way network includes routes with various rights for

usage. In Meirionnydd for example, 87.2% of Public Rights of Way are footpaths, 10.4%

bridleways, 1.2% restricted byways and 1.2% byways open to all traffic. In Powys, 28% of

public rights of way are Bridleways and the figure is 21% in Ceredigion. Overall there are some

3,400 kms of Bridleways in the three TraCC authorities, comprising 22% of public rights of way.

3.7.9 Cycling legislation is to be introduced in Wales which will place an onus on local highway

authorities to provide routes for walkers and cyclists. This may lead to changes in the status of

public rights of way and footways to accommodate cycling as well as walking. It is assumed

that this would be on an individual route basis as it would not always be appropriate and the

sensitivity, usage and character of a route would need to be taken into account.

3.7.10 The shared use of routes can present issues in terms of appropriate surfacing and conflicts

between users. Improvements that benefit walkers and cyclists should not neglect the rights

and needs of horse riders on those routes.

3436

24

6

51

19

27

3

0

10

20

30

40

50

60

Car Walk Bus Cycle

All Wales

Mid Wales


Page 26

Management and Implementation Issues

3.7.11 As stated the network of more than 15,500 kms of public rights of way and 11,000 kms of roads

in Mid Wales presents a significant challenge to the highway authorities to maintain the walking

and cycling infrastructure. The extent of the networks for walking and cycling and the pressures

on Local Authority capital and revenue budgets mean that ongoing investment in and

maintenance of the network is challenging and tends to be responsive to issues arising.

Moreover, a significant proportion of the highway network in Mid Wales is managed by the Mid

or North Wales Trunk Road Agency and many walking and cycling schemes interface with the

trunk road network. Whilst the trunk road agencies have a proactive programme for walking and

cycling improvements, this can add to the complexities of scheme development, prioritisation

and ongoing management and maintenance.


Page 27

4 Walking and Cycling Strategy

4.1 Strategy Objectives

4.1.1 The objectives for the Walking and Cycling Strategy have been derived from the review of

national, regional and local policies and strategies and discussion with the Local Authority

walking and cycling officers.

4.1.2 The overarching aim is to invest in walking and cycling projects and initiatives in order to

achieve the following:

� Improve the health and wellbeing of Mid Wales residents;

� Reduce car use and carbon and other environmental impacts of travel;

� Improve accessibility to and between key settlements, public transport interchanges,

employment, education, and services and facilities;

� Encourage economic development through enhancing tourism, leisure and recreation

infrastructure; and

� Influence travel decisions of present and future transport users through land use planning

and travel behaviour initiatives.

4.2 Strategy Elements

4.2.1 In delivering the aims and objectives of the strategy, the strategy involves delivering a

combination of the following elements:

1. Improving walking and cycling infrastructure;

2. Providing associated facilities for walking and cycling;

3. Supporting training; and

4. Promoting sustainable choice

4.2.2 It is recognised that the delivery of the strategy elements will require a combination of capital

investment and revenue support, with provision of infrastructure and associated facilities

requiring capital funding and training and the majority of smarter choices initiatives requiring

revenue funding.


Page 28

1. Improving Walking and Cycling Infrastructure

4.2.3 Investment in infrastructure relates to physical schemes that can facilitate the uptake of walking

and cycling in the TraCC region. Such investment should seek to increase the attractiveness of

walking and cycling through providing safe and high quality routes to key destinations including

retail, employment, residential, leisure and education sites as well as connect to public transport

interchanges.

4.2.4 Future investment in infrastructure should aim to build upon the existing walking and cycling

routes by completing missing links in the network, improving crossing facilities at the interface

between walking and cycling routes and traffic routes and providing more direct connections, as

identified by each authority in the ROWIPs. These measures can increase the actual and

perceived safety and efficiency of walking and cycling, encouraging a behavioural shift and

enable walking and cycling to be a realistic option for more journeys.

4.2.5 In some locations cyclists and pedestrians will need to share highway width with motorised

vehicles and making this operate safely might require physical changes to existing infrastructure

such as realignments and widening in order to allow for a footway or cycleway. Investment may

be required into traffic calming measures and crossing facilities or reducing speed limits where

justifiable. Local Transport Note 2/08 presents a number of speed reduction measures including

reallocating road space to cyclists, textured surfaces, remarking roads and physical traffic

calming measures such as speed humps, build outs and other forms of road narrowing.

4.2.6 Achieving some routes will require railway crossings or use of railway land and close liaison with

Network Rail is critical to achieving improvements. In other locations routes may follow the canal

network and British Waterways are a key partner in delivering infrastructure, as are the

Environment Agency where flood relief schemes may provide opportunities for enhanced

walking and cycling.

