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Sevenoaks District Cycling Strategy

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Sevenoaks District Cycling Strategy2

This document is available in a range of formats and can be explained in other languages. To ask for an alternative version, please contact:

Kent County Council Contact Center:Tel: 0845 824 247Minicom: 08458 247 905

Acknowledgements

Kent County Council and Sevenoaks District Council would like to express their appreciation to all of the individuals who generously volunteered their time to assist in producing this document. Particular thanks are expressed to Reg Oakley and John Morrison and all those who attended the site visits on a voluntary basis.

Photos

Front page: centre and bottom pictures from Explore Kent www.kent.gov.uk/explorekentPage 6: top picture from Explore Kent www.kent.gov.uk/explorekent

Kent County Council 33

Contents

1. Summary 5

2. Introduction 6

2.1 Introduction to Sevenoaks 6

2.2 Why Promote Cycling in Sevenoaks? 6

2.3 Policy Background 7

2.4 Funding Sources 7

3. Cycling in Sevenoaks Today 8

3.1 Levels of Cycling 8

3.2 Existing Cycling Routes and Parking Facilities 10

4. Strategy 13

4.1 Action Areas 13

4.2 Creating New Routes and Linkages 13

4.3 Safer Cycling 21

4.4 Improvements to Cycle Parking 22

4.5 Promotion and Encouragement 23

4.6 Maintenance 24

5. Monitoring and Review 25

Appendices 27

Appendix A: Policy Background 28

Appendix B: Suggested Cycle Routes in Sevenoaks Urban Area 31

Appendix C: Suggested Cycle Routes in Swanley 55

Appendix D: Suggested Cycle Routes in Edenbridge 65

Appendix E: Consultation Suggestions in New Ash Green 67

Appendix F: Leisure Route Suggestions 68

2

This document is available in a range of formats and can be explained in other languages. To ask for an alternative version, please contact:

Kent County Council Contact Center:Tel: 0845 824 247Minicom: 08458 247 905

Acknowledgements

Kent County Council and Sevenoaks District Council would like to express their appreciation to all of the individuals who generously volunteered their time to assist in producing this document. Particular thanks are expressed to Reg Oakley and John Morrison and all those who attended the site visits on a voluntary basis.

Photos

Front page: centre and bottom pictures from Explore Kent www.kent.gov.uk/explorekentPage 6: top picture from Explore Kent www.kent.gov.uk/explorekent


Contents

1. Summary 5

2. Introduction 6

2.1 Introduction to Sevenoaks 6

2.2 Why Promote Cycling in Sevenoaks? 6

2.3 Policy Background 7

2.4 Funding Sources 7

3. Cycling in Sevenoaks Today 8

3.1 Levels of Cycling 8

3.2 Existing Cycling Routes and Parking Facilities 10

4. Strategy 13

4.1 Action Areas 13

4.2 Creating New Routes and Linkages 13

4.3 Safer Cycling 21

4.4 Improvements to Cycle Parking 22

4.5 Promotion and Encouragement 23

4.6 Maintenance 24

5. Monitoring and Review 25

Appendices 27

Appendix A: Policy Background 28

Appendix B: Suggested Cycle Routes in Sevenoaks Urban Area 31

Appendix C: Suggested Cycle Routes in Swanley 55

Appendix D: Suggested Cycle Routes in Edenbridge 65

Appendix E: Consultation Suggestions in New Ash Green 67

Appendix F: Leisure Route Suggestions 68


Sevenoaks District Cycling Strategy4 Sevenoaks District Cycling Strategy

Sevenoaks District Cycling Strategy4 Sevenoaks District Cycling Strategy 5

1. Summary

This Strategy has been developed by Kent County Council (KCC) in partnership with Sevenoaks District Council (SDC) and provides an overarching framework for the development of cycling in Sevenoaks.

The Strategy aims to enable more people to cycle more safely in the district so as to encourage a shift towards more sustainable transport choices and healthy leisure activities. In order to achieve this, a number of priority areas for action have been identified, namely:

1. Creating New Routes and Linkages – seeking opportunities to develop new routes and linkages which 1) connect population centres to key services such as local schools, employment areas and transport interchanges in the main urban areas of Sevenoaks, Swanley and Edenbridge; and 2) promoting leisure cycling through the identification of attractive longer leisure routes which connect to the main urban centres

2. Safer Cycling – ensuring infrastructure is well designed, prioritising routes on quiet residential streets away from busy main roads and junctions and providing road safety education

3. Improvements to Cycle Parking – identifying locations for additional cycle parking facilities and positioning them to maximise security

4. Promotion and Encouragement – raising awareness of cycling and its benefits amongst the community

5. Maintenance – ensuring existing and any future facilities are well maintained

It is recognised that cyclists have different levels of experience and journey purposes and some are more willing and able to mix with motor traffic than others. This Strategy aims to support and encourage cyclists of all abilities and functions through different provision. In terms of route proposals, it is anticipated that the urban routes would primarily benefit inexperienced cyclists and young people of school age; the longer leisure routes would primarily benefit recreational cyclists; and where consideration is given to providing appropriate facilities at junctions would primarily benefit experienced cyclists.

The development of a Cycling Strategy for Sevenoaks is timely given that the district will be hosting the Paralympic Road Cycling events in September 2012. As part of this there will be a total of 32 road cycling events with 155 men and 70 women athletes from 40 nations taking part. Such a prestigious event will attract considerable publicity and offers an unprecedented opportunity to encourage more people to cycle across the district.

It should be noted that this Strategy represents a first phase and a starting point for the future development of cycling in the district. In accordance with the local transport plan KCC and SDC will seek to review the document in five years time. Throughout the development of the Strategy, KCC and SDC have worked closely with local cyclists and will continue to work with them during both the implementation and review of the document.

Sevenoaks District Cycling Strategy 5

Sevenoaks Cycling Strategy6

2. Introduction2.1 Introduction to Sevenoaks

Sevenoaks is located in West Kent and borders Greater London to the north-west, Surrey to the West and East Sussex to the south. The district has a population of 109,3051. Sevenoaks Urban Area, located in the centre, is the principal settlement in the district; Swanley, situated in the north, is the second largest settlement and Edenbridge is the main centre in the rural south.

2.2 Why Promote Cycling in Sevenoaks?

There are many benefits associated with increased levels of cycling for the community of Sevenoaks.

Sustainable forms of travel such as cycling can contribute to reducing congestion and improving air quality. Sevenoaks has high levels of car ownership, with nearly 50% of households owning two or more cars2 and this has contributed to congestion, particularly in Sevenoaks urban centre and Swanley3. Congestion leads to increased travel times and reduced reliability and undermines economic growth. Local air pollution in Sevenoaks, as a result of high traffic levels, is also a problem. The introduction of the Environment Act in 1995 required local authorities to designate Air

Quality Management Areas (AQMA) for locations where air quality targets were not met. There are currently eleven AQMAs in Sevenoaks (see Appendix A for a full list of locations). Cycling produces zero emissions and is an ideal alternative to the car for short trips (under five miles) in urban areas where congestion is at its most severe and can also form part of longer multi modal transport journeys. Such trips can be encouraged through the promotion of routes and linkages which connect residential areas to key destinations such as train stations, schools and shops.

There is also significant health benefits associated with cycling. An annual profile produced by the Association of Public Health Observatories indicates that 23.9% of adults in Sevenoaks and 15.5% of Year 6 children were classified as obese in 20114. There are strong links between obesity and coronary heart disease, diabetes, stroke and other health problems. Encouraging cycling is one way to reduce obesity and promote good health5. A fifteen minute cycle ride to and from work would meet the Government’s recommended Daily Amount (RDA) of physical activity for adults and could easily be incorporated into people’s lifestyles, meaning that they do not need to take prescribed exercise6. Such benefits are of economic value with results from the Cycling Demonstration Towns

1 2001 Census Data, Office for National Statistics2 KCC (2010) Sevenoaks District Strategy for Transport3 KCC (2010) Sevenoaks District Strategy for Transport4 Association of Public Health Observatories (2011) Health Profile: Sevenoaks, see http://www.apho.org.uk/resource/item.aspx?RID=1054735 Andersen, L. B., Schnohr, P., Schroll, M. and Hein, H. O.(2000) All-cause mortality associated with physical activity during leisure time, work, sports, and cycling to work, Archives of Internal Medicine, 160 1621-1628; Hamer, M and Chida, Y (2008) Active commuting and cardiovascular risk: A meta-analytic review, Preventive Medicine, 46(1) 9-136 The Recommended Daily Amount (RDA) of physical activity for adults is 30 minutes on five or more days of the week. For more information see Department of Health (2004) At least five a week: Evidence on the impact of physi-cal activity and its relationship to health, A Report from the Chief Medical Officer



(CDTs) indicating that for each £1 invested the saving in terms of decreased mortality alone was £2.597. In developing new routes, in order to maximise the health benefits of cycling, priority will be given to those links which allow cyclists to avoid areas of poor air quality. Cycling is also a low cost, widely accessible activity which can contribute to social inclusion and improved accessibility. It can be adapted to allow for disability and can also provide a degree of independence for children which may be especially important in areas of Sevenoaks where bus services are less frequent.

Improving conditions for cyclists can also encourage tourism. Leisure cycling is an enjoyable and healthy activity which families can enjoy together and which can attract significant visitors to the area. A study of the Viking Coastal Trail by Canterbury Christ Church University in 2003 found that the average spend of cyclists using the trail was £5.49 and that the overall economic impact of cyclists to the local economy of Thanet equated at the time to £293,297 per year8. Similar benefits are achievable in Sevenoaks, particularly if attractive leisure routes linking the key visitor attractions can be encouraged.

2.3 Policy Background

Cycling is supported as a means of, amongst other things, cutting congestion, improving health, reducing carbon emissions and improving accessibility in key national, county-wide and local policy documents. These include Kent’s third Local Transport Plan (LTP 3); the Sevenoaks District Sustainable Community Action Plan (2010-2013); the Sevenoaks District Transport Strategy (SDTS) and the Sevenoaks Local Development Framework (LDF). Details of these and other relevant policies and their relationship with the Sevenoaks Strategy are provided in Appendix A.

2.4 Funding Sources

Implementing the actions identified in this document, including the route proposals, will depend on securing the necessary funding and this is dependent on the prevailing economic situation. However, having an agreed Cycling Strategy in place can be a useful negotiating tool when seeking private and public sector funding. In order to deliver the objectives of the Strategy KCC and SDC will examine all possible funding avenues.

7 Sloman et al (2009) Analysis and synthesis of evidence on the effects of investment in six Cycling Demonstration Towns8 Picton and Bull (2003) The Economic Impact of Cycle Tourism in relation to the Viking Coastal Trail in Thanet, Canterbury Christ Church University



3. Cycling in Sevenoaks Today3.1 Levels of Cycling

3.1.1 Sevenoaks District Journey to Work Data

Travel to work data for Sevenoaks District taken from the 2001 Census is provided in Table 19. Given the date on which it was collected a note of caution should be taken when interpreting this data.

Travel to work

Sevenoaks District Kent (excl Medway) South East England

No. % No. % No. % No. %

Travel to work by car10

31,140 59.9 390,753 64.1 2,521,343 64.8 13,694,851 61.0

Train 8,575 16.5 46,340 7.6 227,771 5.9 1,659,409 7.4

Bus 1,020 2.0 23,200 3.8 169,312 4.4 1,685,361 7.5

Walk to work 3,783 7.3 64,317 10.5 385,450 9.9 2,241,901 10.0

Cycle to work 481 0.9 12,210 2.0 119,315 3.1 634,588 2.8

People who work from home

5,948 11.4 59,545 9.8 386,302 9.9 2,055,224 9.2

Other11 1082 2.1 12,923 2.1 79,263 2.0 470,164 2.1

Total in employment

52,029 97.0 609,288 95.5 3,888,756 96.3 22,441,498 94.5

Table 1 1011: Proportion of people travelling to work by mode as a percentage of the total number in employment (number and percentage) Source: KCC (2006)

As shown in the Table, cycling accounted for less than one percent in the Sevenoaks District travel to work profile in 2001. This is considerably lower than the equivalent figures for the South East (3.1%) and England (2.8%). The data also indicates that travel to work by train is particularly high in Sevenoaks (over 16%) compared to the County (8%), South-East (6%) and English (7%) averages. As discussed in Section 2.2 cycling can form part of longer multimodal journeys. The high level of train use in Sevenoaks suggests there is significant potential in this regard. Indeed, in Sevenoaks urban area there are already a large number of cycles parked at Sevenoaks Railway Station during the week, to the extent that the number of parked cycles outweighs the existing cycle parking provision. The use of cycles to access train stations is something this strategy seeks to further encourage.

3.1.2 Sevenoaks District Journey to School Data

Travel to School data is collected in the annual School Census. Data from this showing the percentage of children using different transport modes for the journey to school in Sevenoaks District as well as the national and Kent wide figures are provided in Table 212.

9 KCC (2006) 2001 Census Bulletins: Travel to Work Patterns in Kent County http://www.kent.gov.uk/your_council/kent_facts_and_figures/population_and_census/2001_census.aspx10 Includes ‘driving a car or van’ and ‘travelling as a passenger in a car or van’ categories11 Includes ‘Taxi or minicab’; Motorcycle, scooter or moped’ and ‘other’ categories12 School Census Data 2010



3. Cycling in Sevenoaks Today3.1 Levels of Cycling

3.1.1 Sevenoaks District Journey to Work Data

Travel to work data for Sevenoaks District taken from the 2001 Census is provided in Table 19. Given the date on which it was collected a note of caution should be taken when interpreting this data.

Travel to work

Sevenoaks District Kent (excl Medway) South East England

No. % No. % No. % No. %

Travel to work by car10

31,140 59.9 390,753 64.1 2,521,343 64.8 13,694,851 61.0

Train 8,575 16.5 46,340 7.6 227,771 5.9 1,659,409 7.4

Bus 1,020 2.0 23,200 3.8 169,312 4.4 1,685,361 7.5

Walk to work 3,783 7.3 64,317 10.5 385,450 9.9 2,241,901 10.0

Cycle to work 481 0.9 12,210 2.0 119,315 3.1 634,588 2.8

People who work from home

5,948 11.4 59,545 9.8 386,302 9.9 2,055,224 9.2

Other11 1082 2.1 12,923 2.1 79,263 2.0 470,164 2.1

Total in employment

52,029 97.0 609,288 95.5 3,888,756 96.3 22,441,498 94.5

Table 1 1011: Proportion of people travelling to work by mode as a percentage of the total number in employment (number and percentage) Source: KCC (2006)

As shown in the Table, cycling accounted for less than one percent in the Sevenoaks District travel to work profile in 2001. This is considerably lower than the equivalent figures for the South East (3.1%) and England (2.8%). The data also indicates that travel to work by train is particularly high in Sevenoaks (over 16%) compared to the County (8%), South-East (6%) and English (7%) averages. As discussed in Section 2.2 cycling can form part of longer multimodal journeys. The high level of train use in Sevenoaks suggests there is significant potential in this regard. Indeed, in Sevenoaks urban area there are already a large number of cycles parked at Sevenoaks Railway Station during the week, to the extent that the number of parked cycles outweighs the existing cycle parking provision. The use of cycles to access train stations is something this strategy seeks to further encourage.

3.1.2 Sevenoaks District Journey to School Data

Travel to School data is collected in the annual School Census. Data from this showing the percentage of children using different transport modes for the journey to school in Sevenoaks District as well as the national and Kent wide figures are provided in Table 212.

9 KCC (2006) 2001 Census Bulletins: Travel to Work Patterns in Kent County http://www.kent.gov.uk/your_council/kent_facts_and_figures/population_and_census/2001_census.aspx10 Includes ‘driving a car or van’ and ‘travelling as a passenger in a car or van’ categories11 Includes ‘Taxi or minicab’; Motorcycle, scooter or moped’ and ‘other’ categories12 School Census Data 2010


Car (Including vans and taxis

Car share

Public Transport

Walking

Cycling

Other

National (Year 2010)

26.5% 3.0% 17.5% 50.3% 2.0% 0.7%

Kent (Year 2010)

31.4% 3.9% 19.8% 42.6% 1.6% 0.6%

Sevenoaks (Year 2010)

42.3% 7.6% 11.1% 38.4% 0.4% 0.0%

Sevenoaks (Year 2008)

45.1% 8.3% 10.8% 35.4% 0.5% 0.0%

Table 2: Mode of travel to school (all schools)13

As shown in the Table, the percentage of children cycling to school in Sevenoaks at both the primary and secondary school level is considerably lower than the Kent and national average. In addition, there has been a small decline over the last two year period on which data is available, dropping from 0.5% in 2008 to 0.4% in 2010. The average level of car use for the school trip (42.3%) is higher in Sevenoaks than both the Kent (31.4%) and the national average (26.5%) but there has been a decline on 2008 levels. Similar patterns are evident at both primary and secondary school level. Car use for the journey to school adds considerable traffic to the network and reducing these levels could lead to significant reductions in congestion, particularly in the morning peak. As such the Strategy will seek to target cycle use for the journey to school.

