The Moray Council - Urban Freedomurbanfreedom.org.uk/site/images/media/Buckie-Active-Travel-Review.pdf · 16 Abercromby Place Edinburgh EH3 6LB Scotland Tel +44 (0)131 272 3300 Fax

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The Moray Council Buckie Active Travel Review March 2009

Halcrow Group Limited

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Halcrow Group Limited 16 Abercromby Place Edinburgh EH3 6LB Scotland Tel +44 (0)131 272 3300 Fax +44 (0)131 272 3301 www.halcrow.com Halcrow Group Limited has prepared this report in accordance with the instructions of their client, Transport Scotland, for their sole and specific use. Any other persons who use any information contained herein do so at their own risk. © Halcrow Group Limited 2009

The Moray Council Buckie Active Travel Review March 2009

Halcrow Group Limited

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Halcrow Group Limited 16 Abercromby Place Edinburgh EH3 6LB Scotland Tel +44 (0)131 272 3300 Fax +44 (0)131 272 3301 www.halcrow.com

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The Moray Council Buckie Active Travel Review �

Contents Amendment Record ��

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Contents

1 Overview 2 1.1 Objectives of the Buckie Active Travel Audit 2 1.2 Current walking and cycling trends in Buckie 2

2 Barriers and Current Issues 4 2.1 Barriers preventing walking and cycling in Buckie 4 2.2 Current Issues in Buckie 5 2.3 Strengths, Weaknesses, Opportunities and Threats (SWOT) Analysis of

Active Travel in Buckie 8

3 Buckie National Cycle Network Potential Interventions 10 3.1 Overview of National Cycle Network Route 1 through Buckie 10 1: A990/Great Western Road/Great Western Court 13 3.2 2: Union Terrace/West Carlton Terrace 14 3.3 3: West Church Street/Blairdaff Street 16 3.4 4: Cluny Lane 17 3.5 5: High Street/Newlands Lane/Cluny Lane crossroads 18 3.6 6: Newlands Lane from High Street to Harbour Street 18 3.7 7: Harbour Street 19 3.8 8: Linn Avenue/Linn of Freuchny Path 19 3.9 9: March Road/March Road West 20 3.10 10: NCN/path behind Samson Avenue 22 3.11 11: NCN crossing to Moray Court View 22 3.12 12: NCN crossing Station Road 23

4 Buckie Active Travel Network Potential Interventions 24 4.1 Possible interventions to improve active travel in Buckie 24

5 Conclusions 27 Figure 2-1: 20 mph zone around Cluny Primary 4 Figure 2-2: NCN signing on West Cathcart Street 5 Figure 2-3: Car Parking in Cluny Square 6 Figure 2-4: Cycle parking at Sports Centre,

lack of town centre cycle parking 6 Figure 2-5: One of the main road crossings for

school pupils and wheelchair users 7 Figure 2-6: Inter peak traffic through Cluny Square 7 Figure 3-1: NCN on old railway line with A990 on left 12 Figure 3-2: Great Western Court with red line

showing proposed location of ramp to avoid housing 13 Figure 3-3: Bridge connecting Union

Terrace and West Carlton Terrace 14 Figure 3-41: Desire line from Samson Avenue Path to NCN 21 Figure 3-52: Crossing Station Road 22 Figure 4-1: Roundabout at St Peter's Road 24 Figure 4-2: Cluny Square 25

Table 1: Potential National Cycle Network Improvements 9

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1 Overview

1.1 Objectives of the Buckie Active Travel Audit

1.1.1 The objective of this study is to identify a potential walking and cycling network in the town based on the spine route of the existing National Cycle Network and to identify a list of potential recommendations for its implementation. The report will provide the following information:

• Analysis of current trends in walking and cycling in Buckie;

• Brief analysis of current and potential barriers to walking and cycling in Buckie;

• Plans showing the identified network and existing pedestrian/cyclist provision;

• Summary of potential measures to improve the National Cycle Network; and a,

• Summary of potential measures to implement a walking and cycling network.

1.2 Current walking and cycling trends in Buckie

1.2.1 The total population of Moray from the 2001 census was 86,940 of which, 8,172 live in Buckie accounting for 9.4% of Moray’s total population. Currently, of the 8,172 people living in Buckie, 4390 (53%) of the 16 to 76 year olds are either in full time employment or education. The graph below illustrates the modal split of journeys to work or education which provides a snapshot of the modal split during peak times.