4.2.7 In other areas scope exists to create segregated routes as developing off-road and traffic free

areas are important in encouraging the growth of walking and cycling in the region. The National

Cycle Network (NCN) has routes spanning the TraCC region which provides both scenic traffic

free paths and signed on-road routes. These routes are typically more applicable to long

distance leisure walkers and cyclists; however some segments also possess benefits for work

and school journeys for example. Investment in recreational schemes such as circular walking

within communities and cycling routes can have an economic benefit to the region’s economy

along with providing social, health and well-being benefits. This might include circular walks

linking communities to national / recreational trails thus attracting visitors to key settlements and

supporting the local economy.

4.2.8 In the rural context, Public Rights of Way can also be Bridleways and serve an important leisure

and amenity purpose. The usage of individual routes (whether by equestrians, walkers or

cyclists or all three) will be an important factor in determining the type of surfacing required,

appropriate widths and whether segregation on sections is required to reduce conflicts. The

majority of routes are not surfaced. Conflicts can also arise from restricted byway and byways

allowing walking and cycling with heavy duty vehicles (HDV) and multipurpose vehicles (MPV).

Public Rights of Way Improvement Plans provide an assessment of local rights of way and a

statement for action for the management and improvement of rights of way.

4.2.9 The location of the route (a recreational route in the open countryside or an urban route

providing a route home from work or school in the dark evening) are factors to consider in

whether or not it is lit. It is recognised that revenue budgets for lighting and ongoing

maintenance are limited for Local Authorities (together with issues of carbon footprint) but there

will be some urban routes where solar lighting would be important for it to function for its

intended purpose.


Page 29

4.2.10 It is not intended within this strategy to prescribe standards for surfacing and lighting as these

should be determined taking into account the local context. However, TraCC wish to ensure that

Local Authorities fully review the context as part of the planning and feasibility process in order

to ensure that routes are designed appropriately to attract the greatest possible future use.

TraCC will prioritise investment in walking and cycling routes which:

� Are traffic free and involve no hazardous manoeuvres;

� have natural surveillance and a level of lighting appropriate to the location;

� lead towards a secondary school or college within a 1km walk or 2 km cycle;

� lead towards a key healthcare facility within a 2km walk or 5km cycle (general or

community hospital with a range of services);

� lead towards a significant tourist or leisure destination within a 2km walk or 5km cycle, for

example a leisure centre or key tourist destination;

� lead towards a significant employment centre within a 2km walk or 5km cycle;

� lead towards a significant retail centre within a 1km walk or 2 km cycle;

� form part of the National Cycle Network or other strategic leisure walking/ cycling routes;

� have short and direct linkages to other transport modes, including railway and bus stop

facilities/ interchanges and car parking facilities;

� serve a key settlement (as defined in the Wales Spatial Plan) or links two or more

secondary settlements;

� are relatively flat for large sections;

� provide a direct (rather than circuitous) connection;

� involve surfacing, structures, boundaries etc which can be easily maintained;

� are likely to be attractive to users by being through open countryside; and

� open up a significant new route that is not currently available and/or links to the wider

network.

2. Provision of Associated Facilities for Walking and Cycling

4.2.11 Aside from additions to the network itself, further provisions are necessary to encourage walking

and cycling. Providing shower and storage facilities at key localities would help minimise the

drawbacks from walking and cycling, particularly when considering the weather conditions.

Cycle parking should be made available at key destinations and interchanges of Sheffield stand

type and this should be sheltered from the weather if it is for all day storage and secured with

surveillance where possible. The formation of workplace and school travel plans can reveal

areas in which such storage is particularly required.

4.2.12 The large number of relatively small employers means that shower and locker facilities are less

readily available for employees but where facilities have been put in place, such as the Powys

County Highways Depot in Newtown, cycling has been encouraged as a mode of travel to work.

Shower facilities should be encouraged in new developments and incorporated into public toilet

facilities or other public buildings in the key settlements to provide for town centre employees.

4.2.13 Appropriate signage should be provided for walkers and cyclists, particularly for users unfamiliar

with the region. Directions and distances to linking routes, key attractors and storage facilities

should be clearly and legibly stated.


Page 30

4.2.14 Efforts should also continue to encourage and facilitate the carriage of cycles on public

transport, whilst it is recognised that there can be difficulties in achieving this. The provision of

secure cycle storage at bus and rail interchanges is also important. Moreover, potential exists to

promote this as an aspect of sustainable tourism if coordination is sought between TraCC and

public transport operators.