3.1.3 Sevenoaks Urban Area Cycle Flow Data

Cycle flows in the main urban areas of Kent have been monitored since 2001 via inner urban count sites placed on the main access routes into the centres. In Sevenoaks urban area there are currently four count sites. These are located on the A225 Tonbridge Road; the A25 High Street in Seal; the A225 Otford Road; and the A224 Amherst Hill. An annual one-off 12 hour manual count has been undertaken at each of these sites since 2001. The results from each site are then summated to provide a total figure. This composite data is provided in Table 3.

Year

Composite cycle count (12 hours, 7am to 7pm)

2001 140

2002 120

2003 160

2004 110

2005 137

2006 267

2007 242

2008 253

2009 356

2010 337

Table 3: Cycle count data in Sevenoaks years 2001-201014

This data is necessarily limited since it focuses only on a small sample of sites on one specific day and covers the hours 7am – 7pm only. However, bearing these limitations in mind, it can be used for general year-on-year comparisons at these specific locations. As shown in the above table the

13 School Census Data 201014 KCC (2010) Kent Travel Report, https://shareweb.kent.gov.uk/Documents/roads-and-transport/road-policies/kent-travel-report/Kent%20Travel%20Report%202010.pdf



data indicates that there has been a considerable increase (by over 140%) in the number of cyclists in Sevenoaks urban area between 2001 and 2010, the nine year period since the 2001 census. This trend is supported by local observations, including the growing number of bicycles parked at Sevenoaks Railway Station, and suggests that there is much potential for further growth in the district.

3.2 Existing Cycling Routes and Parking Facilities

A lack of adequate cycling facilities such as dedicated cycle routes and secure cycle parking can be a significant deterrent to cycling. It is therefore appropriate to consider existing provision within the district.

In terms of routes, there is a small number of existing cycle connections and linkages. These are as follows: • National Cycle Route 12 (NCR 12) which connects Penshurst Place with Tonbridge • On carriageway advisory route, A20, West Kingsdown• On carriageway advisory route, Old London Road, Halstead• Segregated Shared use cycleway, London Road, Swanley• Segregated Shared use cycleway between Cranleigh Drive and Goldsel Road, Swanley • Short section of Segregated shared use cycleway which runs from the traffic lights junction at

Stangrove Road/Mont St Aignan Way to the High Street, Edenbridge.• Short section of cut through cycle lane from Station Road to Minstrels Close, Edenbridge

A map of the whole district showing these routes is provided in Figure 1. It is noted that Cyclists are also permitted to ride bicycles on public bridleways, byways, and restricted byways. An interactive map showing the location of these in Sevenoaks can be accessed via Kent County Council’s website at the following address http://www.kent.gov.uk/explorekentgis/map.aspx

As indicated in Figure 1, there are currently no dedicated cycle routes within Sevenoaks urban area and there are very few connections in both Swanley and Edenbridge. Routes linking to the train stations, schools, and other key destinations are currently absent in all three centres. As discussed in Section 2.2, cycling is ideal for short distance journeys and if these are to be encouraged routes connecting residential areas to train stations, schools, and other key destinations must be identified. In addition, leisure routes which connect the main urban centres with the surrounding rural attractions are lacking. The only long distance leisure route

in the district is NCR 12 connecting Penshurst Place to Tonbridge. As discussed in section 2.2 the promotion of leisure cycling can bring important economic benefits as well as a means of exercise for local residents and families. If leisure cycling is to be encouraged attractive long distant leisure routes which connect to the key centres in the district need to be identified.


Figure 1: Existing Cycle Routes in Sevenoaks District



Existing cycle parking provision in the three main centres in the district has also been identified. Details of this are included in Table 4. During the consultation conducted as part of this Strategy, a lack of suitable cycle parking particularly within the centre of Sevenoaks and the train station was identified as a particular problem. The provision of good quality cycle parking is a key element in developing a cycle-friendly environment and if cycling is to be encouraged improved facilities need to be provided at major destinations.

Area Location

Parking Provision

Sevenoaks Sevenoaks Railway Station 80 stands

Sevenoaks District Council 1 stand - unsheltered

High Street/Suffolk Way junction 1 stand - unsheltered

Town Centre South west corner of Blighs Car Park, near Café Rouge

1 stand - unsheltered

London Road/Rockdale, outside Loch Fyne restaurant


Tesco, High Street 1 stand - sheltered

Waitrose, High Street 3 stands - sheltered

Tesco, Dunton Green 3 stands – unsheltered (located at back)

Sainsburys, Otford 14 stands - unsheltered

Halfords, Otford Road 4 stands - unsheltered

Sencio Leisure Centre and Pool 12 stands - unsheltered

Swanley Swanley Railway Station 8 stands and 10 lockers

Asda, Town Centre 10 stands - unsheltered

Roundabout (High Street/Bartholomew Way/Nightingale Way)

5 stands – unsheltered

Swanley Library 2 stands - unsheltered

Edenbridge Edenbridge Town Station 5 stands - sheltered

Edenbridge Leisure Centre 2 wheel only stands - unsheltered

High Street 8 stands - unsheltered

Table 4: Existing Cycle Parking Provision in the three largest centres in Sevenoaks



Existing cycle parking provision in the three main centres in the district has also been identified. Details of this are included in Table 4. During the consultation conducted as part of this Strategy, a lack of suitable cycle parking particularly within the centre of Sevenoaks and the train station was identified as a particular problem. The provision of good quality cycle parking is a key element in developing a cycle-friendly environment and if cycling is to be encouraged improved facilities need to be provided at major destinations.

Area Location

Parking Provision

Sevenoaks Sevenoaks Railway Station 80 stands

Sevenoaks District Council 1 stand - unsheltered

High Street/Suffolk Way junction 1 stand - unsheltered

Town Centre South west corner of Blighs Car Park, near Café Rouge


London Road/Rockdale, outside Loch Fyne restaurant


Tesco, High Street 1 stand - sheltered

Waitrose, High Street 3 stands - sheltered

Tesco, Dunton Green 3 stands – unsheltered (located at back)

Sainsburys, Otford 14 stands - unsheltered

Halfords, Otford Road 4 stands - unsheltered

Sencio Leisure Centre and Pool 12 stands - unsheltered

Swanley Swanley Railway Station 8 stands and 10 lockers

Asda, Town Centre 10 stands - unsheltered

Roundabout (High Street/Bartholomew Way/Nightingale Way)

5 stands – unsheltered

Swanley Library 2 stands - unsheltered

Edenbridge Edenbridge Town Station 5 stands - sheltered

Edenbridge Leisure Centre 2 wheel only stands - unsheltered

High Street 8 stands - unsheltered

Table 4: Existing Cycle Parking Provision in the three largest centres in Sevenoaks


4. Strategy4.1 Action Areas

As discussed in the introduction, the primary focus of the Cycling Strategy is to enable more people to cycle more safely in the district so as to encourage a shift towards more sustainable transport choices and healthy leisure activities. In order to achieve this, a number of priority areas for action have been identified, namely:

1. Creating New Routes and Linkages – seeking opportunities to develop new routes and linkages which 1) connect population centres to key services such as local schools, employment areas and transport interchanges in the main urban areas of Sevenoaks, Swanley and Edenbridge; and 2) promote leisure cycling through the identification of attractive longer leisure routes which connect to the main urban centres

2. Safer Cycling – ensuring infrastructure is well designed, prioritising routes on quiet residential streets away from busy main roads and junctions and providing road safety education

3. Improvements to Cycle Parking – identifying locations for additional cycle parking facilities and positioning them to maximise security

4. Promotion and Encouragement – raising awareness of cycling and its benefits amongst the community

5. Maintenance – ensuring existing and any future facilities are well maintained

In this Section each of these areas will be discussed in greater depth.

4.2 Creating New Routes and Linkages

As discussed in Section 3.2 existing cycle routes in the district are limited. There are no cycle routes in Sevenoaks urban area and there are very few links in Swanley and Edenbridge. In addition, there is only one longer leisure route in the district, namely NCR12. In order to encourage cycling for both transport and leisure purposes it is vital that additional routes and linkages are created.

To promote cycling for short distance journeys KCC and SDC will seek to develop routes and linkages which connect residential areas with key destinations including:• Employment areas and schools to encourage cycle use for the journey to work and school;• Key public transport interchange points such as railway stations to capitalise on the high level of

rail use in the district and encourage cycling as part of longer multi-modal journeys; and• Other key services such as shopping areas, libraries and leisure activities to encourage cycling

as a mode of transport to access key services.

These route suggestions will focus in and around the main urban areas of the district, namely Sevenoaks, Swanley and Edenbridge. This is because, as the main urban areas, these are likely to be where most short distance car journeys are undertaken and therefore where the greatest potential for modal shift exists.

Through close collaboration with the local cycling community a number of potential new routes and linkages have been identified in Sevenoaks, Swanely and Edenbridge. These are detailed in Table 5 and Figures 2, 3, and 4 respectively. Additional maps and descriptions of these suggestions and potential considerations which would need to be examined if the route was taken forward are provided in Appendix B, C, and D. It should be noted that these additional descriptions are based on initial investigations only. If funding was to become available to implement a route, it would need to be further examined, a detailed design drawn up, and a full safety audit and public consultation undertaken.



The suggested routes and linkages are not exhaustive but rather represent a first phase. Ideally, in the long term a coherent and comprehensive network would be developed. To achieve this additional routes would need to be identified which fill in the gaps within the proposed network. These would need to be examined and worked up into coherent proposals. Lines showing areas where an existing need for additional routes has already been identified but for which a solution has not yet been arrived at are included in Figures 2, 3 and 4 as areas of “identified need”. Where these identified needs can be met through the use of private roads, the council will explore opportunities to get agreements for cyclists to use these roads so as to further develop the network.

During the consultation undertaken as part of this Strategy a number of suggestions were made for routes in New Ash Green. These consultation suggestions are included in Appendix E. Unlike the other route suggestions included in this document, these routes have not undergone a preliminary investigation by KCC or SDC officers. Rather preliminary investigation would be undertaken should an opportunity for improvements to be made in New Ash Green arise. The routes would then be consulted upon if it is decided that they should be taken forward.

In addition to the more strategic aspects of the network, SDC and KCC will also work with willing landowners on sites in appropriate locations to develop off-road cycling facilities to encourage family and recreational cycling. This would provide new facilities for tourists visiting the District, as well as offering opportunities for outdoor exercise for residents.

With this in mind a number of suggestions for longer leisure routes have been identified. These are listed in Table 6 and Figures 5 and 6. More detail on these routes is provided in Appendix F. In addition to these routes, as part of the Olympic and Paralympic legacy ambitions in Sevenoaks District, SDC are discussing the possibility of an off-road cycling path being identified in Knole Park with representatives of the Knole Estate.

Area

Route Number

Urban Route Suggestion

Sevenoaks 1 West-east route across northern Sevenoaks (1a-1h)

2 Link between Footpath 0221/SU11/2 (Clockhouse Lane) and the Sevenoaks Rail-way Station (along Bradbourne Park Road and Hitchen Hatch Lane).

3 Install a contraflow cycle lane on Hospital Road4 Link between footpath 0221/SU11/2 (Clockhouse Lane) and underpass beneath

the A25 (along Oakdene Road)

5 Off-road route between Oakdene Road and Otford Road (around Wildfowl Re-serve)

6 Route between Otford and Sevenoaks (6a-6e)

7 Link between the Sevenoaks Railway Station and the Town Centre (along section of Tubs Hill and The Drive)

8 Alternative north-south link on the old main road parallel to Tesco roundabout, London Road

9 Improvements to twin roundabouts at Riverhead

10 Improvements to London Road/Pembroke Road/ Eardley Road/Argyle Road Junc-tion

11 Link between the A224 London Road and footpath 0078/SR103/2 (along Pounsley Road and footpath 0078/SR104/1)

12 Upgrade existing footpath 0192/SR48/1 which runs between Station Road and Tudor Drive in Otford


Swanley 13 Link from the existing London Road cycle Lane to the town centre

14 Link from the existing London Road Cycle Lane to St Mary’s Road (along Oliver Road, Ruxton Close and existing path)

15 Route across the recreational ground between the Town Centre and Swanley Railway Station

16 West-east route to the north of the town centre (along Hilda May Avenue, North-view and Woodlands Rise)

17 Link between Woodlands Rise and the town centre (upgrade existing public foot-path 0262/SD81/2)

18 Link from Swanley to Hextable (through Swanley Park and along existing Footpath 0305/SD69/1) Route to the Railway Station from High Street

19 Link to Swanley Railway Station from High Street (along Station Road, Goldsel Road and Station Approach)

20 West-east link to the Railway Station from London Road (along Salisbury Avenue; restricted byway 0262/SD88/1; Glendale; Pinks Hill; Cranleigh Drive; existing cy-cleway; Goldsel Road; Azalea Drive and Station Road)

21 East-west route to the Railway Station from London Road (along Salisbury Av-enue, St George’s Road, London Road, Goldsel Road and Station Approach)

Edenbridge 22 Link from Pine Grove to Station Road (through Stangrove Park)

Table 5: Route Suggestions in Sevenoaks urban area, Swanley and Edenbridge

Route Number

Suggested Leisure Route

23 Extension of the Darent Valley Path (DVP) from Dartford to Sevenoaks24 Link between Swanley and Lullingstone Castle

25 Extension of National Cycle Route 12 (NCR 12) from Penshurst to Sevenoaks

26 Link between Edenbridge and Chiddingstone

Table 6: Suggestions for longer leisure routes in the district



Figure 2: Suggested Cycle Routes in Sevenoaks Urban Area



Figure 2: Suggested Cycle Routes in Sevenoaks Urban Area


Figure 3: Suggested Cycle Routes in Swanley



Figure 4: Suggested Cycle Routes in Edenbridge



Figure 4: Suggested Cycle Routes in Edenbridge


Figure 5: Suggested Leisure Routes 23 and 24



Figure 6: Suggested Leisure Routes 25 and 26


4.3 Safer Cycling

Concerns over safety can be a significant deterrent from cycling. When identifying and designing new routes, to maximise safety, KCC will refer to guidelines set out in the Department for Transport’s (DfT) Local Transport Note 2/08 entitled “Cycle Infrastructure Design” (LTN 2/08)15; the DfT’s Inclusive Mobility (2002)16; and the Code of Practice for the Design of Street Lighting (British Standard BS 5489)17;

KCC and SDC recognise that cyclists have different levels of experience and that in identifying and designing routes, a balance must be struck between the needs of different users. The DfT identify a number of different categories of cyclist each of which requires a different level of support and encouragement. These are detailed in Box 1.

• Fast commuter – confident in most on road situations and will use a route with significant traffic volumes if it is more direct than a quieter route;

• Utility cyclist – may seek some segregation at busy junctions and on links carrying high speed traffic;

• Inexperienced and/or leisure cyclist – may be willing to sacrifice directness, in terms of both distance and time, for a route with less traffic and more places to stop and rest;

• Child – may require segregated, direct largely off road routes from residential areas to schools, even where an on road solution is available. Design needs to take account of personal security issues. Child cyclists should be anticipated in all residential areas and on most leisure cycling routes; and

• Users of specialised equipment – includes users of trailers, trailer cycles, tandems and tricycles, as well as disabled people using hand cranked machines. This group requires wide facilities free of sharp bends and an absence of pinch points or any other features that force cyclists to dismount.

Box 1: Examples of the different categories of cyclist18

In identifying the potential routes and linkages in this document, as far as possible, priority attention has been given to signing safe routes on residential streets which allow cyclists to avoid busier main roads and junctions without incurring excessive detours. To benefit experienced cyclists, where highly trafficked roads are highlighted, KCC will consider appropriate facilities including:• Advanced Stop Lines at signalised junctions; • Dedicated Cycle Lanes; and• Toucan crossings instead of Pelican crossings.

KCC and SDC will also work with the Police to improve the enforcement of speed limits in the District and will assess proposals for 20mph speed limit reductions at appropriate locations.