1.2.2 The vast majority of journeys to work in Buckie (see Figure 1-1 below) are less than 2km (ranging from 35% in central Buckie to 22% in east Buckie) and the majority of all trips are less than 5km which is an ideal distance by bicycle. The large number of short trips may be attributed to the fact that Findochty is located 5km to the east of Buckie town centre and harbour which are both areas of employment.

Figure 1-1: Distance Travelled to Work

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1.2.3 Figure 1-2 below shows that the number of car journeys in Buckie is considerably lower than the Scottish average (31% in Buckie compared to 41% nationally). This lower percentage of car journeys made to places of employment or study can partly be attributed to the compact layout and relatively small size of Buckie. Bicycle use is comparable to the Scottish national average, but below the average for Moray (Scotland 1.3%, Buckie 2.5% and Moray 4.8%). There are high levels of walking: 34% of journeys to work in Buckie, compared to 23% in Scotland and 26% in Moray. Bus use is very relatively low which could be attributed to the limited bus service outwith the town and that the Aberdeen to Inverness bus service can be somewhat arduous on longer journeys due to the number of detours it takes.�

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Figure 1-2: Modal split of journeys to work of Buckie residents

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2 Barriers and Current Issues

2.1 Barriers preventing walking and cycling in Buckie

2.1.1 In the draft Moray Local Transport Strategy 2 (MLTS2), several barriers to active travel are highlighted. The report concludes that most of Moray is rural in nature which results in a low population density, long distances to public services and a higher proportion of heavy goods and farm vehicles on the roads. All of these can be seen as disincentives to participate in active travel, however, there seems to have been a “predict and provide” theme to transport provisions in Buckie which has catered for private cars.

2.1.2 There are no significant measures to deter single occupancy car travel in Buckie; there is practically no congestion, there is more than adequate car parking provision throughout the town and there is no priority given to other modes of transport. There are a number of traffic management measures in place such as build outs at parking bays and a mini roundabout, but their aim is to aid vehicular movements and do not necessarily aid pedestrians or cyclists.

2.1.3 There is a 20 mph zone around Cluny Primary School (Figure 2-1) which is not enforced. The crossroads at West Cathcart Street and South Pringle Street has a raised table covering the junction. This is a main crossing point for school children but the speed controlling measures have generally been ineffective, a view supported by anecdotal evidence from school crossing patrols.

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Figure 2-1: 20 mph zone around Cluny Primary �

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2.2 Current Issues in Buckie

2.2.1 A review of active travel in Buckie highlighted several key issues that act as a disincentive for active travel:

1) National Cycle Network (NCN)

• Route and signing are incoherent at points throughout Buckie (Figure 2-2);

• The existing NCN route does not provide the most direct route through Buckie, nor does it pass through the heart of the town centre;

• The existing NCN uses and crosses roads with a national speed limit; and,

• Links to traffic free sections from residential areas are unsurfaced and unlit�

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Figure 2-2: NCN signing on West Cathcart Street �

2) Car Parking

• The high volume of car parking, both on and off street (Figure 2-3), actively encourages people to drive into the town centre; and,

• There is indiscriminate car parking in the vicinity of schools.

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Figure 2-3: Car Parking in Cluny Square �

3) Cycle Parking

• There is no designated cycle parking in Buckie town centre, Seafield Hospital or other trip generators; and,

• There is limited cycle parking available at the sports centre (Figure 2-4).

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Figure 2-4: Cycle parking at Sports Centre �

4) Designing for pedestrians and cyclists

• Consideration has not been given to pedestrian and cyclist desire lines in Buckie

• Too many preferred routes closed to cyclists through implementation of one way streets; and,

• Poorly designed footways and road crossings for pedestrian and disabled users (Figure 2-5).�

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Figure 2-5: One of the main road crossings for school pupils and wheelchair users �

5) Car Traffic Volume

• The volume of traffic creates an unpleasant environment for pedestrians and cyclists; and,

• No on road facilities to aid cyclists.

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Figure 2-6: Inter peak traffic through Cluny Square �

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2.3 Strengths, Weaknesses, Opportunities and Threats (SWOT) Analysis of Active Travel in Buckie

2.3.1 Table 2.1 below shows the strengths and weaknesses of the active travel network in Buckie at present time. These points were drawn from the audit in Buckie, local government documents1 and the 2001 census. The opportunities section of the table gives a very brief outline of the main improvements which could be implemented throughout the active travel network in Buckie. Threats do exist to the active travel network in Buckie and this section of the table outlines issues that need to be addressed. These have been derived from national statistics and local government plans2. Addressing these will aid in the development of measures already in place and those yet to be implemented.