TraCC will support the provision of associated facilities for walkers and cyclists, through:

� Providing grant support for facilities such as the installation of cycle parking, lockers and

shower facilities in schools, colleges, existing employment locations and public transport

facilities, subject to the submission of a satisfactory Travel Plan and with priority given to

locations where the facility is linked or proposed to be linked to a cycle network;

� Providing support for signing of walking and cycling infrastructure as part of funding for

infrastructure improvements; and

� Continuing to liaise with the rail and bus operators to enable the carriage of bicycles on

public transport facilities.

3. Supporting Training

4.2.15 The take up of walking and cycling by children and adults can be encouraged through training in

safe use of the roads and instilling a culture of walking and cycling from an early age. There are

various walking and cycling initiatives already underway in the TraCC region.

4.2.16 In order to address the problem of child pedestrian accidents, the Welsh Government

introduced a scheme to trial “Kerbcraft” Child Pedestrian Training in all 22 Welsh Local

Authorities. The scheme is thus operating throughout the TraCC region. The scheme teaches

children between the ages of 5 and 7 how to be better pedestrians. Children are taken out of

school onto actual roads by trained volunteers to learn three main skills:

1. Choosing Safe Places and Routes to Cross the Road

2. Crossing Safely at Parked Cars

3. Crossing Safely Near Junctions

4.2.17 ‘Bikeability’ is a national strategy for “cycle proficiency for the 21st century” which aims to give

children confidence and skills to travel by bicycle. A badge is rewarded for each of the three

levels the child completes based on their age. Children typically start at Level 1 when they have

first began to ride a bike, with 10-11 year olds progressing to Level 2. Level 3 is aimed at

secondary school pupils between the ages of 11 and 18. The vision of ‘Bikeability’ is for no child

to leave primary school without the opportunity to participate in the training. The scheme is

operated in Gwynedd but not in the other parts of the TraCC region.

4.2.18 Powys County Council offers a Cycling Awareness Training Course to all Primary School pupils

in either their year 5 or 6. The course is based on the RoSPA “Right Track” program, a practical

training course designed to help young riders learn how to gather information and then make

decisions about what to do and when, as they ride in traffic. The course is not designed to teach

children to ride their bikes but is designed to teach riders about the basics of dealing with traffic.


Page 31

4.2.19 Ceredigion County Council offers a Safe Cycling Scheme to primary school pupils. Trainees are

introduced to the Highway Code for young road users; learn about cycle maintenance,

conspicuity and the wearing of protective headgear. Safe Cycling Training for adults is a further

programme providing a three tier training scheme to teach the individual how to cycle safely and

confidently on the road with respect for other road users.

4.2.20 It is evident that whilst all authorities offer cycling training, all funded through the road safety

grant, there is a need for a consistent approach within the region, providing a nationally

recognised scheme and providing opportunities to share organisational and promotional costs

and resources.

4.2.21 In addition to the current programmes ongoing in the TraCC Local Authority areas, the Sustrans

‘Bike It’ scheme has been developed to assist in increasing schools levels of cycling by “helping

schools to make the case for cycling in their school travel plans, supporting cycling champions

in schools and demonstrating that cycling is a popular choice amongst children and their

parents” (Bike It Review, p.6). This involves a ‘Bike It’ Officer visiting schools to speak to pupils,

teachers and parents aiming to create to a cycling culture within the school to ensure that a

cycling culture remains once the ‘Bike It’ Officer has left. An initial round of schemes is

underway in Cardiff, Merthyr, Bridgend and Anglesey. Funding through Sustrans is not likely to

be available in the TraCC region unless a new round of central funding is provided, but the

project could be implemented if alternative revenue funding were provided. Typically a project

involves an initial 12 schools increasing to 18 over the two year period.

TraCC will support the provision of training in safety and awareness for walkers and cyclists,

through:

� Seeking the continuation of revenue funding for Kerbcraft and cycle safety training schemes

throughout the TraCC region in liaison with the Welsh Government and the Local

Authorities;

� Seeking a nationally recognised, consistent cycle safety training scheme across the region;

and

� Seeking funding for a Bike-It project within the region.

4. Promoting Sustainable Choices

4.2.22 The RTP identifies how the concept of ‘Smarter Choices’ has become an important component

in transport strategies, particularly with regard to encouraging a change in mode of travel.

TraCC fully endorsed the Welsh Government’s Smarter Choices document (February 2007) in

particular of relevance to encouraging walking and cycling, Travel Plans and Travel Awareness

Campaigns. These have a role to play in encouraging sustainable transport.