A number of the route proposals in this document suggest converting existing footpaths/footways to shared use. Where conversions are sought, KCC will consider the needs of people with disabilities and will refer to guidelines set out in Local Transport Note 02/86 entitled “Shared Use by Cyclists and Pedestrians” (LTN 02/86). It is particularly important to consider security issues on off road routes, especially where they do not benefit from existing street lighting and/or are not overlooked

15 DfT (2008) Cycle Infrastructure Design, Local Transport Note 2/0816 DfT (2002) Inclusive Mobility, http://www2.dft.gov.uk/transportforyou/access/peti/inclusivemobility.html17 BSI (2003) British Standard BS 5489 Code of Practice for the Design of Street Lighting18 DfT (2008) Cycle Infrastructure Design, Local Transport Note 2/08, p12



by houses. KCC will consider if additional lighting is required on a route by route basis.

Improvements in safety will also be pursued through road safety education. KCC will continue to promote road safety amongst various road users including young driver, motorcyclists, and pedestrians. This information will be targeted towards raising mutual awareness amongst drivers, cyclists, and pedestrians. The council will also continue to provide cycle training for all 10-11 year olds (year 6) through the Kent Rider Plus and, subject to sufficient funding, will work on expanding the scheme including developing adult cycle training programmes.

KCC will also continue to monitor crashes involving personal injury on the public highway using data provided by Kent Police. Where patterns of crashes are identified, KCC promotes measures which aim to reduce the number of crashes occurring and these will include strategies seeking to address personal injury crashes involving cyclists.

In the consultation undertaken as part of this Strategy a number of respondents voiced concern over safety for cyclists at Polhill. KCC recognises the particular challenges faced by cyclists ascending and descending Polhill but at the current time is unable to attach sufficient priority to allocate the funds necessary to carry out specific improvements. However, although funds are not currently allocated KCC will continue to bear in mind the improvements that cyclists, in particular have requested, specifically, the proposal that the road be made a single lane in each direction (with corresponding cycle lanes). These works will be investigated in more detail as part of any future maintenance or improvement scheme that may be carried out.

4.4 Improvements to Cycle Parking

A lack of secure cycle parking can be a significant deterrent to choosing to cycle19. KCC and SDC will therefore seek opportunities to provide improved and additional cycle parking in the District. In identifying locations for such facilities, the rationale will be to enable people to cycle to work and school and improve access to key services and therefore emphasis will be placed on major destinations in Sevenoaks, Swanley and Edenbridge including train stations, town centres, schools and employment areas.

Increasing provision at commuter train stations is a key priority, especially in Sevenoaks urban area where, as discussed in Section 3.1, there is high demand. KCC is currently working with Network Rail to deliver significant interchange improvements at Sevenoaks station as part of Network Rail’s National Station Improvement Programme. As part of the initiative, the number of cycle parking spaces will be increased from 80 to 300. KCC will continue to work with Network Rail and other agencies to seek similar improvements at other key commuter stations including Swanley Rail Station.

The encouragement of cycling for the journey to school is also a key aim of the Strategy and KCC and SDC will continue to liaise with schools to encourage the provision of appropriate cycle parking facilities at schools in the district.

KCC and SDC will also encourage the provision of innovative and secure parking facilities in new developments as outlined in the Kent Vehicle Parking Standards20 and in accordance with the Sevenoaks LDF. The provision of other trip end facilities such as changing rooms and showers will be pursued where appropriate.

In selecting and positioning cycle parking facilities KCC will seek to maximise safety and security and will consider parking guidelines outlined in the LTN 2/08.

19 DfT (2008) Cycle Infrastructure Design Guide, Local Transport Note 2/08, p7020 KCC (2003) Kent Vehicle Parking Standards (formerly part of the Kent and Medway Structure Plan),

http://www.kent.gov.uk/community_and_living/regeneration_and_economy/kent_design_initiative/about_the_guide.aspx



by houses. KCC will consider if additional lighting is required on a route by route basis.

Improvements in safety will also be pursued through road safety education. KCC will continue to promote road safety amongst various road users including young driver, motorcyclists, and pedestrians. This information will be targeted towards raising mutual awareness amongst drivers, cyclists, and pedestrians. The council will also continue to provide cycle training for all 10-11 year olds (year 6) through the Kent Rider Plus and, subject to sufficient funding, will work on expanding the scheme including developing adult cycle training programmes.

KCC will also continue to monitor crashes involving personal injury on the public highway using data provided by Kent Police. Where patterns of crashes are identified, KCC promotes measures which aim to reduce the number of crashes occurring and these will include strategies seeking to address personal injury crashes involving cyclists.

In the consultation undertaken as part of this Strategy a number of respondents voiced concern over safety for cyclists at Polhill. KCC recognises the particular challenges faced by cyclists ascending and descending Polhill but at the current time is unable to attach sufficient priority to allocate the funds necessary to carry out specific improvements. However, although funds are not currently allocated KCC will continue to bear in mind the improvements that cyclists, in particular have requested, specifically, the proposal that the road be made a single lane in each direction (with corresponding cycle lanes). These works will be investigated in more detail as part of any future maintenance or improvement scheme that may be carried out.

4.4 Improvements to Cycle Parking

A lack of secure cycle parking can be a significant deterrent to choosing to cycle19. KCC and SDC will therefore seek opportunities to provide improved and additional cycle parking in the District. In identifying locations for such facilities, the rationale will be to enable people to cycle to work and school and improve access to key services and therefore emphasis will be placed on major destinations in Sevenoaks, Swanley and Edenbridge including train stations, town centres, schools and employment areas.

Increasing provision at commuter train stations is a key priority, especially in Sevenoaks urban area where, as discussed in Section 3.1, there is high demand. KCC is currently working with Network Rail to deliver significant interchange improvements at Sevenoaks station as part of Network Rail’s National Station Improvement Programme. As part of the initiative, the number of cycle parking spaces will be increased from 80 to 300. KCC will continue to work with Network Rail and other agencies to seek similar improvements at other key commuter stations including Swanley Rail Station.

The encouragement of cycling for the journey to school is also a key aim of the Strategy and KCC and SDC will continue to liaise with schools to encourage the provision of appropriate cycle parking facilities at schools in the district.

KCC and SDC will also encourage the provision of innovative and secure parking facilities in new developments as outlined in the Kent Vehicle Parking Standards20 and in accordance with the Sevenoaks LDF. The provision of other trip end facilities such as changing rooms and showers will be pursued where appropriate.

In selecting and positioning cycle parking facilities KCC will seek to maximise safety and security and will consider parking guidelines outlined in the LTN 2/08.

19 DfT (2008) Cycle Infrastructure Design Guide, Local Transport Note 2/08, p7020 KCC (2003) Kent Vehicle Parking Standards (formerly part of the Kent and Medway Structure Plan),

http://www.kent.gov.uk/community_and_living/regeneration_and_economy/kent_design_initiative/about_the_guide.aspx

Kent County Council 23Sevenoaks District Cycling Strategy


During the consultation conducted as part of this strategy, a number of potential locations for additional cycle parking facilities in Sevenoaks urban area, Swanley and Edenbridge were highlighted. These are provided in Table 7.

Area

Suggested Locations for Parking Provision

Sevenoaks Town Centre (Bligh’s Car Park/outside local shops)

Sevenoaks Railway Station

Sevenoaks Hospital

GP surgeries

Sevenoaks Town Council Offices Sevenoaks Library

Recreation ground Car Park and adjacent to café (near Bayham Road)

Schools

Swanley Swanley Railway Station (additional stands)

White Oak Leisure Centre

Swanley Library

Schools

Edenbridge Edenbridge Station

Edenbridge Town Station (additional stands)

Edenbridge Leisure Centre (replace existing wheel only stands)

Schools

Table 7: Potential locations for additional cycle parking

4.5 Promotion and Encouragement

It is recognised that improving cycling facilities alone will not dramatically increase the level of cycling in the district and that promotion of cycling and its health, environmental and economic benefits is also required.

The selection of Brands Hatch in Sevenoaks as the venue for the prestigious Paralympic Road Cycling Events will attract considerable publicity and offers an unprecedented opportunity to promote cycling across the district. KCC and SDC will look to secure increased participation in cycling from promotional events connected to the Olympic torch relay and Paralympic cycling events. Both councils are organising Sky Rides, which will use trained volunteers to lead groups of residents on cycle rides around the District. A range of other opportunities to promote cycling through events connected to the Olympics and Paralympics will also be explored.

Beyond the Paralympics KCC and SDC will continue to support and promote cycling. As outlined in Appendix A, cycling has already been included in a number of KCC and SDC policy documents and both councils will continue to promote cycling and its benefits in all strategies where an increase in the number of people cycling can make a significant contribution towards the achievement of the strategy aims. In addition, to support Disability Cycling opportunities KCC will work with partnership agencies including the Kent Sport Leisure and Olympics in the development of a Kent Disability Cycling Development Plan.

Where funding allows cycling will also be encouraged through the development of web and map based resources and continued support for national cycling events such as Bike Week. Both councils currently provide a range of web-based resources relating to cycling, including an interactive map detailing the Public Rights of Way and cycle routes in the area, and are committed to developing these further. The DfT are currently expanding their Cycle Journey Planner, an online facility which



enables users to plan their cycle trips, highlighting the quietest, quickest or most recreational route21. KCC has been asked to contribute to this process and will ensure Sevenoaks District is included. KCC will also seek to develop a cycle route map for Sevenoaks. This would include standard symbols used across the county to allow for easy recognition and could be displayed at railway stations and schools and distributed during cycling training and promotional events.

To encourage and facilitate sustainable travel choices KCC will also continue to work with and support individuals, employers, and other organisations in accordance with the prevailing guidelines. This includes the New Ways 2 Work initiative, support for Travel Plans secured through the planning process, and locally led partnerships to promote and encourage alternatives to single occupancy car-use.

4.6 Maintenance

It is important that cycle facilities are adequately maintained so that they remain both safe and attractive to users. In constructing and maintaining cycle routes, KCC will refer to guidance outlined in Application Guide AG26 (Version 2)22.

A cycle route maintenance schedule will be produced for off road routes subject to funding. This will include the use of volunteers, such as Sustrans Rangers, as well as dedicated contractors. KCC works in partnership with Sustrans, the UK’s leading sustainable transport charity, on a number of initiatives including the Rangers Project. Rangers help maintain the cycle network in a number of ways including placing temporary signs, reporting faults, undertaking small scale vegetation clearance and organising work days for more ambitious maintenance projects. Road surfaces will be surveyed by highway inspectors in a way which takes into account the needs of cyclists, for example, by giving appropriate attention to the two metre strip alongside the kerb where most cyclists ride.

21 See http://www.transportdirect.info/Web2/JourneyPlanning/FindCycleInput.aspx22 UK Roads Board (2003) Application Guide AG26 (Version 2), Footway and Cycle Route, Design Construction and Maintenance Guide, http://www.footways.org/data/uploads/AG26%20Version%202%20(published%202003).pdf



5. Monitoring and ReviewAs stated in the introduction, this document is a first phase and, in accordance with the LTP3, KCC and SDC will seek to review the Strategy in five years time.

To aid monitoring over this period KCC will seek to install two Automated Cycle Counts (ACCs) in the District. Monitoring will also be undertaken on an informal basis through continued dialogue with cyclists and other road users in Sevenoaks.

The results of the monitoring will be used to guide future revisions of this document. Reviews should include: • an analysis of the data on cycling levels in Sevenoaks;• a review of the progress to date; • exploring opportunities to develop proposals to meet the ‘identified needs’ in this strategy; and• the inclusion of additional proposals/policies where appropriate.

KCC and SDC will continue to work closely with local cyclists and other key stakeholders during this review process.



5. Monitoring and ReviewAs stated in the introduction, this document is a first phase and, in accordance with the LTP3, KCC and SDC will seek to review the Strategy in five years time.

To aid monitoring over this period KCC will seek to install two Automated Cycle Counts (ACCs) in the District. Monitoring will also be undertaken on an informal basis through continued dialogue with cyclists and other road users in Sevenoaks.

The results of the monitoring will be used to guide future revisions of this document. Reviews should include: • an analysis of the data on cycling levels in Sevenoaks;• a review of the progress to date; • exploring opportunities to develop proposals to meet the ‘identified needs’ in this strategy; and• the inclusion of additional proposals/policies where appropriate.

KCC and SDC will continue to work closely with local cyclists and other key stakeholders during this review process.


Appendices



Appendix A: Policy Background

Creating Growth, Cutting Carbon: Making Sustainable Local Transport Happen (DfT, 2011)

This White Paper was published in January 2011. In it, the government outlines its support for the development of cycling at the local level. It notes that “a substantial proportion of drivers would be willing to drive less, particularly for shorter trips, if practical alternatives were available” (p7) and that “the biggest opportunity for encouraging sustainable travel lie in short, local journeys” (p8). The document advocates greater devolution of decision-making to the local level and increased partnership working with voluntary organisations and the local community.

Vision for Kent 2012-2022 (The Kent Forum, 2012)

The Vision for Kent was produced by The Kent Forum, a partnership of the councils that provide services to the people of Kent and is the Community Strategy for the County. It sets out a long term vision for how to improve the quality of life for everybody in Kent. A draft version of the new Vision for Kent was open for consultation between the 20th June and 20th August 2011.

The three Countywide Ambitions in the new Vision are: • to grow the economy - for Kent to be ‘open for business’ with a growing, successful economy

and jobs for all • to tackle disadvantage - for all people in Kent to achieve their potential and to have increased

confidence that their quality of life is improving • to put the citizen in control - for all people in Kent to be able to use their own resourcefulness

to take control and responsibility for themselves, their families and communities

There are also a number of cross cutting themes which include ‘Protecting and Enhancing the Environment’ and ‘Improving Health’. Following the feedback received during the consultation, the Draft Strategy has been revised and the final draft will go to the meeting of Kent Forum in early 2012.

Kent County Council Local Transport Plan 3 2011-2016 (KCC, 2011)

Local Transport Plans (LTP) are the method by which local transport authorities secure funding for local transport improvements. KCC has previously produced two LTPs covering the periods 2001-2006 and 2006-2011. LTP 3 was adopted in April 2011. The approach to LTP 3 develops five key themes:

1. Growth without Gridlock

2. A Safer and Healthier County

3. Supporting Independence

4. Tackling a Changing Climate

5. Enjoying Life in Kent

The plan proposes to allocate a proportion of the budget to each of the five themes and to focus investment in each of these themes in specific areas where challenges are most acute and good value for money can be attained. Cycling is linked to all five themes. The document states that KCC is committed to the provision of a comprehensive cycle network for residents and visitors in Kent with priority given to routes which enable people to cycle continuously to schools, work places, shops and leisure opportunities. The LTP3 also sets the aim that each district have a Cycling Strategy in place by 2012.


Kent Countryside Access Improvement Plan 2007-2017 (KCC, 2007)

The Countryside Access and Improvement Plan (CAIP) is KCC’s Rights of Way Improvement Plan (RoWIP). It sets out a ten year strategy for the future management of Public Rights Of Way (PROW) and green space and aims to increase the usage and enjoyment of facilities. The Sevenoaks Cycling Strategy will work alongside the CAIP in the following areas:

CAIP Objective Reference

CAIP Objective

D4 Develop multi-user routes that allow walking, cycling, horse riding from towns to the wider countryside

N3 Increase provision for off-road cycling and mountain biking activity

K4 Produce and distribute information on Cycling and Horse Riding

K7 Work in partnership to improve regional/national/international awareness of walking, cycling and horse riding opportunities in Kent, to directly support tourism objectives

ST2 Identify and investigate where the public rights of way network can provide safe alternative routes to avoid people having to walk, ride or cycle on busy roads

ST3 Develop the public rights of way network to support the County Council’s “Healthy Schools” initiative

Sevenoaks Local Development Framework and Core Strategy Development Plan Document (SDC, 2011)

The Local Development Framework (LDF) is used in the long-term planning of the District and in the determination of planning applications and comprises a portfolio of Local Development Documents. The Core Strategy Development Plan Document, which was adopted on 22 February 2011, is the key Local Development Document contained within the LDF. It sets out the vision for future development in the District over the period to 2026 and the policies in accordance with which development control decisions should usually be made. The document contains both Location Policies (LO) which cover the distribution of development and Strategic Policies (SP) which are general policies to be applied to development across the district. Policy LO1 identifies Sevenoaks urban area as the principal location for development in the district with Swanley being the secondary focus and Edenbridge the third. Policy SP2 states that the Council will ‘seek improved facilities for cyclists and pedestrians’. This provides the policy basis for the Council to seek contributions towards cycle routes and parking from developers.

Sevenoaks District Strategy for Transport 2009-2026 (KCC, 2009)

The Sevenoaks District Strategy for Transport (SDST) sets out the vision for the District’s transport network until 2026 and was prepared by KCC with support from SDC. It was produced in parallel with the Core Strategy and its proposals are based on the level and distribution of development in the DPD. The SDST has four priority objectives, namely: • Improving Accessibility• Tackling Congestion• Providing Safer Roads• Improving Air Quality

These objectives were used to identify priorities in four parts of the District, namely Sevenoaks Urban Area, Swanley, Edenbridge and the villages and rural areas. Improving facilities for walking and cycling were priorities in each of these areas and in Swanley there was an additional priority to improve access to the Railway Station by walking and cycling. The SDST is accompanied by an Implementation Plan which sets out individual policies by which to achieve the SDST objectives one of which is the development of a Cycling Strategy for the District.