Table 2.1 SWOT Analysis of Active Travel in Buckie

Strengths Weaknesses

• Extensive off road cycle tracks

• Promotion of walking and cycling in local schools

• Anecdotal evidence from bike shop owner suggests growth of cycle use – especially in older residents

• Higher than national average levels for walking and lower car use

• MLTS2 draft supports improved walking and cycling provision

• Moray Road Safety Action Plan 2008-2010 recommends: “Introduce more designated and signed cycle routes.”

• Excellent vistas across the firth, unique wildlife which attracts tourists

• Other than travelling from the harbour to the town centre, the land is generally flat.

• Presence of Speyside Way

• Poorly designed pedestrian crossing points which restrict pedestrian movements

• Large amounts of car parking in town centre

• Lack of cycle parking in town centre

• Lack of formal crossing points throughout the town, especially around the schools

• No adherence of 20 mph zones around schools

• Poor links between different active travel routes

• Car culture and high traffic flows

• Pinch points created by poorly designed build outs on West Church Street

• Presence of young drivers who ‘cruise’ through town centre

Opportunities Threats

• Possibility to extend off road cycle track from Portgordon into Buckie town centre

• Opportunity to redesign road and footways to provide improved pedestrian and cycle facilities

• Picturesque town square that would benefit from traffic reduction

• Car growth

• Businesses in the town centre may feel threatened if car restrictions are implemented

• Out of town retail developments with car parking may increase the number of car journeys

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and increased footfall

• Rerouting the NCN would bring people closer to the town centre and other trip generators

• Opportunity to connect the Speyside Way with the NCN to encourage people to visit Buckie

• Traffic reduction around schools would greatly increase road safety and encourage more walking and cycling

• Provide cycle parking at major trip generators

• Improve traffic free routes to connect the western edge of Buckie to town centre

• New housing developments based around access for cars without facilities for walking and cycling

Map 1: Existing And Potential Walking And Cycling Infrastructure In Buckie

Proposed New NCN Route 1

Existing 20 mph zone

Existing Pedestrian Crossings

Existing NCN Route 1

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3 Buckie National Cycle Network Potential Interventions

3.1 Overview of National Cycle Network Route 1 through Buckie

3.1.1 Currently, the National Cycle Network Route 1 (NCN) passes through Buckie (Map 1, for all mapping, see attached map appendix) connecting Portgordon to the west and on to Elgin and further afield to Inverness. The route also connects Findochty to the east and on to Cullen and Aberdeen.

3.1.2 At the present time, approximately two thirds of the NCN through Buckie is on road through mainly residential areas. However, the section from Great Western Road in Buckpool, east towards the disused railway line through Portgordon is on the A990 which has a 60mph speed limit.

3.1.3 There are significant sections of off road cycle tracks utilised, mainly in the east of Buckie connecting Portessie to the town centre and eastwards on to Findochty.

3.1.4 This chapter will outline potential interventions to be considered to improve the NCN through Buckie working from west to east across the route (Map 2). Each numbered point is an area where improvements to the network could be implemented, an overview of which is outlined in the table below (Table 1) and expanded upon further in this chapter. It should be noted that all potential interventions referred to in this report are from an initial review and are subject to feasibility and design.

Table 1: Potential National Cycle Network Improvements �

Reference Number (Map 2)

Locations Potential Intervention (subject to feasibility and design)

1 A990/Great Western Road/Great Western Court

• Extend NCN on disused railway track from Portgordon into Buckie including reinstatement of bridges

• New ramped access around housing at Great Western Court

• Improved access points along route

• Link to existing path at Buckpool Golf Course

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2 Union Terrace/West Carlton Terrace

• Improve signage

• Provide flush dropped kerbs and appropriate tactile paving

• Widen existing path on bridge crossing Burn of Buckie

• Rationalise bollards

• Connect NCN with the new ending of Speyside Way at Buckpool Harbour via signing

• Formalise desire lines at both ends of the bridge

3 West Church Street/Blairdaff Street

• Improve crossing of West Church Street from North Pringle Street to South Pringle Street

• Reroute NCN along Blairdaff Street

4 Cluny Lane • Allow two way cycle flows

5 High Street/Cluny Lane/Newlands Lane crossroads

• Improve visibility at this junction by removing on street parking close to the junction