4.2.23 TraCC has been active in promoting sustainable choices over the recent years of funding

including:

� producing Green Travel Guides for Aberystwyth, Brecon, Dyfi Valley / Mawddach and

Heart of Snowdonia);

� funding school travel plans with five having been produced in Ceredigion and a further

potential one subject to a funding bid;

� the Regional Travel Plan Co-ordinator giving advice to businesses on travel planning

issues; and

� promoting sustainable travel at regional events such as the Royal Welsh Show.


Page 32

4.2.24 Targeting schools for travel planning has particular importance as it challenges travel behaviour

at an early age and the journeys to school by car represent a significant part of daily traffic

flows, thus encouraging walking and cycling can have a significant impact on modal share.

4.2.25 Future smarter choices promotion activities should continue to aim to gain maximum exposure

of the benefits of, and opportunities for, walking and cycling within the TraCC region. Much of

this is done by Sustrans promotional activities, but TraCC can have a role in publicising the

investment made into walking and cycling infrastructure, as well as signposting training

available.

4.2.26 Sustrans (working for the Welsh Government) are currently piloting a Personalised Travel

Planning project in Cardiff part of the commitment is to roll out the programme to the other

Sustainable Travel Centres in Wales, which would include Aberystwyth (2013/14) in the four

year programme. Personalised travel planning for residents and employees in workplaces has

proved an effective method of reducing car use and encouraging travel by walking and cycling.

In principle such measures would be of benefit to the more urban centres of TraCC region,

where walking and cycling are realistic choices for significant proportions of journeys.

TraCC will promote sustainable choices through:

� Providing funding support for school and college travel plans;

� Continuing to update Green Travel Guides and liaise with tourism organisations and

operators to ensure sustainable travel is presented as an option for visitors;

� promoting sustainable travel at key events, such as the Olympic torch in 2012;

� facilitating a programme of Personalised Travel Planning for residents of Aberystwyth

Sustainable Travel Centre.

4.2.27 Scope also exists for the investigation of alternative marketing methods. For example, email

marketing in conjunction with providing local walking and cycling maps could be utilised as an

effective tool for raising awareness and promoting routes.

4.3 Other Issues

4.3.1 In addition the following issues are highlighted as important for the strategy delivery:

� Encouraging walking and cycling through planning and developments;

� Maintaining and managing the network; and

� Monitoring.

Encouraging walking and cycling through planning and development

4.3.2 The development plans for the planning authorities in the TraCC region each seek in policy for

new developments to provide walking and cycling infrastructure and contribute appropriately

towards requirements. New development should aim to integrate into the walking and cycling

network. Walking and cycling routes should not simply be an afterthought and the permeability

of routes to key destinations and residential areas must be considered throughout the planning

process.

4.3.3 In the preparation of this strategy a long list of schemes has been put forward for funding

consideration by each Local Authority. On a strategic level, potential walking and cycling

schemes should always be considered as a fundamental part of future transport and

development schemes. Thus the list of prioritised schemes can feed into the process of

determining necessary infrastructure within communities as part of s106 or potentially


Page 33

Community Infrastructure Levy requirements. Due to the Community Infrastructure levy being a

voluntary mechanism, clarification of its potential use will be required from each of the Local

Authorities and cooperation will be required to ascertain which schemes would be funded in this

way.

Maintaining and managing the network

4.3.4 In recent years Local Authority funding has been significantly reduced with a limited proportion

of budgets available for maintenance. In light of this, any scheme should aim to be of the

highest possible build standard and require minimal ongoing maintenance, with consideration of

whole life costs. In proposals for new infrastructure, the ongoing maintenance liabilities require

careful consideration. This can mean for example, that in some locations cycle routes alongside

the highway are the best solution as they can be maintained as part of the highway authority or

Trunk Road Agency programmes (whilst balancing maintenance issues against those of

attractiveness and potential usage). It should be highlighted that whilst capital grants are

available to Local Authorities for the implementation of new/ improved infrastructure, grant

conditions require the Local Authorities to maintain infrastructure in line with their statutory

duties.

Monitoring

4.3.5 Monitoring is an important aspect of ensuring that the strategy delivers the aims and objectives

and support future funding bids by providing evidence of the impacts of schemes. The

monitoring as part of the RTP currently examines the usage of strategic walking and cycling

routes. It is part of the grant conditions of RTP funding that Local Authorities monitor the usage

of new/ improved routes. In future years, it is important that surveys are undertaken of the

usage of projects in the TraCC region, reporting on both the physical infrastructure and the

uptake of training and promotional activities. The monitoring should further encompass usage

of routes and highlight trends indicating a modal shift.