Kent Countryside Access Improvement Plan 2007-2017 (KCC, 2007)

The Countryside Access and Improvement Plan (CAIP) is KCC’s Rights of Way Improvement Plan (RoWIP). It sets out a ten year strategy for the future management of Public Rights Of Way (PROW) and green space and aims to increase the usage and enjoyment of facilities. The Sevenoaks Cycling Strategy will work alongside the CAIP in the following areas:

CAIP Objective Reference

CAIP Objective

D4 Develop multi-user routes that allow walking, cycling, horse riding from towns to the wider countryside

N3 Increase provision for off-road cycling and mountain biking activity

K4 Produce and distribute information on Cycling and Horse Riding

K7 Work in partnership to improve regional/national/international awareness of walking, cycling and horse riding opportunities in Kent, to directly support tourism objectives

ST2 Identify and investigate where the public rights of way network can provide safe alternative routes to avoid people having to walk, ride or cycle on busy roads

ST3 Develop the public rights of way network to support the County Council’s “Healthy Schools” initiative

Sevenoaks Local Development Framework and Core Strategy Development Plan Document (SDC, 2011)

The Local Development Framework (LDF) is used in the long-term planning of the District and in the determination of planning applications and comprises a portfolio of Local Development Documents. The Core Strategy Development Plan Document, which was adopted on 22 February 2011, is the key Local Development Document contained within the LDF. It sets out the vision for future development in the District over the period to 2026 and the policies in accordance with which development control decisions should usually be made. The document contains both Location Policies (LO) which cover the distribution of development and Strategic Policies (SP) which are general policies to be applied to development across the district. Policy LO1 identifies Sevenoaks urban area as the principal location for development in the district with Swanley being the secondary focus and Edenbridge the third. Policy SP2 states that the Council will ‘seek improved facilities for cyclists and pedestrians’. This provides the policy basis for the Council to seek contributions towards cycle routes and parking from developers.

Sevenoaks District Strategy for Transport 2009-2026 (KCC, 2009)

The Sevenoaks District Strategy for Transport (SDST) sets out the vision for the District’s transport network until 2026 and was prepared by KCC with support from SDC. It was produced in parallel with the Core Strategy and its proposals are based on the level and distribution of development in the DPD. The SDST has four priority objectives, namely: • Improving Accessibility• Tackling Congestion• Providing Safer Roads• Improving Air Quality

These objectives were used to identify priorities in four parts of the District, namely Sevenoaks Urban Area, Swanley, Edenbridge and the villages and rural areas. Improving facilities for walking and cycling were priorities in each of these areas and in Swanley there was an additional priority to improve access to the Railway Station by walking and cycling. The SDST is accompanied by an Implementation Plan which sets out individual policies by which to achieve the SDST objectives one of which is the development of a Cycling Strategy for the District.



Sevenoaks Sustainable Community Action Plan 2010-2013 (Sevenoaks District Local Strategic Partnership, 2010)

The Sevenoaks District Community Action Plan 2010-2013 was produced by the Sevenoaks District Local Strategic Partnership which is made up of various organisations in Kent including KCC and SDC and was adopted by SDC in 2010. The plan sets out the priorities for many local services across the District for the next three years and will guide the preparation of other strategies prepared by the District during this period. The document identifies twelve Priority Outcomes and a number of actions within each Priority. Those which are particularly relevant to the Cycling Strategy are included in the Table below. Included within Action 10.4 is the Target to produce a Cycling Strategy for the district.

Priority Outcome Reference

Priority Outcome

Action Reference

Action

5 A Clean and Healthy Environment 5.3 Improve air quality in AQMAs and across the district generally

6 Energy, Resources and Climate Change

6.1 Increase carbon (CO2) savings

10 Keep Sevenoaks District Moving 10.3 Reduce the number of school children travel-ling by car

10 Keep Sevenoaks District Moving 10.4 Increase proportion of journeys made by cycling by improving facilities for cyclists

Sevenoaks Air Quality Action Plan (SDC, 2009)

The Environment Act 1995 requires local councils to regularly assess the air quality in their area. If any of the key pollutants in the National Air Quality Strategy are likely to exceed the targets set and where the public are exposed, the council is required to designate “Air Quality Management Areas” (AQMA). There are currently eleven AQMAs in Sevenoaks and these are included in the Table below. The Act also requires local authorities to produce an Action Plan for improving air quality in those locations designated as AQMAs. The current Sevenoaks Air Quality Action Plan was published in 2009 and includes a number of actions to work with KCC to reduce traffic in these areas. The Plan recognises that the promotion of cycling forms part of an agreed county-wide strategy for tackling congestion.

AQMA

Location

1 M20 - from Junction 3 of the M25 to the district boundary with Tonbridge and Malling Borough Council (6.9 miles).

2 M25 - County border with Surrey to district border with Dartford, including Junctions 3, 4 and 5 and the extension of Junction 5 to connect with the A25 at Bessel’s Green (13.5 miles)

3 M26 - from junction 5 of the M25 to the district boundary with Tonbridge and Malling Borough Council (5.6 miles).

4 A20 (T) Swanley Bypass - from junction 3 of the M25 to the district boundary with the London Bor-ough of Bromley (2.7miles).

5 A25 Riverhead - between its northern and southern junctions with the A224 (155m).

6 M25 - Junction 5 to Kent / Surrey border

8 B2173 Swanley – London Road (East); High Street; Bartholomew Way and parts of Central town area

9 A25 Seal – High Street

10 A225 Sevenoaks – High Street

11 A25 Westerham – High Street; Market Square; Vicarage Hill; London Road (A233)12 A25 Sevenoaks – Bat & Ball junction with A225

Note: there is no AQMA 7



Sevenoaks Sustainable Community Action Plan 2010-2013 (Sevenoaks District Local Strategic Partnership, 2010)

The Sevenoaks District Community Action Plan 2010-2013 was produced by the Sevenoaks District Local Strategic Partnership which is made up of various organisations in Kent including KCC and SDC and was adopted by SDC in 2010. The plan sets out the priorities for many local services across the District for the next three years and will guide the preparation of other strategies prepared by the District during this period. The document identifies twelve Priority Outcomes and a number of actions within each Priority. Those which are particularly relevant to the Cycling Strategy are included in the Table below. Included within Action 10.4 is the Target to produce a Cycling Strategy for the district.

Priority Outcome Reference

Priority Outcome

Action Reference

Action

5 A Clean and Healthy Environment 5.3 Improve air quality in AQMAs and across the district generally

6 Energy, Resources and Climate Change

6.1 Increase carbon (CO2) savings

10 Keep Sevenoaks District Moving 10.3 Reduce the number of school children travel-ling by car

10 Keep Sevenoaks District Moving 10.4 Increase proportion of journeys made by cycling by improving facilities for cyclists

Sevenoaks Air Quality Action Plan (SDC, 2009)

The Environment Act 1995 requires local councils to regularly assess the air quality in their area. If any of the key pollutants in the National Air Quality Strategy are likely to exceed the targets set and where the public are exposed, the council is required to designate “Air Quality Management Areas” (AQMA). There are currently eleven AQMAs in Sevenoaks and these are included in the Table below. The Act also requires local authorities to produce an Action Plan for improving air quality in those locations designated as AQMAs. The current Sevenoaks Air Quality Action Plan was published in 2009 and includes a number of actions to work with KCC to reduce traffic in these areas. The Plan recognises that the promotion of cycling forms part of an agreed county-wide strategy for tackling congestion.

AQMA

Location

1 M20 - from Junction 3 of the M25 to the district boundary with Tonbridge and Malling Borough Council (6.9 miles).

2 M25 - County border with Surrey to district border with Dartford, including Junctions 3, 4 and 5 and the extension of Junction 5 to connect with the A25 at Bessel’s Green (13.5 miles)

3 M26 - from junction 5 of the M25 to the district boundary with Tonbridge and Malling Borough Council (5.6 miles).

4 A20 (T) Swanley Bypass - from junction 3 of the M25 to the district boundary with the London Bor-ough of Bromley (2.7miles).

5 A25 Riverhead - between its northern and southern junctions with the A224 (155m).

6 M25 - Junction 5 to Kent / Surrey border

8 B2173 Swanley – London Road (East); High Street; Bartholomew Way and parts of Central town area

9 A25 Seal – High Street

10 A225 Sevenoaks – High Street

11 A25 Westerham – High Street; Market Square; Vicarage Hill; London Road (A233)12 A25 Sevenoaks – Bat & Ball junction with A225

Note: there is no AQMA 7


Appendix B: Suggested Cycle Routes in Sevenoaks Urban Area



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cycl

e us

e w

ould

be

subj

ect

to t

he la

ndow

ner’s

app

rova

l and

a f

orm

al a

gree

men

t; is

sues

of

secu

rity

and

light

ing

Sta

tus:

Pub

lic fo

otpa

th, K

CC

ow

ned



Sev

eno

aks

Rec

om

men

dat

ion

No

:

1b

Exi

t of f

ootp

ath

SR

734/

1 an

d dr

oppe

d ke

rbs

on B

ritta

ins

Lane

Pat

h an

d w

ide

gras

sed

area

Rec

om

men

dat

ion

: C

reat

e a

link

betw

een

foot

path

02

10/S

R73

4/1

and

foot

path

022

1/S

U12

/1

Bri

ef D

escr

ipti

on

: T

here

are

exi

stin

g dr

oppe

d ke

rbs

on B

ritta

ins

Lane

whi

ch

link

to a

pat

h ac

ross

a w

ide

gras

sed

area

. T

his,

in

turn

, lin

ks t

o an

exi

stin

g ze

bra

cros

sing

on

Lond

on R

oad.

Thi

s pa

th s

houl

d be

sig

ned

as a

cyc

le ro

ute.

In

the

long

er te

rm th

e pa

th c

ould

be

wid

ened

and

the

zebr

a cr

ossi

ng u

pgra

ded

to a

touc

an c

ross

ing

if fu

ndin

g an

d w

idth

allo

w.

Benefits:T

his

is th

e se

cond

in a

ser

ies

of li

nks

that

wou

ld c

reat

e a

wes

t-ea

st

rout

e ac

ross

the

cen

tre

of S

even

oaks

whi

ch w

ould

pro

vide

cyc

lists

with

an

alte

rnat

ive

rout

e to

the

A25

.

Co

nsi

der

atio

ns:

Pro

vidi

ng c

ycle

acc

ess

on t

his

sect

ion

wou

ld b

e su

bjec

t to

the

land

owne

r’s a

ppro

val a

nd a

for

mal

agr

eem

ent;

issu

es o

f se

curit

y an

d lig

htin

g

Sta

tus:

The

pat

h is

ow

ned

by K

CC



Sev

eno

aks

Rec

om

men

dat

ion

No

:

1c

Exi

t of f

ootp

ath

SU

12 o

nto

Rob

yns

Way

Rec

om

men

dat

ion

: Upg

rade

Foo

tpat

h 02

21/S

U12

/1 w

hich

run

s fr

om L

ondo

n R

oad

to R

obyn

s W

ay

Bri

ef D

escr

ipti

on

: T

his

foot

path

cro

sses

the

rai

lway

lin

e an

d lin

ks L

ondo

n R

oad

to R

obyn

s W

ay.

It sh

ould

be

upgr

aded

to a

llow

cyc

le u

se.

Benefits:T

his

is t

he t

hird

in a

ser

ies

of li

nks

that

wou

ld c

reat

e a

wes

t-ea

st

rout

e ac

ross

the

cen

tre

of S

even

oaks

whi

ch w

ould

pro

vide

cyc

lists

with

an

alte

rnat

ive

rout

e to

the

A25

. Thi

s sp

ecifi

c se

ctio

n pr

ovid

es a

rout

e ac

ross

the

railw

ay li

ne a

void

ing

the

busi

er L

ondo

n R

oad.

Co

nsi

der

atio

ns:

Upg

radi

ng th

e fo

otpa

th to

per

mit

cycl

e us

e w

ould

be

subj

ect

to t

he la

ndow

ner’s

app

rova

l and

a f

orm

al a

gree

men

t; is

sues

of

secu

rity

and

light

ing

Sta

tus:

Pub

lic fo

otpa

th, K

CC

ow

ned



Sev

eno

aks

Rec

om

men

dat

ion

No

:

1d

View

of R

obyn

s W

ay fa

cing

eas

tE

ntra

nce

to C

lock

hous

e La

ne fr

om

Lake

view

Roa

d

Rec

om

men

dat

ion

: Cre

ate

a lin

k be

twee

n fo

otpa

th 0

221/

SU

12/1

and

foot

path

02

21/S

U11

/2 (C

lock

hous

e La

ne) a

long

Rob

yns

Way

and

Lak

e Vi

ew R

oad

Bri

ef D

escr

ipti

on

: R

obyn

s W

ay a

nd L

ake

View

Roa

d ar

e qu

iet

resi

dent

ial

stre

ets.

A

t th

e w

este

rn e

nd o

f R

obyn

s W

ay is

foo

tpat

h 02

21/S

U12

/1 a

nd a

t th

e ea

ster

n en

d of

Lak

e Vi

ew R

oad

is f

ootp

ath

0221

/SU

11/2

(C

lock

hous

e La

ne).

Bot

h R

obyn

s W

ay a

nd L

ake

View

Roa

d sh

ould

be

sign

ed a

s cy

cle

rout

es a

nd a

ppro

pria

tely

loca

ted

drop

ped

kerb

s pr

ovid

ed.

Benefits:T

his

is t

he f

ourt

h in

a s

erie

s of

link

s th

at w

ould

cre

ate

a w

est-

east

ro

ute

acro

ss t

he c

entr

e of

Sev

enoa

ks w

hich

wou

ld p

rovi

de c

yclis

ts w

ith a

n al

tern

ativ

e ro

ute

to th

e A

25.

Sta

tus:

Rob

yns

Way

and

Lak

e Vi

ew R

oad

are

publ

icly

mai

ntai

nabl

e ro

ads



Sev

eno

aks

R

eco

mm

end

atio

n N

o:

1e

Ent

ranc

e of

Clo

ckho

use

Lane

from

La

kevi

ew R

oad

Clo

ckho

use

Lane

exi

t ont

o B

radb

ourn

e P

ark

Roa

d

Rec

om

men

dat

ion

: U

pgra

de

Foo

tpat

h 02

21/S

U11

/2

(Clo

ckho

use

Lane

) lin

king

Lak

e Vi

ew R

oad

to O

akde

ne R

oad

and

Bra

dbou

rne

Par

k R

oad

Bri

ef

Des

crip

tio

n:

The

foot

path

ru

ns

betw

een

Lake

Vi

ew

Roa

d an

d B

radb

ourn

e P

ark

Roa

d an

d al

so c

onne

cts

to O

akde

ne R

oad.

T

he r

oute

sh

ould

be

upgr

aded

to a

llow

cyc

le a

cces

s.

Benefits:

This

is th

e fif

th in

a s

erie

s of

link

s th

at w

ould

cre

ate

a w

est-e

ast

rout

e ac

ross

the

cen

tre

of S

even

oaks

whi

ch w

ould

pro

vide

cyc

lists

with

an

alte

rnat

ive

rout

e to

the

A25

.

Co

nsi

der

atio

ns:

Upg

radi

ng th

e fo

otpa

th to

per

mit

cycl

e us

e w

ould

be

subj

ect

to t

he la

ndow

ner’s

app

rova

l and

a f

orm

al a

gree

men

t; is

sues

of

secu

rity

and

light

ing

Sta

tus:

Pub

lic fo

otpa

th, l

and

owne

r un

know

n.



Sev

eno

aks

R

eco

mm

end

atio

n N

o:

1f

Exi

stin

g sp

eed

cush

ions

on

Bra

dbou

rne

Par

k R

oad

View

of B

radb

ourn

e R

oad

and

junc

tion

with

Cam

den

Roa

d

Rec

om

men

dat

ion

: C

reat

e a

link

from

Foo

tpat

h 02

21/S

U11

/2 (

Clo

ckho

use

Lane

) to

Cam

den

Roa

d (a

long

Bra

dbou

rne

Par

k R

oad

and

Bra

dbou

rne

Roa

d)

Bri

ef D

escr

ipti

on

: B

radb

ourn

e P

ark

Roa

d, B

radb

ourn

e R

oad

and

Cam

den

Roa

d ar

e 30

mph

resi

dent

ial s

treet

s. B

radb

ourn

e P

ark

Roa

d ha

s tra

ffic

calm

ing

spee

d cu

shio

ns th

at a

re n

ot c

ycle

frie

ndly

sin

ce th

ey h

ave

cobb

led

ram

ps a

nd

stee

p ed

ges.