• Improve pedestrian permeability on all arms of the junction

6 Newlands Lane from High Street to Harbour Street

• Allow two way cycling along one way lanes connecting Newlands Lane with the High Street and East Church Street

• General road surface improvements

7 Harbour Street • Connect Newlands Lane with Linn Avenue, crossing Harbour Street

8 Linn Avenue/Linn of Freuchny Path

• Provide a smooth sealed surface along eastern end of Linn Avenue

• Widen the Linn of Freuchny Path

• Improve the path from Linn Crescent/Douglas Crescent roundabout

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9 March Road/March Road West

• Provide a continuous cycle track crossing March Road West at “Maynes of Buckie” depot

• Improve path approaching March Road and cut back vegetation to improve visibility at the crossing point

• Improve crossing of March Road by installing cyclist activated motorist warning signs

10 NCN/path behind Samson Avenue

• Provide a smooth and sealed surface

• Rationalise bollards

• Formalise link between NCN and path behind Samson Avenue

11 NCN crossing to Moray View Court

• Improve crossing of unclassified road to Moray View Court by installing cyclist activated motorist warning signs

• Remove chicane

12 NCN crossing Station Road

• Improve crossing of Station Road by installing cyclist activated motorist warning signs Improve visibility and realigning crossing

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Map 2: Potential For NCN Route 1 Improvements For Further Investigation

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Proposed New NCN Route

Reference Point Which Corresponds To Table 21

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Map 1: Potential 20 mph Zones And Junctions improvement to be investigated

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1: A990/Great Western Road/Great Western Court

3.1.5 The NCN from Portgordon to Buckie uses the disused railway line as far as the edge of Buckpool Golf Course. At this point, the NCN then joins the A990 which has a 60mph speed limit. (Figure 3-1).

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Figure 3-1: NCN on old railway line with A990 on left �

3.1.6 The A990 is the coastal road where it can be very exposed to wind and combined with the poorly aligned drain covers that run parallel to bicycle wheels, this road can be discouraging to cyclists and there are no pedestrian footways. An alternative route uses unsurfaced tracks and a quiet road south of the golf course but this is a longer and more circuitous route into Buckie. A potential intervention would be to continue the NCN along the route of the disused railway, indicated by the telegraph poles in Figure 3-1.

3.1.7 The main obstructions along the old railway line occur where the route approaches housing at Great Western Court which was built on the line of the railway and gaps where the bridges have been removed. These bridges run above the vehicular entrances to the redundant Grampian Pork Factory and the road that connects Great Western and Seaview Roads. The Local Plan states that the preferred development of the old pork factory would be conversion to residential property. Figure 3-2 shows the proposed location for a new ramp that would avoid the housing and use the former access road to the pork factory. Another ramp would be required from the access road back to the disused railway line.

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Figure 3-2: Great Western Court with red line showing proposed location of ramp to avoid housing

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3.1.8 Improved access points would be critical in this area to allow local residents to access the route. The footpath beside the bridge in Figure 3-2 should be widened and made useable especially in light of any future developments at the old pork factory. Access to the route and any improvements could be funded through future planning gain.

3.1.9 A well used route from this section of Buckpool into the town centre involves climbing the steps to the playing fields at the top of this hill by Buckpool Golf Course. It is used often and the well worn section at the side of the steps indicates that it is being used as an informal wheeling ramp by people with bicycles. This route could be improved in several ways: widening the steps and providing a wheeling ramp, building a DDA compliant ramp on the side of the hill or a more ambitious option would be to build a bridge between the playing fields and the new NCN.

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3.2 2: Union Terrace/West Carlton Terrace

3.2.1 The bridge that connects Union and West Carlton Terraces (Figure 3-3) is a vital link in the NCN. The bridge allows pedestrians and cyclists to avoid traffic along West Church Street. Possible interventions at this site include widening the path on the bridge and removing the bollards at the west end and formalising the desire line at both sides of the bridge.

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Figure 3-3: Bridge connecting Union Terrace and West Carlton Terrace

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3.2.2 On the west side, the desire line links to the pedestrian path that leads to the bridge on West Church Street. This is used by pupils walking to St Peter’s primary and as a general shortcut to Buckpool. On the east side of the bridge, the desire line half way up the slope is generally used by high school pupils taking a short cut onto West Street as this is their fastest route to and from school.

3.2.3 The signing on the east side of the bridge is adequate, however, on the approach to the bridge from the west, there is vegetation obscuring the direction signing which needs to be cut back.