Appendix A

A Walking and Cycling Action Plan for Wales (2009-2013)

Appendix A: A Walking and Cycling Action Plan for Wales (2009-2013)

Changing Behaviour

Overall Aim: Walking and Cycling to make an increasing contribution towards climate

change targets and raising levels of physical activity

Aim Actions

Increase the numbers of adults walking

and cycling to work and for other

everyday purposes

• Encourage employers to increase the number of

staff travelling to work in a sustainable way

• Key public sector bodies in Wales demonstrating

best practice, by encouraging more employees to

walk and cycle to work

Increase the numbers of children walking

and cycling to school and for other

purposes

• Encourage schools to adopt travel plans

• Pilot 2 Sustrans ‘Bike it’ projects in Wales

• Ensure that Safe Routes to Communities continues

to deliver real improvements

• Support the continued development of the Healthy

Schools and Eco Schools Networks

Introduction of the National Standards for

the cycle training in Wales

• Supporting training of new instructors

• Training to be supported by Welsh local authorities

Promote the wide range of benefits that

can be achieved through walking and

cycling

• Develop a National publicity campaign promoting the

benefits

• Aim for local authority plans, policies and activities to

be integrated to deliver improved promotion of

walking and cycling

Encourage walking and cycling through

effective travel planning

• Effective programme of travel planning projects

• Promote smarter choices guidance to assist in the

production of school employer travel plans

• Promote BSI PAS 500 standard for travel plans

Support and Encourage local and

national initiatives that aim to increase

participation in walking and cycling

• Champion local initiatives

• Investigate introduction into Wales of the Living

Street Walk to School Programme

Encourage walking and cycling to tackle

health problems associated with physical

inactivity

• Encourage sustainable exercise referral schemes

and community walking projects

• Ensure that sustainable active travel is encouraged

at hospitals throughout Wales

To maximize the contribution that walking

and cycling can make to increasing

tourism

• Update walking and cycling strategies for Wales

• Use EU convergence funding to improve the quality

of the cycling and walking tourism product

• Maintain and develop Wales’s competitive

advantage as a world class mountain biking

destination

• Promotion of National Cycle Network to incorporate

links into cycle friendly accommodation providers

To make Wales a premier destination for

walking and cycling events

Promotion of cycling and walking for

sport and recreation (especially amongst

children and young people)

• Identify and support talent across all cycling

disciplines

• Ensure that the legacy benefits from London 2012

are maximised

Showcase and share best practice in

delivery and promotion of cycling routes

Better Walking and Cycling Infrastructure

Overall Aim: To create safe, attractive and convenient infrastructure for pedestrian and

cycle travel

Aim Actions

Increase walking and cycling trips made

in conjunction with public transport usage

• Safe routes to communities to contribute to safe

walking and cycling routes to high quality facilities at

public transport interchanges

• Prioritise walking and cycling in public transport

investment decisions

• Implement a programme of sustainable towns

• Investigate ways of integrating walking an railway

journeys

Increase the numbers of children walking

and cycling to school and for other

purposes

• Encourage schools to adopt travel plans

• Pilot 2 Sustrans ‘Bike it’ projects in Wales

• Ensure that Safe Routes to Communities continues

to deliver real improvements

• Support the continued development of the Healthy

Schools and Eco Schools Networks

Maximise the opportunities for cycle

carriage on public transport

• Engage with public transport operators to provide

cycle storage on bus, train etc..

• Secure cycle parking at public transport

interchanges

Take measures to protect vulnerable road

users

• Provide walking and cycling facilities on trunk roads

and associated junctions

• Increased provision of safe traffic free walking

routes to key destinations

• Development of 20 mph zones where appropriate

Provide high quality cycle parking and

storage facilities for cyclists and walkers

• All local authorities to adopt standards for secure

cycle parking

• public sector employers to encourage employees to

walk and cycle through providing changing facilities

Walking and cycling routes to be suitably

signed

• encourage and support adoption of cycle route

maintenance by local authorities

• encourage provision of artwork and interpretation

along cycle routes

Continue development and maintenance

of National and Local Cycle networks in

Wales

• ensure that local and national cycle networks are

properly maintained

• develop potential for traffic free routes for walkers

and cyclists along canal towpaths

Increase the extent and usability of the

Rights of Way network available to

walkers, cyclists and disable people.

• Rights of Way Improvement Plans to be significantly

progressed by local authorities by 2011, taking

account of the needs of walkers, cyclists, and

disabled people.