The

se r

oads

sho

uld

be s

igne

d as

cyc

le r

oute

s an

d th

e sp

eed

cush

ions

on

Bra

dbou

rne

Par

k R

oad

mod

ified

by

inst

allin

g a

half

a m

etre

stri

p of

bla

ck to

p on

eac

h si

de.

Benefits:T

his

is t

he s

ixth

in a

ser

ies

of li

nks

that

wou

ld c

reat

e a

wes

t-ea

st

rout

e ac

ross

the

cent

re o

f Sev

enoa

ks w

hich

wou

ld c

yclis

ts w

ith a

n al

tern

ativ

e ro

ute

to th

e A

25. T

he r

oute

pas

ses

Sev

enoa

ks P

rimar

y S

choo

l.

Co

nsi

der

atio

ns:

Int

erac

tion

with

sch

ool

traffi

c du

ring

scho

ol o

peni

ng a

nd

clos

ing

times

Sta

tus:

Bra

dbou

rne

Par

k R

oad

and

Bra

dbou

rne

Roa

d ar

e pu

blic

ly m

aint

aina

ble

road

s



Sev

eno

aks

Rec

om

men

dat

ion

No

:

1g

View

of C

amde

n R

oad

faci

ng e

ast

Junc

tion

betw

een

Cam

den

Roa

d an

d W

icke

nden

Roa

d cr

ossi

ng S

t Jo

hn’s

Hill

Rec

om

men

dat

ion

: Cre

ate

a lin

k fr

om B

radb

ourn

e R

oad

to H

illin

gdon

Ave

nue

(alo

ng S

t Jam

es’s

Roa

d; S

t Geo

rge’

s R

oad;

St J

ohn’

s R

oad;

Cam

den

Roa

d,

Wic

kend

en R

oad

and

Littl

ewoo

d A

venu

e)

Bri

ef D

escr

ipti

on

: S

t Ja

mes

’s R

oad;

St

Geo

rge’

s R

oad;

St

John

’s R

oad;

C

amde

n R

oad,

Wic

kend

en R

oad

and

Littl

ewoo

d A

venu

e ar

e qu

iet

30m

ph

resi

dent

ial

stre

ets.

Li

ttlew

ood

Ave

nue

has

dual

sta

tus

as a

pub

lic f

ootp

ath.

T

hese

roa

ds s

houl

d be

sig

ned

as c

ycle

rou

tes.

Benefits:T

his

is th

e se

vent

h in

a s

erie

s of

link

s th

at w

ould

cre

ate

a w

est-

east

ro

ute

acro

ss t

he c

entr

e of

Sev

enoa

ks w

hich

wou

ld p

rovi

de c

yclis

ts w

ith a

n al

tern

ativ

e ro

ute

to th

e A

25.

Sta

tus:

St J

ames

’s R

oad;

St G

eorg

e’s

Roa

d; S

t Joh

n’s

Roa

d; C

amde

n R

oad,

W

icke

nden

Roa

d an

d Li

ttlew

ood

Ave

nue

are

publ

icly

mai

ntai

nabl

e ro

ads



Sev

eno

aks

Rec

om

men

dat

ion

No

:

1g

View

of C

amde

n R

oad

faci

ng e

ast

Junc

tion

betw

een

Cam

den

Roa

d an

d W

icke

nden

Roa

d cr

ossi

ng S

t Jo

hn’s

Hill

Rec

om

men

dat

ion

: Cre

ate

a lin

k fr

om B

radb

ourn

e R

oad

to H

illin

gdon

Ave

nue

(alo

ng S

t Jam

es’s

Roa

d; S

t Geo

rge’

s R

oad;

St J

ohn’

s R

oad;

Cam

den

Roa

d,

Wic

kend

en R

oad

and

Littl

ewoo

d A

venu

e)

Bri

ef D

escr

ipti

on

: S

t Ja

mes

’s R

oad;

St

Geo

rge’

s R

oad;

St

John

’s R

oad;

C

amde

n R

oad,

Wic

kend

en R

oad

and

Littl

ewoo

d A

venu

e ar

e qu

iet

30m

ph

resi

dent

ial

stre

ets.

Li

ttlew

ood

Ave

nue

has

dual

sta

tus

as a

pub

lic f

ootp

ath.

T

hese

roa

ds s

houl

d be

sig

ned

as c

ycle

rou

tes.

Benefits:T

his

is th

e se

vent

h in

a s

erie

s of

link

s th

at w

ould

cre

ate

a w

est-

east

ro

ute

acro

ss t

he c

entr

e of

Sev

enoa

ks w

hich

wou

ld p

rovi

de c

yclis

ts w

ith a

n al

tern

ativ

e ro

ute

to th

e A

25.

Sta

tus:

St J

ames

’s R

oad;

St G

eorg

e’s

Roa

d; S

t Joh

n’s

Roa

d; C

amde

n R

oad,

W

icke

nden

Roa

d an

d Li

ttlew

ood

Ave

nue

are

publ

icly

mai

ntai

nabl

e ro

ads


Sev

eno

aks

R

eco

mm

end

atio

n N

o:

1h

View

of T

he C

resc

ent f

acin

g so

uth

View

up

Sea

l Hol

low

Roa

d fa

cing

no

rth

Rec

om

men

dat

ion

: Cre

ate

a lin

k fr

om L

ittle

woo

d A

venu

e to

Sea

l Roa

d (a

long

H

illin

gdon

Ave

nue,

The

Cre

scen

t and

Sea

l Hol

low

Roa

d)

Bri

ef D

escr

ipti

on

: H

illin

gdon

Ave

nue,

the

Cre

scen

t an

d th

is s

ectio

n of

S

eal

Hol

low

Roa

d ar

e 30

mph

res

iden

tial

stre

ets.

Kno

le A

cade

my

and

the

Wild

erne

sse

spor

ts C

entr

e ar

e lo

cate

d on

Sea

l Hol

low

Roa

d. T

he th

ree

road

s sh

ould

be

sign

ed a

s cy

cle

rout

es.

Benefits:T

his

is t

he e

ight

h in

a s

erie

s of

lin

ks t

hat

wou

ld c

reat

e a

wes

t-ea

st r

oute

acr

oss

the

cent

re o

f S

even

oaks

whi

ch w

ould

pro

vide

cyc

lists

with

an

alte

rnat

ive

rout

e to

the

A25

. T

his

link

wou

ld p

rovi

de a

goo

d ro

ute

to t

he

Wild

erne

sse

Spo

rts

Cen

tre

from

the

wes

t. In

add

ition

, it

is p

ossi

ble

that

the

fo

rmer

Wild

erne

sse

Sch

ool s

ite w

ill b

e re

deve

lope

d in

the

fut

ure

and

that

an

oppo

rtun

ity m

ay a

rise

to p

rovi

de a

cyc

le r

oute

thro

ugh

the

grou

nds.

KC

C a

nd

SD

C w

ill c

ontin

ue to

mon

itor

prog

ress

in th

is r

egar

d.

Sta

tus:

Hill

ingd

on A

venu

e, T

he C

resc

ent

and

Sea

l Hol

low

Roa

d ar

e pu

blic

ly

mai

ntai

nabl

e ro

ads



Sev

eno

aks

R

eco

mm

end

atio

n N

o:

2

Exi

stin

g sp

eed

cush

ions

, B

radb

ourn

e P

ark

Roa

dH

itche

n H

atch

Lan

e fa

cing

sou

th

tow

ards

the

stat

ion

Rec

om

men

dat

ion

: Cre

ate

a lin

k be

twee

n F

ootp

ath

0221

/SU

11/2

(Clo

ckho

use

Lane

) an

d S

even

oaks

Rai

lway

Sta

tion

(alo

ng B

radb

ourn

e P

ark

Roa

d an

d H

itche

n H

atch

Lan

e).

Bri

ef D

escr

ipti

on

: Bra

dbou

rne

Par

k R

oad

is a

res

iden

tial 3

0mph

str

eet.

The

ro

ad h

as tr

affic

cal

min

g sp

eed

cush

ions

with

cob

bled

ram

ps a

nd s

teep

edg

es.

Bra

dbou

rne

Par

k R

oad

and

the

wes

tern

end

of

Hitc

hen

Hat

ch L

ane

shou

ld

be s

igne

d as

cyc

le r

oute

s an

d th

e sp

eed

cush

ions

on

Bra

dbou

rne

Par

k R

oad

mod

ified

by

inst

allin

g a

half

a m

etre

stri

p of

bla

ck to

p on

eac

h si

de. I

n ad

ditio

n,

an a

dvan

ced

stop

line

sho

uld

also

be

inst

alle

d on

the

traffi

c lig

hts

on L

ondo

n R

oad

for

cycl

ists

turn

ing

right

up

Bra

dbou

rne

Par

k R

oad.

Benefits:T

his

rout

e w

ould

pro

vide

a li

nk to

the

railw

ay s

tatio

n fr

om th

e w

est-

east

rou

te a

cros

s S

even

oaks

(R

oute

1).

Co

nsi

der

atio

ns:

Hig

hway

cap

acity

at j

unct

ion

Sta

tus:

B

radb

ourn

e P

ark

Roa

d an

d H

itche

n H

atch

La

ne

are

publ

icly

m

aint

aina

ble

road

s



Sev

eno

aks

R

eco

mm

end

atio

n N

o:

2

Exi

stin

g sp

eed

cush

ions

, B

radb

ourn

e P

ark

Roa

dH

itche

n H

atch

Lan

e fa

cing

sou

th

tow

ards

the

stat

ion

Rec

om

men

dat

ion

: Cre

ate

a lin

k be

twee

n F

ootp

ath

0221

/SU

11/2

(Clo

ckho

use

Lane

) an

d S

even

oaks

Rai

lway

Sta

tion

(alo

ng B

radb

ourn

e P

ark

Roa

d an

d H

itche

n H

atch

Lan

e).

Bri

ef D

escr

ipti

on

: Bra

dbou

rne

Par

k R

oad

is a

res

iden

tial 3

0mph

str

eet.

The

ro

ad h

as tr

affic

cal

min

g sp

eed

cush

ions

with

cob

bled

ram

ps a

nd s

teep

edg

es.

Bra

dbou

rne

Par

k R

oad

and

the

wes

tern

end

of

Hitc

hen

Hat

ch L

ane

shou

ld

be s

igne

d as

cyc

le r

oute

s an

d th

e sp

eed

cush

ions

on

Bra

dbou

rne

Par

k R

oad

mod

ified

by

inst

allin

g a

half

a m

etre

stri

p of

bla

ck to

p on

eac

h si

de. I

n ad

ditio

n,

an a

dvan

ced

stop

line

sho

uld

also

be

inst

alle

d on

the

traffi

c lig

hts

on L

ondo

n R

oad

for

cycl

ists

turn

ing

right

up

Bra

dbou

rne

Par

k R

oad.

Benefits:T

his

rout

e w

ould

pro

vide

a li

nk to

the

railw

ay s

tatio

n fr

om th

e w

est-

east

rou

te a

cros

s S

even

oaks

(R

oute

1).

Co

nsi

der

atio

ns:

Hig

hway

cap

acity

at j

unct

ion

Sta

tus:

B

radb

ourn

e P

ark

Roa

d an

d H

itche

n H

atch

La

ne

are

publ

icly

m

aint

aina

ble

road

s


Sev

eno

aks

Rec

om

men

dat

ion

No

:

3

No

entr

y si

gn o

n no

rthe

rn s

ectio

n of

H

ospi

tal R

oad

Exi

stin

g cr

ossi

ng o

n H

illin

gdon

A

venu

e

Rec

om

men

dat

ion

: In

stal

l a c

ontra

flow

cyc

le la

ne o

n H

ospi

tal R

oad

Bri

ef D

escr

ipti

on

: H

ospi

tal

Roa

d is

a s

hort

nor

th-s

outh

lin

k be

twee

n S

eal

Roa

d an

d S

t Jo

hn’s

Hill

. T

he s

outh

ern

half

of t

he r

oad

is t

wo-

way

and

the

no

rther

n se

ctio

n is

one

-way

, with

a “

No

entry

” si

gn a

t the

junc

tion

with

Sea

l R

oad/

Hill

ingd

on A

venu

e.

A c

ycle

ent

ry p

oint

seg

rega

ted

from

the

opp

osin

g tra

ffic

flow

sho

uld

be p

rovi

ded

on th

e on

e-w

ay s

ectio

n to

allo

w c

yclis

ts tr

avel

ling

sout

h to

use

the

roa

d. T

he “

No

entry

” re

quire

men

t fo

r m

otor

ists

sho

uld

be

sign

ed a

s us

ual.

Benefits:

Thi

s ro

ute

wou

ld

prov

ide

an

alte

rnat

ive

link

for

cycl

ists

fr

om

Gre

atne

ss t

rave

lling

tow

ards

the

tow

n ce

ntre

whi

ch a

void

s th

e B

at a

nd B

all

junc

tion.

Sta

tus:

Hos

pita

l Roa

d is

a p

ublic

ly m

aint

aina

ble

road



Sev

eno

aks

Rec

om

men

dat

ion

No

:

4

Exi

t of f

ootp

ath

SU

11 o

nto

Oak

dene

R

oad

Und

erpa

ss b

enea

th A

25 a

t the

end

of

Oak

dene

Roa

d

Rec

om

men

dat

ion

: Cre

ate

a lin

k be

twee

n fo

otpa

th 0

221/

SU

11/2

(Clo

ckho

use

Lane

) an

d un

derp

ass

bene

ath

the

A25

(al

ong

Oak

dene

Roa

d)

Bri

ef D

escr

ipti

on

: O

akde

ne R

oad

is a

30m

ph w

ide

resi

dent

ial s

tree

t. A

t the

so

uthe

rn e

nd is

exi

stin

g fo

otpa

th 0

221/

SU

11/2

and

at

its n

orth

ern

end

ther

e is

an

unde

rpas

s be

neat

h B

radb

ourn

e Va

le R

oad

(A25

) whi

ch le

ads

to K

nole

A

cade

my.

Thi

s ro

ute

shou

ld b

e si

gned

as

a cy

cle

rout

e.

Benefits:T

his

rout

e w

ould

pro

vide

a li

nk b

etw

een

the

east

-wes

t rou

te a

cros

s S

even

oaks

(R

oute

1e)

and

the

exis

ting

Kno

le A

cade

my

site

whi

ch a

void

s th

e bu

sy A

25. T

he ro

ute

wou

ld a

lso

link

with

Rou

te 5

, the

sug

gest

ed o

ff ro

ad ro

ute

betw

een

Oak

dene

Roa

d an

d O

tford

Roa

d.

Sta

tus:

Oak

dene

Roa

d is

a p

ublic

ly m

aint

aina

ble

road



Sev

eno

aks

Rec

om

men

dat

ion

No

:

4

Exi

t of f

ootp

ath

SU

11 o

nto

Oak

dene

R

oad

Und

erpa

ss b

enea

th A

25 a

t the

end

of

Oak

dene

Roa

d

Rec

om

men

dat

ion

: Cre

ate

a lin

k be

twee

n fo

otpa

th 0

221/

SU

11/2

(Clo

ckho

use

Lane

) an

d un

derp

ass

bene

ath

the

A25

(al

ong

Oak

dene

Roa

d)

Bri

ef D

escr

ipti

on

: O

akde

ne R

oad

is a

30m

ph w

ide

resi

dent

ial s

tree

t. A

t the

so

uthe

rn e

nd is

exi

stin

g fo

otpa

th 0

221/

SU

11/2

and

at

its n

orth

ern

end

ther

e is

an

unde

rpas

s be

neat

h B

radb

ourn

e Va

le R

oad

(A25

) whi

ch le

ads

to K

nole

A

cade

my.

Thi

s ro

ute

shou

ld b

e si

gned

as

a cy

cle

rout

e.

Benefits:T

his

rout

e w

ould

pro

vide

a li

nk b

etw

een

the

east

-wes

t rou

te a

cros

s S

even

oaks

(R

oute

1e)

and

the

exis

ting

Kno

le A

cade

my

site

whi

ch a

void

s th

e bu

sy A

25. T

he ro

ute

wou

ld a

lso

link

with

Rou

te 5

, the

sug

gest

ed o

ff ro

ad ro

ute

betw

een

Oak

dene

Roa

d an

d O

tford

Roa

d.