3.2.4 In the foreground of Figure 3-3, the dropped kerb is highlighted, as it has a considerable upstand. This needs to be dropped and made fully flush with the road and widened to reduce conflict between pedestrians and cyclists. A similar problem also exists on the west side of the bridge.

3.2.5 On the west side of the bridge there are two bollards, presumably to slow cyclists. These are an unnecessary feature on the bridge, creating conflict between users by forcing them into a small space. The need for the bollards should be reviewed with a view to their potential removal. If there is a proven problem with cyclists travelling at high speed, alternative speed reducing measures should be considered.

3.2.6 There is a great opportunity in this area to connect the NCN and the Speyside Way. The Speyside Way has been extended along to Buckpool Harbour from Spey Bay so there is the potential for more pedestrians and cyclists to use facilities in Buckie. At the end of the Speyside Way however, there is no signing to indicate that people can follow the NCN into the centre of town. Signing is a low cost way to encourage people into the town centre and to promote the existence of both routes.

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3.3 3: West Church Street/Blairdaff Street

3.3.1 The junction of West Church Street and North/South Pringle Street is at present, very difficult for pedestrians. This is the main crossing point for pupils from the north of the town to walk or cycle to Cluny Primary. There is one school crossing patrol that has to ‘run’ between the four arms of the junction in order to serve the large numbers of children who cross here. This is also the junction where the NCN crosses the main street. There are often cars parked on all arms of the junction that impair visibility for pedestrians.

3.3.2 In order to improve pedestrian safety it may be possible to close North and South Pringle Street to vehicular traffic at West Church Street. There are a number of alternative vehicular routes to North and South Pringle Street although less direct, but a road closure here has many benefits: it would reduce the number of crossings for pupils, reduce through traffic and create more attractive walking and cycling routes to the schools and leisure centre. The closures would need to remain permeable for cycle traffic. It is recommended that traffic management measures at his junction be investigated further.

3.3.3 School buses currently use this route to access Buckie High School which adds to the high volume of traffic through the junction. There is potential to change the school bus route to Midmar Street where there is easier access to the bus lane in the sports centre car park. Consultation with the Public Transport department at The Moray Council reveals that they would prefer access via South Pringle Street to be maintained as it is a wider than Midmar Street especially adjacent to Johnston Park. It is acknowledged that Midmar Street is narrower than South Pringle Street, but it must also be recognised that the majority of streets in Buckie are not suitable for large public service vehicles and the dis-benefits of re-routing school buses should be weighed against the benefits of reducing through traffic on North and South Pringle Street and improvements in pedestrian and cyclist safety. The Stagecoach bus used on the routes between Inverness and Aberdeen also use a route through Buckie using narrow roads (Nethera Road, Barhill Road and St Peters Road) with no apparent problems.

3.3.4 During the day, the bus lane at the leisure centre is used for car parking although feedback from The Moray Council suggests that facility is not abused during school drop off and pick-up times.�

3.3.5 As the NCN crosses West Church Street, it would then continue eastward along Blairdaff Street past the old lemonade factory. This is the start of the second section that could be rerouted through Buckie. It takes the NCN along quieter roads and closer to the town centre and main trip generators.

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Figure 3-4: Crossing patrol on South/North Pringle Street crossroads

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3.4 4: Cluny Lane

3.4.1 To make the NCN as direct as possible through the middle of Buckie town centre, the route could be re-routed along Cluny Lane instead of West Cathcart Street. This would involve making Cluny Lane two-way for cycle traffic, but remaining one-way for motor vehicle traffic. In doing so, the NCN will pass through Buckie closer to Cluny Square where there are many trip generators, yet allow for permeability and easy movement for cyclists who wish to move through the vennels.

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3.5 5: High Street/Newlands Lane/Cluny Lane crossroads

3.5.1 This junction is one of the busiest in Buckie both for vehicular and pedestrian movements. The pedestrian provision is a zebra crossing that is not always used by pedestrians, as it does not follow the desire line and is partially enforced by guardrailing. There is abundant on-street parking close to the junction that makes visibility poor for pedestrians.

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Figure 3-5: Zebra crossing does not mirror pedestrian desire line �

3.5.2 Pedestrian permeability would also be improved by restricting or removing on street parking on High Street. This would improve visibility, allow for new pedestrian crossings to be implemented on pedestrian desire lines on Cluny Lane and East Cathcart Street, reduce the dominance of motor vehicles and improve the quality of the environment.