Encourage use of National Parks,

forestry, countryside and coast for

walking and cycling

• Strategic development, maintenance and promotion

of walking and mountain bike trails

• All Wales Coast path-including provision for cyclists

at appropriate locations (to be completed by 2012

Olympics)

Ensure high standards of technical

excellence in infrastructure provision for

walking and cycling

• Encourage highways engineers and planners to

implement design and technical guidance for cycling

infrastructure.

• To encourage good on-road provision for cyclists

and extend traffic free walking and cycling provision

where appropriate

Policy Objectives

Aim: Ensure that walking and cycling are included as priorities in cross-cutting policies,

guidance and funding

Aim Actions

Promotion of walking and cycling as

sustainable transport modes through the

development and implementation of

relevant cross-cutting policies in line with

the Wales Transport Strategy.

• National Transport Plan and Regional Travel Plans

to reflect commitments in the Wales Transport

Strategy to encourage walking and cycling as

practical transport solutions

• Welsh Assembly Government to ensure synergy

across departmental plans to maximise contribution

towards promoting walking and cycling,

• Ensure that local planning authorities secure

maximum provision for walking and cycling in new

developments

Promote the Assembly Government’s

Social Inclusion objectives in taking

forward the Action Plan.

• Ensure that delivery of this Action Plan contributes

toward promotion of social inclusion in Wales

Contribute towards achievement of the

Assembly Government’s commitments to

combating climate change.

• Ensure synergy between interventions on walking

and cycling and climate change measures that are

consistent with the Wales Transport Strategy

To ensure local authorities are committed

to the objectives of the Walking and

Cycling Action Plan.

• Local authorities to ensure that provision for walking

and cycling is given a high priority in transport,

planning and other strategies to ensure consistency

with the Wales Transport Strategy and this Action

Plan.

Brecon B

To protect and enhance open green

spaces, and access to them for walkers

and cyclists

• Issue TAN 16 to Local Authorities to ensure the

safeguarding of open spaces and access corridors

for future non-motorised access and make provision

for their enhancement.

• To safeguard disused railway lines in both urban

and rural areas as potential sustainable travel

routes.

Provide sufficient funding to deliver this

Walking and Cycling Action Plan.

• Allocate appropriate levels of capital and revenue

funding from both Welsh Assembly Government and

partners’ budgets.

Ensure integration with the Environment

Strategy Action Plan 2008-11.

• Ensure that action to increase participation in

walking and cycling contributes to the delivery of

Actions in the Environment Strategy Action Plan

2008-11

Appendix B

Rights of Way Improvement Plans

Appendix B: Rights of Way Improvement Plans

Brecon Beacons Rights of Way Improvement Plan

The Brecon Beacons National Park believes the Right of Way Improvement Plan should be seen as a continual process for improvement. The strategy takes on the National Park Authority’s corporate aim and vision, as outlined below: OUR AIM is to achieve widespread understanding and support for the National Park as a protected landscape which will be recognised as a valued local, national and international asset. OUR VISION is that the Park’s landscape is managed sustainably with widespread appreciation of its special qualities and where local communities benefit from its designation.

The plan looks at the health and social benefits associated with Public Rights of Way, referring

to the goals of the Welsh Assembly to achieve improved mental, physical and social well-being

of people of all ages. It further relates this to the government’s agenda in terms of sustainable

development, building a dynamic and advanced economy, tackling disadvantage and providing

equal opportunities.

The plan aims to link local industries such as farming and industry with sustainable tourism,

which is seen to be one of the most important industries for the park. It is recognised that the

public rights of way network is pertinent to sustainable tourism in the park and the potential

increase in such tourism through the provision of an improved network.

The fact that walking and cycling is accessible to the vast majority of the population is positive in

providing an alternative mode to the car which is sustainable and provides plentiful benefits.

Surveys have previously been undertaken to establish the condition of the paths and how this

has changed over time. It is a legal requirement for the authority to produce a ‘Definitive map

and statement’, documenting the registered public rights of way in a cartographic and written

form.

The plan looks at the benefits of publicity and promotion of rights of way in the Brecon Beacons.

Ceredigion Rights of Way Improvement Plan

Ceredigion has a “distinctive and diverse coast and countryside” and is considers “the

landscape, its habitats and wildlife, its history and culture” as valuable assets. The plan

recognises the importance of the path network to span beyond its value for access and

enjoyment to an asset promoting health and well-being in conjunction with facilitating the tourist

economy in the area. The aim of the Rights of Way Improvement Plan is to plan and prioritise

improvements to access in the region and to help the network achieve its full potential in offering

access to Ceredigion’s coast and countryside.