Sta

tus:

Oak

dene

Roa

d is

a p

ublic

ly m

aint

aina

ble

road


Sev

eno

aks

R

eco

mm

end

atio

n N

o:

5

Und

erpa

ss n

ear

Bra

dbou

rne

Sch

ool

Rec

om

men

dat

ion

: C

reat

e an

off-

road

rou

te b

etw

een

Oak

dene

Roa

d an

d O

tford

Roa

d (a

roun

d th

e W

ildfo

wl R

eser

ve)

Bri

ef D

escr

ipti

on

: Thi

s ro

ute

wou

ld li

nk to

Rou

te 5

and

wou

ld s

kirt

the

east

ern

end

of th

e W

ildfo

wl R

eser

ve b

efor

e re

join

ing

Otfo

rd R

oad.

The

rout

e w

as fi

rst

prop

osed

by

Sus

tran

s in

199

2 an

d w

ould

requ

ire th

e co

nstr

uctio

n of

a tw

o-w

ay

off

road

cyc

le r

oute

. T

his

wou

ld b

e su

bjec

t to

the

land

owne

r’s p

erm

issi

on. A

cr

ossi

ng fa

cilit

y on

Otfo

rd R

oad

wou

ld a

lso

be r

equi

red

to a

llow

cyc

lists

to jo

in

Otfo

rd-S

even

oaks

rou

te, w

ith th

e ex

act l

ocat

ion

for

this

to b

e de

term

ined

.

Benefits:T

his

rout

e w

ould

pro

vide

a li

nk n

orth

tow

ards

Otfo

rd fo

r bot

h cy

clis

ts

and

pede

stria

ns w

hich

avo

ids

the

busy

Bat

and

Bal

l ju

nctio

n. I

t w

ould

als

o lin

k w

ith R

oute

4 w

hich

goe

s so

uth

into

Sev

enoa

ks.

The

rou

te r

uns

past

the

B

radb

ourn

e S

choo

l site

, pro

vidi

ng a

goo

d ac

cess

rou

te fo

r ch

ildre

n

Co

nsi

der

atio

ns:

The

cre

atio

n of

an

off r

oad

cycl

e fa

cilit

y w

ould

be

subj

ect t

o th

e la

ndow

ner’s

app

rova

l and

a f

orm

al a

gree

men

t. T

he a

rea

is a

lso

a S

ite o

f S

peci

al S

cien

tific

Inte

rest

(SS

SI)

and

ther

efor

e co

nsen

t wou

ld b

e ne

eded

from

N

atur

al E

ngla

nd a

s w

ell a

s th

e ow

ner.

Issu

es o

f sec

urity

and

ligh

ting.

Sta

tus:

The

land

is o

wne

d by

Laf

arge

and

is

man

aged

by

the

Ken

t W

ildlif

e Tr

ust.



Sev

eno

aks

Rec

om

men

dat

ion

No

:

6a

Foo

tway

on

the

east

ern

side

of

Otfo

rd R

oad

on th

e du

al

carr

iage

way

sec

tion

Foo

tway

on

the

east

ern

side

of

Otfo

rd R

oad

betw

een

Vest

ry R

oad

and

Sai

nsbu

ry’s

Rou

ndab

out

Rec

om

men

dat

ion

: R

oute

alo

ng t

he n

orth

ern

sect

ion

of O

tford

Roa

d (f

rom

S

tatio

n R

oad,

Otfo

rd to

Sai

nsbu

ry’s

Rou

ndab

out)

Bri

ef

Des

crip

tio

n:

Otfo

rd

Roa

d is

th

e m

ain

rout

e be

twee

n O

tford

an

d S

even

oaks

. T

he c

hara

cter

of

the

road

cha

nges

alo

ng i

ts l

engt

h.

Bet

wee

n S

tatio

n R

oad

and

Bub

bles

tone

Roa

d th

e sp

eed

limit

is 3

0mph

; at B

ubbl

esto

ne

Roa

d it

incr

ease

s to

40m

ph a

nd t

he d

ual

carr

iage

way

sec

tion

it is

nat

iona

l sp

eed

limit.

F

rom

the

Hig

h S

tree

t/Sta

tion

Roa

d ro

unda

bout

to

the

junc

tion

with

Bub

bles

tone

Roa

d an

on

carr

iage

way

adv

isor

y la

ne o

n ea

ch s

ide

of t

he

road

sho

uld

be in

stal

led.

Fro

m B

ubbl

esto

ne R

oad

to S

ains

bury

’s r

ound

abou

t th

e ea

ster

n fo

otw

ay s

houl

d be

sig

ned

as a

tw

o-w

ay s

hare

d us

e fa

cilit

y an

d in

the

long

er t

erm

the

foo

tway

cou

ld b

e w

iden

ed.

If no

t al

read

y, t

he e

xist

ing

cros

sing

on

Vest

ry R

oad

shou

ld b

e w

iden

ed to

2m

.

Benefits:

This

is t

he fi

rst

in a

ser

ies

of li

nks

whi

ch w

ould

pro

vide

a n

orth

-so

uth

link

betw

een

Otfo

rd a

nd S

even

oaks

. A

rou

te a

long

thi

s se

ctio

n is

one

of

the

rout

e op

tions

bei

ng c

onsi

dere

d as

par

t of t

he p

ropo

sed

exte

nsio

n of

the

Dar

ent V

alle

y P

ath

(Rou

te 2

3) d

etai

ls o

f whi

ch a

re d

iscu

ssed

in A

ppen

dix

F.

Co

nsi

der

atio

ns:

Roa

d w

idth

and

hig

hway

cap

acity

; saf

ety

impl

icat

ions

Sta

tus:

Otfo

rd/S

even

oaks

Roa

d is

a p

ublic

ly m

aint

aina

ble

road


Sev

eno

aks

Rec

om

men

dat

ion

No

:

6b

Rou

te a

long

St C

ram

pton

’s R

oad

faci

ng n

orth

Sou

ther

n se

ctio

n of

St C

ram

pton

’s

Roa

d

Rec

om

men

dat

ion

: R

oute

from

Sai

nsbu

ry’s

Rou

ndab

out,

Otfo

rd R

oad

to B

at

and

Bal

l jun

ctio

n (a

long

Otfo

rd R

oad

and

Cra

mpt

on’s

Roa

d)

Bri

ef D

escr

ipti

on

: T

here

is a

n ex

istin

g cy

cle

rout

e ru

nnin

g fr

om S

ains

bury

s ro

unda

bout

to

just

prio

r to

Cra

mpt

on’s

Roa

d.

Thi

s be

gins

on

the

east

ern

foot

way

and

then

join

s th

e ca

rria

gew

ay a

s an

adv

isor

y ro

ute.

Cra

mpt

on’s

Roa

d is

a q

uiet

res

iden

tial s

tree

t an

d at

its

sout

hern

end

the

re is

a s

hort

sec

tion

of

path

whi

ch r

ejoi

ns O

tford

Roa

d.

Fro

m t

he e

nd o

f th

e ex

istin

g ro

ute

on t

he

east

ern

foot

way

to th

e ju

nctio

n w

ith C

ram

pton

’s R

oad

shou

ld b

e w

iden

ed a

nd

sign

ed a

s a

shar

ed u

se c

ycle

way

. C

ram

pton

’s R

oad

and

the

path

sho

uld

be

sign

ed a

s cy

cle

rout

es a

nd in

the

long

er t

erm

, th

e pa

th c

ould

be

wid

ened

. At

the

Bat

and

Bal

l ju

nctio

n, s

ubje

ct t

o de

taile

d ex

amin

atio

n, a

cen

tral

fee

der

lane

and

adv

ance

d st

op l

ines

sho

uld

be p

rovi

ded

on t

he A

225/

Otfo

rd R

oad

appr

oach

on

the

stra

ight

ahe

ad a

nd r

ight

turn

lane

s.

Co

nsi

der

atio

ns:

Tra

ffic

sens

itive

loca

tion;

impa

ct o

n A

QM

A; h

ighw

ay c

apac

ity

rest

rictio

ns a

t jun

ctio

n

Benefits:T

his

is th

e se

cond

in a

ser

ies

of li

nks

whi

ch w

ould

pro

vide

a n

orth

-so

uth

link

betw

een

Otfo

rd a

nd S

even

oaks

. A

rou

te a

long

thi

s se

ctio

n is

one

of

the

rout

e op

tions

bei

ng c

onsi

dere

d as

par

t of R

oute

23

(see

App

endi

x F

).

Sta

tus:

Otfo

rd R

oad

and

Cra

mpt

on’s

Roa

d ar

e pu

blic

ly m

aint

aina

ble



Sev

eno

aks

R

eco

mm

end

atio

n N

o:

6c

Bra

dbou

rne

Vale

Roa

d fa

cing

eas

t to

war

dsth

e B

at a

nd B

all j

unct

ion

View

of S

t Joh

n’s

Roa

d fa

cing

so

uth

Rec

om

men

dat

ion

: R

oute

fro

m B

at a

nd B

all

junc

tion

to S

t Jo

hn’s

Roa

d/

Dar

tford

Roa

d ju

nctio

n (a

long

Bra

dbou

rne

Vale

Roa

d an

d S

t Joh

n’s

Roa

d)

Bri

ef D

escr

ipti

on

: S

t Joh

n’s

Roa

d an

d S

t Joh

n’s

Hill

whi

ch is

the

alte

rnat

ive

north

-sou

th li

nk a

re re

lativ

ely

stee

p bu

t St J

ohn’

s R

oad

has

sign

ifica

ntly

low

er

traffi

c vo

lum

es. T

he fo

otw

ay o

n th

e so

uthe

rn s

ide

of B

radb

ourn

e Va

le R

oad

shou

ld b

e si

gned

as

a sh

ared

rou

te f

acili

ty f

or c

yclis

ts t

rave

lling

in

an e

ast-

wes

t di

rect

ion.

In

the

lon

ger

term

it

coul

d be

wid

ened

if

spac

e al

low

s. S

t Jo

hn’s

Hill

sho

uld

be s

igne

d as

a c

ycle

rou

te.

Benefits:

Thi

s is

the

thi

rd i

n a

serie

s of

lin

ks w

hich

wou

ld p

rovi

de a

nor

th-

sout

h lin

k be

twee

n O

tford

and

Sev

enoa

ks.

Thi

s se

ctio

n w

ould

pro

vide

an

alte

rnat

ive

rout

e to

St

John

’s H

ill f

or c

yclis

ts t

rave

lling

fro

m n

orth

to

sout

h (in

an

uphi

ll di

rect

ion)

. W

hen

trav

ellin

g up

hill

the

spee

d di

ffere

ntia

l bet

wee

n cy

clis

ts a

nd m

otor

ists

ten

ds t

o be

larg

er a

nd c

yclis

ts m

ay w

ande

r a

little

as

thei

r sp

eed

is r

educ

ed. A

rou

te w

ith lo

wer

traf

fic v

olum

es m

ay th

eref

ore

be

pref

erab

le.

For

cyc

lists

tra

velli

ng s

outh

to

nort

h (d

ownh

ill)

St

John

’s R

oad

may

be

less

pro

blem

atic

. The

rou

te w

ould

als

o lin

k to

the

prop

osed

wes

t-ea

st

rout

e ac

ross

Sev

enoa

ks (

Rou

te 1

g).

Co

nsi

der

atio

ns:

Hig

hway

cap

acity

and

wid

th r

estr

ictio

ns o

n B

radb

ourn

e Va

le R

oad;

saf

ety

impl

icat

ions

Sta

tus:

Bra

dbou

rne

Vale

Roa

d an

d S

t Joh

n’s

Roa

d ar

e pu

blic

ly m

aint

aina

ble

road

s



Sev

eno

aks

R

eco

mm

end

atio

n N

o:

6c

Bra

dbou

rne

Vale

Roa

d fa

cing

eas

t to

war

dsth

e B

at a

nd B

all j

unct

ion

View

of S

t Joh

n’s

Roa

d fa

cing

so

uth

Rec

om

men

dat

ion

: R

oute

fro

m B

at a

nd B

all

junc

tion

to S

t Jo

hn’s

Roa

d/

Dar

tford

Roa

d ju

nctio

n (a

long

Bra

dbou

rne

Vale

Roa

d an

d S

t Joh

n’s

Roa

d)

Bri

ef D

escr

ipti

on

: S

t Joh

n’s

Roa

d an

d S

t Joh

n’s

Hill

whi

ch is

the

alte

rnat

ive

north

-sou

th li

nk a

re re

lativ

ely

stee

p bu

t St J

ohn’

s R

oad

has

sign

ifica

ntly

low

er

traffi

c vo

lum

es. T

he fo

otw

ay o

n th

e so

uthe

rn s

ide

of B

radb

ourn

e Va

le R

oad

shou

ld b

e si

gned

as

a sh

ared

rou

te f

acili

ty f

or c

yclis

ts t

rave

lling

in

an e

ast-

wes

t di

rect

ion.

In

the

lon

ger

term

it

coul

d be

wid

ened

if

spac

e al

low

s. S

t Jo

hn’s

Hill

sho

uld

be s

igne

d as

a c

ycle

rou

te.

Benefits:

Thi

s is

the

thi

rd i

n a

serie

s of

lin

ks w

hich

wou

ld p

rovi

de a

nor

th-

sout

h lin

k be

twee

n O

tford

and

Sev

enoa

ks.

Thi

s se

ctio

n w

ould

pro

vide

an

alte

rnat

ive

rout

e to

St

John

’s H

ill f

or c

yclis

ts t

rave

lling

fro

m n

orth

to

sout

h (in

an

uphi

ll di

rect

ion)

. W

hen

trav

ellin

g up

hill

the

spee

d di

ffere

ntia

l bet

wee

n cy

clis

ts a

nd m

otor

ists

ten

ds t

o be

larg

er a

nd c

yclis

ts m

ay w

ande

r a

little

as

thei

r sp

eed

is r

educ

ed. A

rou

te w

ith lo

wer

traf

fic v

olum

es m

ay th

eref

ore

be

pref

erab

le.

For

cyc

lists

tra

velli

ng s

outh

to

nort

h (d

ownh

ill)

St

John

’s R

oad

may

be

less

pro

blem

atic

. The

rou

te w

ould

als

o lin

k to

the

prop

osed

wes

t-ea

st

rout

e ac

ross

Sev

enoa

ks (

Rou

te 1

g).

Co

nsi

der

atio

ns:

Hig

hway

cap

acity

and

wid

th r

estr

ictio

ns o

n B

radb

ourn

e Va

le R

oad;

saf

ety

impl

icat

ions

Sta

tus:

Bra

dbou

rne

Vale

Roa

d an

d S

t Joh

n’s

Roa

d ar

e pu

blic

ly m

aint

aina

ble

road

s


Sev

eno

aks

Rec

om

men

dat

ion

No

:

6d

View

of H

olly

bush

Lan

e fa

cing

so

uth-

east

View

of H

olly

bush

Lan

e fa

cing

no

rth

-eas

t

Rec

om

men

dat

ion

: R

oute

alo

ng H

olly

bush

Lan

e an

d Vi

ne C

ourt

Roa

d

Bri

ef D

escr

ipti

on

: Hol

lybu

sh L

ane

and

Vine

Cou

rt R

oad

are

quie

t res

iden

tial

stre

ets.

Hol

lybu

sh L

ane

is a

one

-way

str

eet w

ith p

arki

ng o

n on

e si

de.

Benefits:T

his

is t

he f

ourt

h in

a s

erie

s of

link

s w

hich

wou

ld p

rovi

de a

nor

th-

sout

h lin

k be

twee

n O

tford

and

Sev

enoa

ks.

Thi

s se

ctio

n w

ould

pro

vide

an

alte

rnat

ive

rout

e to

St

John

’s H

ill f

or c

yclis

ts t

rave

lling

fro

m n

orth

to

sout

h (in

an

uph

ill d

irect

ion)

. F

or c

yclis

ts t

rave

lling

sou

th t

o no

rth

(dow

nhill

) D

artfo

rd

Roa

d m

ay b

e le

ss p

robl

emat

ic.

Sta

tus:

Hol

lybu

sh L

ane

and

Vine

Cou

rt R

oad

are

publ

icly

mai

ntai

nabl

e ro

ads



Sev

eno

aks

Rec

om

men

dat

ion

No

:

6e

Rou

te to

the

wes

t of t

he c

ricke

t gr

ound

faci

ng s

outh

Rec

om

men

dat

ion

: R

oute

alo

ng V

ine

Cric

ket G

roun

d

Bri

ef D

escr

ipti

on

: T

here

is a

wid

e fo

otw

ay o

n th

e w

este

rn s

ide

of th

e cr

icke

t gr

ound

. Whe

re w

idth

allo

ws,

the

foot

way

on

this

sec

tion

shou

ld b

e si

gned

as

a sh

ared

use

cyc

lew

ay.