3.5.3 Warning signs for motorists to highlight the presence of cyclists crossing High Street from Cluny and Newlands Lanes may be necessary. The red line in the background of Figure 3-5 indicates which route the NCN would use. Cars parked close to these junctions can make crossing High Street difficult for cyclists as they reduce visibility.

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3.6 6: Newlands Lane from High Street to Harbour Street

3.6.1 There are several interventions that could be introduced to this stretch of road which would make it more attractive for pedestrians and ensure the NCN is as coherent, direct, attractive, safe and comfortable as possible. The surface is in poor condition and could be improved greatly by widening and resurfacing. In addition, many of the vennels are one-way only connecting to East Church Street, which creates more arduous and circuitous routes for cyclists. The potential for two-way cycle traffic to be permitted in the vennels should be investigated to increase permeability for cyclists through the commercial hub of the town centre.

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3.7 7: Harbour Street

3.7.1 At the eastern end of Newlands Lane, the most direct onward route is straight across into Linn Avenue crossing Harbour Street. There are two routes which cyclists already take and these could be formalised creating a coherent section of the NCN.

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Figure 3-6: Potential NCN routes across Harbour Street 3.7.2

3.7.3 Travelling east along Newlands Lane, cyclists already use the path on the left of Figure 3-6 to take them onto Linn Avenue. Appropriate signing could be used to warn motorists of the potential of crossing cyclists and directional signing for the new route. It should be noted that consultation with the landowner would be needed to secure a new route in this area, potentially using the existing desire line to the right of the garage.

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3.8 8: Linn Avenue/Linn of Freuchny Path

3.8.1 As Linn Avenue approaches the off road Linn of Freuchny Path, there are a number of issues. There is a lot of loose gravel around driveways which needs to be resurfaced and made smooth. As the path passes the corner of the sheltered housing plot, there is an obtrusive fence would need to be moved, indicated by the red dot on Figure 3-7. The two thinner red lines indicate the Linn of Freuchny path which would benefit from widening and improved access to Douglas Avenue.

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Figure 3-7: Linn of Freuchny Path (used with permission from Panoramio)

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3.9 9: March Road/March Road West

3.9.1 At the end of Linn of Freuchny path, the NCN then crosses March Road West which is the access road to the Maynes of Buckie coach depot. A raised crossing implemented here would provide a continuous route for pedestrians and cyclists and highlight their presence to the drivers of large vehicles in the area. A raised crossing would need to take into account the long wheelbase of vehicles as there is a high volume of coach traffic. Another option could be to implement “Elephant Footprints” (Figure 3-8) across the gap in the path. Permission would be required from Transport Scotland to use these road markings.

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Figure 3-8: Example of Elephant Footprints �

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3.9.2 The main road running north in Figure 3-7 from the roundabout is a busy route to the harbour used by heavy goods vehicles and cars which appear to be travelling in excess of the speed limit. At the roundabout which is within the town limits and has a speed limit of 30 mph, motorists have a tendency to approach the junction at speed as there are low vehicle flows and excellent visibility. The crossing of March Road is signed (Figure 3-9) to warn approaching drivers of cyclists but there may be an opportunity to improve the crossing point through the installation of a cyclist activated motorist warning sign and the removal of vegetation.

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Figure 3-9: Cycle warning sign on March Road �

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Figure 3-10: Cyclist Activated Motorist Warning Sign near East Midlands Airport (Cycling England)

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3.9.3 Cyclist activated warning signs have been trialed in Leicestershire County Council as shown in Figure 3-10. In order to overcome limited visibility on this derestricted road the Council has installed the first CATS (Cycle Activated Traffic Sign) crossing in the UK. When cyclists approach the crossing they activate sensors that in turn activate a sign with flashing amber lights and a ‘SLOW DOWN’ message for traffic approaching on

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the A453. If the sensor is activated at the same time as an approaching car is detected by the sign’s radar, the sign is activated. The lights warn drivers to slow down but the cyclist at the CATS crossing is unaware that a sign is being activated and so proceeds with the same level of caution. Initial results show that there has been a 10% reduction in vehicle speeds at the crossing.

3.9.4 The path approaching March Road from the east could be improved by resurfacing and widening.

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3.10 10: NCN/path behind Samson Avenue

3.10.1 The off-road NCN track which runs parallel with Samson Avenue would benefit from widening and surfacing with a sealed surface. There is an informal connecting path (Figure 3-41) which joins the NCN to a path directly behind Samson Avenue. This route would also benefit from resurfacing along with the access points to the NCN.