The plan consists of two broad parts; an assessment of local rights of ways, and a statement of

action for the management and improvement of rights of way in Ceredigion. The assessments

carried out take into account:

• The key links to other plans and strategies

• The ‘Definitive Map’ and the legal framework for rights of way

• The condition of rights of way in Ceredigion

• The management of rights of way

• User needs

• Promotion of rights of way and access.

The plan sees the benefits of public rights of way to encompass local regeneration, tourism,

sustainable transport and health and well-being. The management of the paths is seen to hold

pertinence with the plan outlining the requirement to target resources through a priority path

network, improving access and engaging communities in path management. Publicity and

promotion of the network has great importance in informing a range of users about the network,

and maximising the tourism and recreation opportunities that the network presents.

A key aspect of the ROWIP is the ‘statement of action’ which sets a framework for

improvements over the next 10 years reflecting the key goals set out in the plan. The statement

of action draws upon the following five inter-related themes:

• Maintaining the Definitive Map

• Managing the Rights of Way network

• Meeting the needs of users, including those with visual impairment and mobility problems.

• Working in partnership

• Raising awareness about rights of way and access.

The ROWIP actions are overall strategic although some actions relate to specific routes. There

is a strong focus on improving rights of way and access opportunities in Ceredigion, with the

priority path network outlining the key areas to target. The availability of resources is key to the

success of the ROWIP although the plan believes progress can also be achieved through

“improved efficiency, adopting best practice, partnership working and through the support and

engagement of the local community”.

Gwynedd Rights of Way Improvement Plan

The Gwynedd Rights of Way Improvement Plan appreciates the importance of the rights of way

network in relation to the local economy, tourism and its contribution to a feeling of well-being

and happiness. The plan establishes a framework to identify, prioritise and plan for improvement

to the rights of way network and access to the countryside over the next ten years. In compiling

the plan, the authority assessed:

• the extent to which local rights of way meet the present and likely future needs of the

public.

• the opportunities provided by local rights of way for recreational purposes and the

enjoyment of the area for all.

• the accessibility of local rights of way to blind or partially sighted persons and

others with mobility problems.

The ROWIP contains a ‘statement of action’ for implementing the plan over the next ten years.

The six themes derived from the assessments are:

Action theme 1 – Condition of the Rights of Way Network

Action theme 2 –The Definitive Map and Statement

Action theme 3 – Managing the Network

Action theme 4 – Understanding User Needs

Action theme 5 – Current Access Provision

Action theme 6 – Promotion and Publicity

The actions set out in the ROWIP are considered to regarding the following benefits:

A: Promoting a healthy lifestyle

B: Increasing awareness and/or enjoyment of the countryside

C: Providing opportunities for sustainable access to the countryside

D: Improving the condition of existing access

E: Contributing to tourism and rural economic prosperity

F: Presenting opportunities for community involvement

G: Delivering a safer highway network

H: Providing the public with reliable and up-to-date information

I: Improving land management

J: Encouraging a collaborative approach to delivering improvements

Powys Rights of Way Improvement Plan

The plan states that “the county of Powys has, within its boundary, diverse and distinctive

landscapes, which support a great range of species and habitats as well as being home to

many sites of archaeological and scientific significance”. The vision of the plan is to have a

“well-utilised, well-managed, meaningful and accessible countryside across Powys, supported

by high quality information”. In order to achieve this vision, the following four themes have been

established to target the key areas where improvement is required:

Theme A – Condition of the Public Rights of Way Network

Theme B – Management and Enforcement of Public Rights of Way and Access Land

Theme C – Definitive Map and Statement

Theme D – Publicity and Promotion

The plan was formulated after extensive consultations, workshops, assessment and meeting

with key stakeholders and the general public. A key issue established was the condition of the

network, with the plan setting a target of achieving an 80% open and easy-to-use network by

2017. This links in with the consensus that there should be an increased role for volunteers in

opening up public rights of way and their long term maintenance and management.

Recreational trails also received strong support along with improving infrastructure and

information on the existing trails in the area. Consultation found there to be significant support

for developing local routes to improve access rather than creating long distance routes in the

region. Attention is given to providing access opportunities for those with mobility or sensory

difficulties.