If w

idth

allo

ws

an a

dvis

ory

cycl

e la

ne, w

ith a

col

oure

d su

rfac

e on

the

mou

th o

f the

Hol

ly B

ush

lane

junc

tion

coul

d be

inst

alle

d. T

he

Pem

brok

e R

oad/

Suf

folk

Way

/Hig

h S

treet

junc

tion

has

been

iden

tified

as

bein

g di

fficu

lt to

nav

igat

e fo

r bo

th p

edes

trian

s an

d cy

clis

ts a

nd f

unds

hav

e be

en

secu

red

to m

odify

the

junc

tion

from

the

near

by W

aitr

ose.

The

junc

tion

is p

rone

to

bec

omin

g co

nges

ted

and

the

desi

re t

o le

ssen

any

haz

ard

for

vuln

erab

le

road

use

rs a

nd im

prov

e ac

cess

by

foot

nee

ds t

o be

bal

ance

d w

ith t

he n

eed

to k

eep

traffi

c m

ovin

g.

The

oppo

rtuni

ty t

o es

tabl

ish

whe

re t

he b

alan

ce in

th

ese

dem

ands

lies

will

be

cons

ider

ed b

efor

e th

e ju

nctio

n is

mod

ified

in 2

012.

D

etai

led

prop

osal

s w

ill b

e dr

awn

up a

nd c

onsu

lted

on p

rior

to a

ny d

ecis

ion

bein

g ta

ken.

Benefits:T

his

is th

e fif

th in

a s

erie

s of

link

s w

hich

wou

ld p

rovi

de a

nor

th-s

outh

lin

k be

twee

n O

tford

and

Sev

enoa

ks.

The

foo

tway

on

this

sec

tion

is a

lread

y us

ed b

y cy

clis

ts a

nd w

ould

pro

vide

a r

oute

into

the

tow

n ce

ntre

whi

ch a

void

s D

artfo

rd R

oad.

An

advi

sory

lane

pas

sing

the

mou

th o

f the

junc

tion

may

hel

p to

rai

se d

river

aw

aren

ess

of th

e lik

ely

pres

ence

of c

yclis

ts

Co

nsi

der

atio

ns:

Hig

hway

cap

acity

and

wid

th a

t jun

ctio

n

Sta

tus:

Dar

tford

Roa

d is

a p

ublic

ly m

aint

aina

ble

road


Sev

eno

aks

R

eco

mm

end

atio

n N

o:

7

Sin

gle

yello

w li

ne o

n no

rthe

rn s

ide

of c

arria

gew

ay a

nd s

lope

uph

illP

lant

ing

on n

orth

ern

foot

way

Rec

om

men

dat

ion

: C

reat

e a

link

betw

een

the

Rai

lway

Sta

tion

and

the

Tow

n C

entr

e (a

long

sec

tion

of T

ubs

Hill

and

The

Driv

e)

Bri

ef D

escr

ipti

on

: Tu

bs H

ill is

a 3

0mph

roa

d w

hich

link

s Lo

ndon

Roa

d an

d th

e S

tatio

n an

d th

e D

rive

is a

resi

dent

ial s

tree

t. B

oth

road

s ar

e re

lativ

ely

stee

p (s

lopi

ng u

phill

as

you

trav

el w

est-

east

). O

n T

he D

rive

ther

e is

a s

ingl

e ye

llow

lin

e on

the

nort

hern

sid

e of

the

carr

iage

way

with

par

ked

cars

on

the

sout

hern

si

de.

If w

idth

allo

ws,

an

advi

sory

lan

e sh

ould

be

prov

ided

on

the

nort

hern

si

de o

f Tu

bs H

ill a

nd t

he s

ingl

e ye

llow

line

on

The

Driv

e sh

ould

be

repl

aced

by

a m

anda

tory

cyc

le la

ne.

The

nor

ther

n fo

otw

ay w

here

Tub

s H

ill m

eets

the

D

rive

shou

ld b

e w

iden

ed u

sing

spa

ce c

urre

ntly

occ

upie

d by

pla

ntin

g an

d ap

prop

riate

ly lo

cate

d dr

oppe

d ke

rbs

and

sign

age

prov

ided

. D

irect

iona

l sig

ns

indi

catin

g th

e w

ay to

the

stat

ion

and

the

tow

n ce

ntre

sho

uld

also

be

inst

alle

d.

Sub

ject

to

fund

ing,

in

the

long

er t

erm

the

zeb

ra c

ross

ing

on D

artfo

rd R

oad

coul

d be

upg

rade

d to

a to

ucan

cro

ssin

g if

wid

th a

llow

s.

Benefits:T

his

rout

e w

ould

pro

vide

a li

nk b

etw

een

the

railw

ay s

tatio

n an

d th

e to

wn

cent

re w

hich

avo

ids

the

busi

er A

224L

ondo

n R

oad

and

diffi

cult

Pem

brok

e R

oad

junc

tion.

The

man

dato

ry la

ne w

ould

ass

ist c

yclis

ts tr

avel

ling

in th

e up

hill

dire

ctio

n (w

est-

east

)

Sta

tus:

Tub

s H

ill a

nd T

he D

rive

are

publ

icly

mai

ntai

nabl

e ro

ads



Sev

eno

aks

Rec

om

men

dat

ion

No

:

8

Rai

lings

on

sout

hern

app

roac

hE

xist

ing

traffi

c is

land

on

north

ern

appr

oach

Rec

om

men

dat

ion

: P

rovi

de a

sho

rt a

ltern

ativ

e no

rth-

sout

h lin

k on

the

old

m

ain

road

par

alle

l to

Tesc

o ro

unda

bout

, Lon

don

Roa

d

Bri

ef D

escr

ipti

on

: Te

sco

roun

dabo

ut i

s lo

cate

d on

Lon

don

Roa

d be

twee

n D

unto

n G

reen

and

Sev

enoa

ks a

nd is

a d

ifficu

lt ju

nctio

n fo

r in

expe

rienc

ed

cycl

ists

to

navi

gate

. A

sec

tion

of t

he o

ld m

ain

road

run

s pa

ralle

l to

the

ro

unda

bout

in a

nor

th-s

outh

dire

ctio

n.

Benefits:

Thi

s w

ould

pro

vide

an

easy

rou

te t

hrou

gh f

or c

yclis

ts t

rave

lling

no

rth

or s

outh

allo

win

g th

em to

byp

ass

the

roun

dabo

ut

Co

nsi

der

atio

ns:

Thi

rd p

arty

land

may

be

requ

ired;

saf

ety

cons

ider

atio

ns

Sta

tus:

The

sec

tion

is a

pub

licly

mai

ntai

nabl

e ro

ad


Sev

eno

aks

R

eco

mm

end

atio

n N

o:

9

A22

4 no

rthe

rn a

ppro

ach

Par

ked

cars

on

appr

oach

Rec

om

men

dat

ion

: Im

prov

emen

ts to

twin

rou

ndab

outs

at R

iver

head

Bri

ef D

escr

ipti

on

: T

he t

win

rou

ndab

outs

at

Riv

erhe

ad a

re l

ocat

ed o

n th

e m

ain

rout

e fro

m D

unto

n G

reen

to S

even

oaks

and

are

diffi

cult

for

cycl

ists

to

navi

gate

. O

n th

e Lo

ndon

Roa

d ap

proa

ch t

here

is c

urre

ntly

a d

edic

ated

left-

turn

lan

e an

d a

lane

for

tra

velli

ng s

trai

ght

ahea

d. F

indi

ng a

saf

e po

sitio

n to

oc

cupy

on

this

app

roac

h is

par

ticul

arly

diffi

cult

and

cycl

ists

are

at r

isk

of n

ot

bein

g no

ticed

by

driv

ers

ente

ring

the

junc

tion.

If w

idth

allo

ws,

a c

entr

al c

ycle

la

ne s

houl

d be

pro

vide

d fo

r cy

clis

ts t

rave

lling

str

aigh

t ah

ead.

The

no

park

ing

rest

rictio

n on

the

app

roac

h sh

ould

be

exte

nded

bac

kwar

ds a

nd s

igna

ge

dire

ctin

g cy

clis

ts t

o us

e th

e ce

ntra

l lan

e fo

r st

raig

ht a

head

sho

uld

be p

lace

d pr

ior

to th

e ju

nctio

n.

Benefits:T

his

wou

ld p

rovi

de c

yclis

ts w

ith a

ded

icat

ed s

pace

whe

n en

terin

g th

e ju

nctio

n an

d w

ould

rai

se d

river

s’ a

war

enes

s.

Co

nsi

der

atio

ns:

Hig

hway

cap

acity

; saf

ety

cons

ider

atio

ns

Sta

tus:

Lon

don

Roa

d is

a p

ublic

ly m

aint

aina

ble

road



Sev

eno

aks

Rec

om

men

dat

ion

No

:

10

Rec

om

men

dat

ion

: Im

prov

emen

ts to

Lon

don

Roa

d/P

embr

oke

Roa

d/ E

ardl

ey

Roa

d/A

rgyl

e R

oad

Junc

tion

Bri

ef D

escr

ipti

on

: T

he L

ondo

n R

oad/

Pem

brok

e R

oad/

Ear

dley

Roa

d/A

rgyl

e R

oad

Junc

tion

is a

tra

ffic

light

junc

tion

whi

ch h

as b

een

iden

tified

as

bein

g di

fficu

lt to

nav

igat

e fo

r cy

clis

ts.

The

lane

s on

to th

e ju

nctio

n, p

artic

ular

ly th

e P

embr

oke

Roa

d ap

proa

ch a

re q

uite

nar

row

. T

he n

orth

ern

foot

way

bet

wee

n Lo

ndon

Roa

d an

d P

embr

oke

Roa

d is

bui

lt ou

t. A

cyc

le p

ass

coul

d be

pro

vide

d on

thi

s se

ctio

n to

allo

w c

yclis

ts w

ishi

ng t

o tu

rn l

eft

up P

embr

oke

Roa

d to

by

pass

the

lig

hts.

Sub

ject

to

a fu

ll as

sess

men

t, if

wid

th a

nd c

apac

ity a

llow

ad

vanc

ed s

top

lines

cou

ld a

lso

be p

rovi

ded

on th

e ap

proa

ches

.

Benefits:T

his

wou

ld p

rovi

de a

n ea

sy ro

ute

thro

ugh

for c

yclis

ts tr

avel

ling

from

th

e no

rthe

rn L

ondo

n R

oad

appr

oach

to

Pem

brok

e R

oad,

allo

win

g th

em t

o by

pass

the

light

s.

Co

nsi

der

atio

ns:

Wid

th a

nd h

ighw

ay c

apac

ity; s

afet

y co

nsid

erat

ions

Sta

tus:

All

appr

oach

es to

the

junc

tion

are

publ

icly

mai

ntai

nabl

e ro

ads



Sev

eno

aks

Rec

om

men

dat

ion

No

:

10

Rec

om

men

dat

ion

: Im

prov

emen

ts to

Lon

don

Roa

d/P

embr

oke

Roa

d/ E

ardl

ey

Roa

d/A

rgyl

e R

oad

Junc

tion

Bri

ef D

escr

ipti

on

: T

he L

ondo

n R

oad/

Pem

brok

e R

oad/

Ear

dley

Roa

d/A

rgyl

e R

oad

Junc

tion

is a

tra

ffic

light

junc

tion

whi

ch h

as b

een

iden

tified

as

bein

g di

fficu

lt to

nav

igat

e fo

r cy

clis

ts.

The

lane

s on

to th

e ju

nctio

n, p

artic

ular

ly th

e P

embr

oke

Roa

d ap

proa

ch a

re q

uite

nar

row

. T

he n

orth

ern

foot

way

bet

wee

n Lo

ndon

Roa

d an

d P

embr

oke

Roa

d is

bui

lt ou

t. A

cyc

le p

ass

coul

d be

pro

vide

d on

thi

s se

ctio

n to

allo

w c

yclis

ts w

ishi

ng t

o tu

rn l

eft

up P

embr

oke

Roa

d to

by

pass

the

lig

hts.

Sub

ject

to

a fu

ll as

sess

men

t, if

wid

th a

nd c

apac

ity a

llow

ad

vanc

ed s

top

lines

cou

ld a

lso

be p

rovi

ded

on th

e ap

proa

ches

.

Benefits:T

his

wou

ld p

rovi

de a

n ea

sy ro

ute

thro

ugh

for c

yclis

ts tr

avel

ling

from

th

e no

rthe

rn L

ondo

n R

oad

appr

oach

to

Pem

brok

e R

oad,

allo

win

g th

em t

o by

pass

the

light

s.

Co

nsi

der

atio

ns:

Wid

th a

nd h

ighw

ay c

apac

ity; s

afet

y co

nsid

erat

ions

Sta

tus:

All

appr

oach

es to

the

junc

tion

are

publ

icly

mai

ntai

nabl

e ro

ads


Sev

eno

aks

Rec

om

men

dat

ion

No

:

11

Ent

ranc

e to

Pou

nsle

y R

oad

from

A

224

Ent

ranc

e to

foot

path

007

8/S

R10

4/1

from

Pou

nsle

y R

oad

Rec

om

men

dat

ion

: C

reat

e a

link

betw

een

the

A22

4 Lo

ndon

R

oad

and

Foo

tpat

h 00

78/S

R10

3/2

(alo

ng P

ouns

ley

Roa

d an

d F

ootp

ath

0078

/SR

104/

1)

Bri

ef D

escr

ipti

on

: P

ouns

ley

Roa

d is

a

resi

dent

ial

stre

et

whi

ch

pass

es

unde

rnea

th th

e ra

ilway

line

. It

is a

T ju

nctio

n an

d th

e se

ctio

n af

ter

the

railw

ay

brid

ge is

a p

rivat

e ro

ad.

The

exi

stin

g fo

otpa

th r

uns

from

the

tunn

el u

nder

the

railw

ay b

ridge

to

exis

ting

Foo

tpat

h 00

78/S

R/1

03/2

. N

orth

of

the

foot

path

is

the

form

er W

est K

ent C

old

Sto

re s

ite o

n w

hich

a n

ew h

ousi

ng d

evel

opm

ent i

s be

ing

cons

truc

ted.

Thi

s ro

ute

coul

d be

upg

rade

d to

allo

w c

ycle

use

.

Benefits:T

his

rout

e w

ould

pro

vide

a li

nk s

outh

fro

m D

unto

n G

reen

and

the

no

rth-

wes

t of

Sev

enoa

ks w

hich

avo

ids

the

Tesc

o R

ound

abou

t an

d th

e Tw

in

Rou

ndab

outs

at

Riv

erhe

ad.

The

rou

te w

ould

link

to

foot

path

007

8/S

R10

3/2

whi

ch i

s on

e of

the

rou

te o

ptio

ns b

eing

con

side

red

as p

art

of t

he p

ropo

sed

exte

nsio

n of

the

Dar

ent V

alle

y P

ath

(Rou

te 2

3) d

etai

ls o

f whi

ch a

re d

iscu

ssed

in

App

endi

x F.

Co

nsi

der

atio

ns:

Upg

radi

ng th

e fo

otpa

th to

per

mit

cycl

e us

e w

ould

be

subj

ect

to t

he la

ndow

ner’s

app

rova

l and

a f

orm

al a

gree

men

t; is

sues

of

secu

rity

and

light

ing

Sta

tus:

Thi

s se

ctio

n of

Pou

nsle

y R

oad

is a

pub

licly

mai

ntai

nabl

e ro

ad.

The

pa

th is

a p

ublic

foot

path

; ow

ners

hip

is u

nkno

wn



Sev

eno

aks/

Otf

ord

Rec

om

men

dat

ion

No

:

12

Exi

t of f

ootp

ath

SR

48/1

ont

o Tu

dor

Driv

eE

ntra

nce

to e

xist

ing

brid

lew

ay

Rec

om

men

dat

ion

: U

pgra

de

exis

ting

foot

path

01

92/S

R48

/1

whi

ch

runs

be

twee

n S

tatio

n R

oad

and

Tudo

r D

rive

Bri

ef D

escr

ipti

on

: T

he f

ootp

ath

runs

bet

wee

n S

tatio

n R

oad,

Otfo

rd a

nd

Tudo

r D

rive,

Otfo

rd.

At

its e

xit

on T

udor

Driv

er t

here

is

a lin

k to

an

exis

ting

publ

ic b

ridle

way

(01

92/S

R49

A/1

) w

hich

con

tinue

s to

Kem

sing

. T

his

foot

path

co

uld

be u

pgra

ded

to a

llow

cyc

le u

se.