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Figure 3-41: Desire line from Samson Avenue Path to NCN �

3.10.2 This route would encourage people from the western edge of Portessie to use the NCN as it is a traffic-free alternative to East Church Street. There is also a need to rationalise the bollards on the path behind Samson Avenue by either widening the path to allow safe passing or remove them. To the western edge of this path, there is a slope down to a wooden bridge crossing the Rathven Burn. The potential interventions suggested for this stretch of track are to remove the bollards as they reduce the width of the path and create conflict between users. As the bridge deck is made from wood, anti-slip surfacing should be applied to reduce the risk of users slipping and falling.

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3.11 11: NCN crossing to Moray Court View

3.11.1 The safety measures and staggered gates are over engineered at this point of the NCN and force cyclists to dismount, hence it is suggested that these measures are reviewed, since a single bollard would prevent

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unauthorised vehicle use The kerbs should be dropped and flush with the road surface allowing smooth access to the off-road sections of the NCN.

3.11.2 Vegetation reduces visibility at the crossing point and should be cut back. In addition, another cyclist activated warning sign could be used here where the speed limit is 60mph.

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3.12 12: NCN crossing Station Road

3.12.1 This crossing is potentially hazardous for cyclists as the road is on the periphery of the town and there is a 60mph speed limit. Visibility is poor (Figure 3-5) and the gorse should be cut back to allow a better sight line for people crossing.

3.12.2 Cyclist activated motorist warning signs could also be installed which may encourage drivers to be more cautious while cyclists still cross with the same level of care.��

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Figure 3-52: Crossing Station Road �

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4 Buckie Active Travel Network Potential Interventions

4.1 Possible interventions to improve active travel in Buckie

4.1.1 There is scope for a number of interventions to be implemented around Buckie to greatly improve active travel. Pedestrians are not particularly well catered for throughout the town as priority is generally given over to motor vehicles. To make the town a more attractive area to walk and cycle and increase active travel, considerations should be given to traffic reduction in accordance with current design guidance. Although this may be a difficult to achieve in practice, it should be a long term aspiration which The Moray Council should aim for.

4.1.2 The main thoroughfare in Buckie has a high volume of traffic travelling to the trip generators in the town centre. With abundant on and off-street parking, there are no disincentives for cars travelling into the town centre. West Church Street is susceptible to speeding, especially from young drivers who cruise this stretch of road.

4.1.3 During informal discussions with local residents and school crossing patrols, they all agreed that this was a major problem in Buckie. The two main issues arising from cars cruising along this section of West Church Street are the dangers posed by speed and inexperienced drivers and the noise caused by modified cars. As cars are to be seen cruising up and down West Church Street, it significantly detracts from the attractiveness of the area for pedestrians and cyclists. There are no significant traffic calming measures along this stretch of road and whilst speed survey data has not been available, the build-outs which have been installed here do not appear to slow vehicles.

4.1.4 One junction which requires immediate attention is where St Peter’s Road, Elsley Place and West Church Street converge at the double roundabout (Figure 4-1). When approaching from St Peter’s Road, cars have a clear line of sight down Elsley Place and if it is clear, they can continue round the corner without slowing down. The crossing point highlighted in Figure 4-1 has poor visibility at it is located very close to a blind corner. This area needs to be addressed for a number of reasons: to reduce vehicle speeds and volumes and ensure safe pedestrian movement is facilitated.

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Figure 4-1: Roundabout at St Peter's Road �

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4.1.5 Similar problems caused by young drivers have been tackled successfully by local police in Kirkcaldy. The Esplanade in Kirkcaldy was being used by car enthusiasts and local residents were being affected by excessive noise levels caused by incessant boy racer traffic. Hence, the police pro-actively monitored the Esplanade and Operation Rush was run for three months during the autumn of 2006

4.1.6 Various groups were involved in the initiative: local businesses, various local authority departments such as Environmental Services and the CCTV Unit in conjunction with Road Policing. It was a high intensity, high resource operation which used new powers in the Antisocial Behaviour Act to seize cars and issue fixed penalty notices targeting known cars or known individuals guilty of antisocial behaviour.