The proposals outlined in the ROWIP aim to support goals set out in the key national and local

strategies, with particularly attention given to goals relating to:

• Improving the nations’ health and well being

• Creating a more sustainable environment

• Supporting the local economy

Appendix C

Evaluation Sheets

Appendix C: Evaluation Sheets

Cycling and Walking Route Evaluation Framework for the TraCC RTP

Project title:

Criteria

Pers

on

al

Safe

ty

Highway Interfaces

The route is traffic free and involves no hazardous manoeuvres

The route is partially traffic-free involves no class 1 or greater than 30mph on-road sections and involves less than 3 potentially hazardous manoeuvres

The route is a class 1 road or the road has a speed limit greater than 30mph

Personal Safety and Security

The route has natural surveillance and will be appropriately lit

The route has some natural surveillance by properties, road users etc

The route has little or no natural surveillance

Desti

nati

on

s

Healthcare Key healthcare facilities within a 2km walk or 5km cycle, for example a hospital

Healthcare facilities within a 2km walk or 5km cycle, for example a medical centre

No healthcare facilities within a 2km walk or 5km cycle.

Tourist or Leisure Destinations

Significant tourist or leisure destination within a 2km walk or 5km cycle, for example a leisure centre or key tourist destination

Notable tourist or leisure destination within a 2km walk or 5km cycle.

The route is more than 2km walk or 5km cycle of a tourist or leisure destinations.

Education The route leads towards a secondary school or college of further/ higher education within a 1km walk or 2km cycle

The route leads towards a primary school within a 1km walk or 2km cycle, or secondary school/ college within a 2 walk or 5km cycle

The route is more than a 2km walk or 5km cycle from a secondary school/ college

Employment The route leads towards a significant employment centre within a 2km walk or 5km cycle, for example town centre

The route leads towards a moderate employment centre, for example a single larger employer or several smaller employers within a 2km walk or 5km cycle

The route is over a 2km walk or 5km cycle from a significant or moderate centre, or where the route is within a 2km walk or 5km cycle of single or smaller employer

Retail The route leads towards a significant retail centre within a 1km walk or 2km cycle, for example a town shopping centre

The route leads towards a significant retail centre within 2km walk or 5km cycle, or where route leads towards a small retail centre e.g. a local shop or group of shops within 1km walk or 2km cycle

The route is over a 3km walk or 5km cycle from a significant retail centre, or over 1km walk or 2km cycle from a small retail centre

Leisure and tourism

The route forms part of the National Cycle Network or other named leisure walking / cycling routes

The route leads towards a leisure facility or a leisure and tourist cycling route within a 2km walk or 5km cycle

The route is over a 2km walk or 5km cycle from a leisure facility or leisure and tourist cycling route

Links to other transport modes

The route has short and direct linkages to other transport modes, including railway and bus stations and car parking facilities

The route is located within a 2km walk or 5km cycle of other transport modes, including bus and railway stations

The route is over a 2km walk or 5km cycle from other transport modes

Sett

lem

en

ts

Settlements Served

The route serves a key settlement or links two or more secondary settlements

The route serves a secondary settlement

The route improves access to a village or a localised part of a key settlement

Att

racti

ven

ess

Gradient Large sections of the route are relatively flat

The route has a number of moderate hills

The route is dominated by a number of steep gradient hills

Directness Direct Less direct Not direct

Maintenance Easily maintained surfacing, structures, boundaries etc

Moderately easy to maintain surfacing, structures, boundaries etc

Difficult to maintain

Attractiveness The route is through the open countryside

The route is away from roads but is located in a built up area, or on quiet, lightly trafficked roads, for example a housing area

The route is located on or adjacent to a busy road

Str

ate

gic

Im

pact

Strategic Impact The scheme opens up a significant new route that is not currently available and/or links to the wider network

The scheme provides a better alternative to an existing route that connects the same settlements and facilities

The scheme provides a link to, or short extension of an existing route or localised improvement

Deliverability Evaluation Framework for the TraCC RTP

Project title:

Themes Outcomes

0

Deliv

era

bil

ity

Role of the project in relation to other schemes Major component Moderate component

Minor component Not applicable

Feasibility study Completed In Progress Not started Not applicable

Design work Completed In Progress Not started Not applicable

Environmental Impact Assessment Completed or not required

In Progress Not started

Funding Greater than 2 funding opportunities

2 funding opportunities

Transport Grant only

Planning permission Granted or not required

Submitted (being processed)

Not submitted

Land Acquired or not required

Land being negotiated

Land negotiations not started

Is the scheme a Trunk Road Interface scheme? Programmed to start before 2014

Programmed to start after 2014

Not currently programmed

Is the scheme part of a linked corridor improvement? Yes Marginally No

Is the scheme identified in the Rights of Way Improvement Plan? Yes No

Any other comments:

Documents

TraCC Walking and Cycling Strategy · 2013. 9. 26. · 2.1.8 The WTS acknowledges the health benefits that walking and cycling can induce. However the strategy recognises that the