4.1.7 Over a three month period, police issued 165 penalty notices for vehicle antisocial behaviour, six vehicles were seized and six warnings issued. There was an 80% reduction in calls to the police regarding antisocial road behaviour. After the three month period, the police monitored the situation on a fortnightly basis and have reported that the problem has been controlled very effectively. By closing car parks, implementing temporary road calming measures and generally making it very uncomfortable for car enthusiasts, Kirkcaldy has managed to control the problem. The council in partnership with the Police could consider similar measures to be carried out in Buckie.

4.1.8 The town square is an attractive area which could be greatly improved to encourage active travel. This could be achieved by reducing the capacity for vehicles at the roundabout, widening footways, removing the visirail, installing improved pedestrian crossings on desire lines with flush dropped kerbs and appropriate tactile paving. At present, the crossing points are too far from the desire lines.

4.1.9 The town square should provide a reason to come in to the town centre other than for car parking. The Council should consider the potential to remove parking from some or all of the quadrants, especially those that benefit from prolonged exposure to the sun since the area could be

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utilised for a meeting place, pavement cafes and local events such as farmers markets and promote local businesses and services.

4.1.10 More facilities for cyclists would encourage more people to cycle into the town centre especially at the roundabout at Cluny Square. Vulnerable road users would benefit from the ‘tightening’ of the roundabout where cyclists are at a higher risk of injury than other junctions3. Cyclists in Buckie were observed dismounting at the roundabout and crossing on foot as seen in Figure 4-3. Continental style roundabouts that have tighter geometry are more cycle and pedestrian friendly: the tighter geometry encourages slower speeds and motorists are less likely to overtake as there is reduced width. These continental style roundabouts are effective with flows of up to 8000 vehicles per day and up to 1000 vehicles in the peak hour.

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Figure 4-2: Cluny Square �

4.1.11 As a general recommendation, there are not enough formal crossing points throughout Buckie, especially in the town centre. The installation of pedestrian crossings facilities on pedestrian desire lines at each arm of the Cluny Square roundabout would have a great benefit for pedestrians. In addition, the junctions are for the most part three lanes wide where pedestrians cross.

4.1.12 With a higher percentage of pedestrian traffic than the national average, these people should be catered for as a matter of priority. There are a large number of wheelchair users around Buckie, and the majority of current footways are neither wide enough, nor do they provide adequate flush, dropped kerbs.

4.1.13 As there is already a 20mph zone around the schools, there is an argument for extending this to cover the major residential areas of the town. Also, the possibility of a temporary 20 mph zone on the four roads from the square when school children will be walking and cycling should be considered (Map 3).

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Map 3: Potential 20 mph Zones And Junction Improvements To Be Investigated

Residential Areas Which Would Benefit From 20 mph Zone Extensions

Temporary 20 mph road

Improve junctions with pedestrian priority

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5 Conclusions

5.1.1 There is excellent potential for improving the active travel network throughout Buckie by building upon the spine of an improved National Cycle Network Route 1. There are high levels of walking in Buckie but as there are a large proportion of short journeys made by car there is considerable scope for transferring these to more sustainable modes.

5.1.2 The main improvements that could be implemented along the NCN are to extend the off road section from Portgordon right into the heart of Buckie along the old railway line. Linking this new section of NCN with the extension of the Speyside Way in Buckpool Harbour would benefit tourists and encourage more pedestrians and cyclists into Buckie.

5.1.3 Buckie could be a very desirable place to walk and cycle if traffic volumes and speeds were to be reduced. This is often a sensitive issue and politically unpopular but Buckie could be used as a model for future policy throughout Moray with the aim of encouraging more short trips to be carried out on foot and on bike to support the aims and objectives of National, Regional and Local transport strategies.

5.1.4 Training and promotion of not only school children but the general population of Buckie would encourage more short journeys to be done by active forms of travel. To build upon the large number of elderly cyclists, there is an opportunity to run “Over 50” cycle clubs to encourage and re-educate more elderly residents to get involved in active travel.

5.1.5 Encouraging, promoting and sustaining active travel in Buckie requires senior support from the ‘top down’. The relatively high existing levels of walking and lower levels of car use already in place should be taken as encouragement for The Moray Council to pursue the development of active travel in Buckie.

5.1.6 This report presents an initial review of potential interventions and it is recommended that The Moray Council should consider these potential interventions further, through feasibility work prior to the design process.

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Documents

The Moray Council - Urban Freedomurbanfreedom.org.uk/site/images/media/Buckie-Active-Travel-Review.pdf · 16 Abercromby Place Edinburgh EH3 6LB Scotland Tel +44 (0)131 272 3300 Fax