Benefits:T

he ro

ute

wou

ld p

rovi

de a

val

uabl

e lin

k be

twee

n O

tford

and

Kem

sing

w

hich

allo

ws

cycl

ists

to a

void

the

haza

rdou

s se

ctio

n of

Pilg

rim’s

Way

.

Co

nsi

der

atio

ns:

Upg

radi

ng th

e fo

otpa

th to

per

mit

cycl

e us

e w

ould

be

subj

ect

to t

he la

ndow

ner’s

app

rova

l and

a f

orm

al a

gree

men

t; is

sues

of

secu

rity

and

light

ing

Sta

tus:

pub

lic fo

otpa

th; l

and

owne

rshi

p un

know

n



Sev

eno

aks/

Otf

ord

Rec

om

men

dat

ion

No

:

12

Exi

t of f

ootp

ath

SR

48/1

ont

o Tu

dor

Driv

eE

ntra

nce

to e

xist

ing

brid

lew

ay

Rec

om

men

dat

ion

: U

pgra

de

exis

ting

foot

path

01

92/S

R48

/1

whi

ch

runs

be

twee

n S

tatio

n R

oad

and

Tudo

r D

rive

Bri

ef D

escr

ipti

on

: T

he f

ootp

ath

runs

bet

wee

n S

tatio

n R

oad,

Otfo

rd a

nd

Tudo

r D

rive,

Otfo

rd.

At

its e

xit

on T

udor

Driv

er t

here

is

a lin

k to

an

exis

ting

publ

ic b

ridle

way

(01

92/S

R49

A/1

) w

hich

con

tinue

s to

Kem

sing

. T

his

foot

path

co

uld

be u

pgra

ded

to a

llow

cyc

le u

se.

Benefits:T

he ro

ute

wou

ld p

rovi

de a

val

uabl

e lin

k be

twee

n O

tford

and

Kem

sing

w

hich

allo

ws

cycl

ists

to a

void

the

haza

rdou

s se

ctio

n of

Pilg

rim’s

Way

.

Co

nsi

der

atio

ns:

Upg

radi

ng th

e fo

otpa

th to

per

mit

cycl

e us

e w

ould

be

subj

ect

to t

he la

ndow

ner’s

app

rova

l and

a f

orm

al a

gree

men

t; is

sues

of

secu

rity

and

light

ing

Sta

tus:

pub

lic fo

otpa

th; l

and

owne

rshi

p un

know

n


Appendix C: Suggested Cycle Routes in Swanley



Sw

anle

yR

eco

mm

end

atio

n N

o:

13

Rou

te a

long

Lon

don

Roa

d fa

cing

ea

stE

xist

ing

cros

sing

on

St M

ary’

s R

oad

Rec

om

men

dat

ion

: C

reat

e a

link

from

the

exis

ting

Lond

on R

oad

Cyc

le L

ane

to th

e to

wn

cent

re.

Bri

ef D

escr

ipti

on

: The

exi

stin

g cy

cle

lane

on

the

nort

hern

foot

way

of L

ondo

n R

oad

ends

at

a pe

lican

cro

ssin

g ne

ar O

liver

Roa

d pr

ior

to t

he t

own

cent

re.

A l

ink

to t

he t

own

cent

re c

ould

be

prov

ided

on

the

sout

hern

foo

tway

. T

his

wou

ld r

equi

re th

e fo

otw

ay to

be

wid

ened

and

wou

ld b

e su

bjec

t to

ther

e be

ing

suffi

cien

t w

idth

and

cap

acity

ava

ilabl

e. C

yclis

ts c

ould

the

n us

e th

e ex

istin

g cr

ossi

ng o

n S

t Mar

y’s

Roa

d an

d re

join

the

carr

iage

way

nea

r S

wan

ley

Libr

ary.

Co

nsi

der

atio

ns:

Wid

th a

nd h

ighw

ay c

apac

ity; s

afet

y co

nsid

erat

ions

Benefits:T

his

rout

e w

ould

pro

vide

a li

nk t

o th

e to

wn

cent

re f

rom

the

nor

th-

wes

t.

Sta

tus:

Lon

don

Roa

d is

a p

ublic

ly m

aint

aina

ble

road



Sw

anle

yR

eco

mm

end

atio

n N

o:

14

View

of O

liver

Roa

d an

d tu

rnin

g in

to R

uxto

n C

lose

View

of t

he p

ath

Rec

om

men

dat

ion

: C

reat

e a

link

from

the

exis

ting

Lond

on R

oad

Cyc

le L

ane

to S

t Mar

y’s

Roa

d (a

long

Oliv

er R

oad,

Rux

ton

Clo

se a

nd e

xist

ing

path

)

Bri

ef D

escr

ipti

on

: The

exi

stin

g cy

cle

lane

on

the

nort

hern

foot

way

of L

ondo

n R

oad

ends

at a

Pel

ican

cro

ssin

g ne

ar O

liver

Roa

d w

hich

link

s to

Rux

ton

Clo

se.

Bot

h O

liver

Roa

d an

d R

uxto

n C

lose

are

qui

et r

esid

entia

l str

eets

. At

the

end

of R

uxto

n C

lose

is a

n a

shor

t sec

tion

of p

ath

whi

ch le

ads

to S

t Mar

y’s

Roa

d,

on w

hich

are

thr

ee s

choo

ls,

nam

ely

Orc

hard

s A

cade

my,

St

Mar

y’s

Prim

ary

Sch

ool a

nd C

entr

e C

lass

. The

pat

h co

uld

be s

igne

d as

a c

ycle

rou

te.

Benefits:T

his

rout

e w

ould

pro

vide

a li

nk fr

om th

e no

rth-

wes

t of S

wan

ley

to th

e th

ree

scho

ols

on S

t Mar

y’s

Roa

d w

hich

avo

ids

the

roun

dabo

ut a

t Bar

thol

omew

W

ay/S

t Mar

y’s

Roa

d/N

ight

inga

le W

ay. T

he r

oute

wou

ld a

lso

link

to R

oute

15.

Co

nsi

der

atio

ns:

Per

mitt

ing

cycl

e us

e w

ould

be

subj

ect

to t

he l

ando

wne

r’s

appr

oval

and

a fo

rmal

agr

eem

ent;

issu

es o

f sec

urity

and

ligh

ting

Sta

tus:

Oliv

er R

oad

and

Rux

ton

Clo

se a

re p

ublic

ly m

aint

aina

ble

road

s; t

he

path

is o

wne

d by

KC

C



Sw

anle

yR

eco

mm

end

atio

n N

o:

15

Exi

stin

g pa

th a

t the

eas

tern

end

of

the

recr

eatio

n gr

ound

Car

Par

k at

Sw

anle

y S

tatio

n

Rec

om

men

dat

ion

: P

rovi

de a

cyc

le r

oute

acr

oss

the

recr

eatio

nal

grou

nd

betw

een

the

tow

n ce

ntre

and

Sw

anle

y R

ailw

ay S

tatio

n.

Bri

ef D

escr

ipti

on

: T

his

is a

n of

f ro

ad r

oute

fro

m N

ight

inga

le W

ay,

alon

g th

e ex

istin

g pa

th a

t th

e ea

ster

n en

d of

the

rec

reat

ion

grou

nd;

and

acro

ss t

he

recr

eatio

n gr

ound

, th

e pl

ay a

rea

and

the

grou

nds

of S

t M

ary’

s C

E P

rimar

y S

choo

l to

the

Sw

anle

y S

tatio

n. T

he r

oute

wou

ld l

ink

to t

he c

ar p

ark

at t

he

nort

hern

ent

ranc

e to

Sw

anle

y S

tatio

n. T

his

rout

e is

inc

lude

d in

Sev

enoa

ks

LDF.

Benefits:T

his

rout

e w

ould

pro

vide

a d

irect

link

bet

wee

n S

wan

ley

Rai

l Sta

tion

and

the

tow

n ce

ntre

ins

tead

of

the

long

er r

oad

rout

e al

ong

St

Mar

y’s

Roa

d an

d E

vere

st P

lace

. It w

ould

als

o co

nnec

t to

Rou

te 1

4.

Co

nsi

der

atio

ns:

P

rovi

ding

an

of

f ro

ad

rout

e w

ould

be

su

bjec

t to

th

e la

ndow

ner’s

app

rova

l and

a fo

rmal

agr

eem

ent;

issu

es o

f sec

urity

and

ligh

ting

to b

e co

nsid

ered

Sta

tus:

Sw

anle

y To

wn

Cou

ncil

own

the

recr

eatio

n gr

ound

, K

CC

ow

n th

e sc

hool

pla

ying

fiel

d an

d N

etw

ork

Rai

l ow

n th

e ca

r par

k



Sw

anle

yR

eco

mm

end

atio

n N

o:

16

View

od

Hild

a M

ay A

venu

e fa

cing

so

uth-

wes

tW

oodl

ands

Ris

e

Rec

om

men

dat

ion

: P

rovi

de w

est-

east

rou

te t

o th

e no

rth

of t

he t

own

cent

re

(alo

ng H

ilda

May

Ave

nue,

Nor

thvi

ew a

nd W

oodl

ands

Ris

e)

Bri

ef D

escr

ipti

on

: H

ilda

May

Ave

nue,

Nor

thvi

ew a

nd W

oodl

ands

Ris

e ar

e qu

iet

resi

dent

ial

stre

ets.

Whi

te O

ak L

eisu

re C

entr

e an

d H

oriz

on P

rimar

y S

choo

l are

loca

ted

on H

ilda

May

Ave

nue.

All

thre

e st

reet

s sh

ould

be

sign

ed

as c

ycle

rou

tes.

Benefits:T

his

rout

e w

ould

pro

vide

a li

nk to

the

spor

ts c

entr

e an

d th

e pr

imar

y sc

hool

from

the

east

. It w

ould

als

o lin

k w

ith R

oute

s 17

and

18.

Sta

tus:

Hild

a M

ay A

venu

e, N

orth

view

and

Woo

dlan

ds R

ise

are

publ

icly

m

aint

aina

ble

road

s



Sw

anle

yR

eco

mm

end

atio

n N

o:

17

Foo

tpat

h S

D81

/2 fa

cing

sou

thC

ross

ing

on B

arth

olom

ew W

ay

Rec

om

men

dat

ion

: P

rovi

de a

lin

k be

twee

n W

oodl

ands

Ris

e an

d th

e to

wn

cent

re

(upg

rade

ex

istin

g pu

blic

fo

otpa

th

0262

/SD

81/2

w

hich

ru

ns

from

W

oodl

ands

Ris

e to

Birc

hwoo

d P

ark

Ave

nue)

.

Bri

ef D

escr

ipti

on

: T

here

is

an e

xist

ing

publ

ic f

ootp

ath

0262

/SD

81/2

whi

ch

runs

fro

m W

oodl

ands

Ris

e to

Birc

hwoo

d P

ark

Ave

nue.

The

foo

tpat

h ha

s a

min

imum

wid

th o

f 2.

1m.

Birc

hwoo

d P

ark

Ave

nue

is a

qui

et r

esid

entia

l str

eet

and

at i

ts s

outh

ern

end

ther

e is

an

exis

ting

cent

ral

refu

ge f

or p

edes

tria

ns

cros

sing

Bar

thol

omew

Way

(1.

8 w

ide)

whi

ch l

inks

to

a pe

dest

rian

acce

ss

into

Asd

a su

pers

tore

and

onw

ard

to t

he t

own

cent

re.

The

foo

tpat

h co

uld

be

upgr

aded

to

allo

w c

ycle

use

and

Birc

hwoo

d P

ark

Ave

nue

sign

ed a

s a

cycl

e ro

ute.

The

cen

tral r

efug

e sh

ould

be

wid

ened

to 2

m if

ther

e is

suf

ficie

nt w

idth

.

Benefits:T

his

wou

ld p

rovi

de a

dire

ct r

oute

nor

th-s

outh

into

the

tow

n ce

ntre

fr

om th

e re

side

ntia

l are

as to

the

nort

h. I

t wou

ld a

lso

link

with

Rou

te 1

6.

Co

nsi

der

atio

ns:

Upg

radi

ng th

e fo

otpa

th to

per

mit

cycl

e us

e w

ould

be

subj

ect

to t

he la

ndow

ner’s

app

rova

l and

a f

orm

al a

gree

men

t; is

sues

of

secu

rity

and

light

ing

Sta

tus:

Birc

hwoo

d P

ark

Ave

nue

is a

pub

licly

mai

ntai

nabl

e ro

ad; t

he o

wne

rshi

p of

the

publ

ic fo

otpa

th is

unk

now

n


Sw

anle

yR

eco

mm

end

atio

n N

o:

18

Ent

ranc

e to

Sw

anle

y P

ark

via

The

B

irche

sE

xist

ing

foot

path

030

5/S

D69

/1

Rec

om

men

dat

ion

: Pro

vide

a li

nk fr

om S

wan

ley

to H

exta

ble

(thr

ough

Sw

anle

y P

ark

and

alon

g ex

istin

g F

ootp

ath

0305

/SD

69/1

)

Bri

ef D

escr

ipti

on

: Thi

s ro

ute

whi

ch li

nk w

ith R

oute

16

(eith

er fr

om H

ilda

May

A

venu

e; th

e S

pinn

ey a

nd th

e B

irche

s or

from

the

left

hand

turn

off

Nor

thvi

ew).

T

he r

oute

wou

ld s

kirt

the

edg

e of

the

par

k le

adin

g ar

ound

the

pad

dlin

g po

ol/

play

are

a.

The

rou

te w

ould

the

n lin

k to

exi

stin

g fo

otpa

th 0

305/

SD

69/1

, al

so

know

n as

‘The

Ave

nue

of L

imes

’, w

hich

run

s be

twee

n N

ew B

arn

Roa

d an

d C

olle

ge R

oad

in H

exta

ble.

The

foot

way

is a

ver

y w

ide

gras

sed

area

and

with

th

e la

ndow

ners

per

mis

sion

cou

ld b

e up

grad

ed to

allo

w c

ycle

use

. T

here

are

ki

ssin

g ga

tes

at e

ither

end

of t

he fo

otpa

th w

hich

wou

ld n

eed

to b

e re

mov

ed.

Benefits:T

his

rout

e w

ould

pro

vide

a n

orth

-sou

th li

nk b

etw

een

Hex

tabl

e an

d S

wan

ley

whi

ch a

void

s S

wan

ley

Lane

. T

he r

oute

wou

ld a

lso

prov

ide

a lin

k to

H

exta

ble

Sec

onda

ry S

choo

l and

wou

ld li

nk w

ith R

oute

16.

Co

nsi

der

atio

ns:

Pro

vidi

ng a

rou

te t

hrou

gh t

he p

ark

and

upgr

adin

g th

e fo

otpa

th to

per

mit

cycl

e us

e w

ould

be

subj

ect t

o th

e la

ndow

ner’s

app

rova

l and

a

form

al a

gree

men

t; is

sues

of s

ecur

ity a

nd li

ghtin

g

Sta

tus:

The

Spi

nney

and

The

Birc

hes

are

publ

icly

mai

ntai

nabl

e ro

ads;

KC

C/

Sw

anle

y To

wn

Cou

ncil

own

the

land

with

in t

he r

ecre

atio

n gr

ound

; an

d th

e ow

ner

of th

e fo

otpa

th is

KC

C.



Sw

anle

yR

eco

mm

end

atio

n N

o:

18

Ent

ranc

e to

Sw

anle

y P

ark

via

The

B

irche

sE

xist

ing

foot

path

030

5/S

D69

/1

Rec

om

men

dat

ion

: Pro

vide

a li

nk fr

om S

wan

ley

to H

exta

ble

(thr

ough

Sw

anle

y P

ark

and

alon

g ex

istin

g F

ootp

ath

0305

/SD

69/1

)

Bri

ef D

escr

ipti

on

: Thi

s ro

ute

whi

ch li

nk w

ith R

oute

16

(eith

er fr

om H

ilda

May

A

venu

e; th

e S

pinn

ey a

nd th

e B

irche

s or

from

the

left

hand

turn

off

Nor

thvi

ew).

T

he r

oute

wou

ld s

kirt

the

edg

e of

the

par

k le

adin

g ar

ound

the

pad

dlin

g po

ol/

play

are

a.

The

rou

te w

ould

the

n lin

k to

exi

stin

g fo

otpa

th 0

305/

SD

69/1

, al

so

know

n as

‘The

Ave

nue

of L

imes

’, w

hich

run

s be

twee

n N

ew B

arn

Roa

d an

d C

olle

ge R

oad

in H

exta

ble.

The

foot

way

is a

ver

y w

ide

gras

sed

area

and

with

th

e la

ndow

ners

per

mis

sion

cou

ld b

e up

grad

ed to

allo

w c

ycle

use

. T

here

are

ki

ssin

g ga

tes

at e

ither

end

of t

he fo

otpa

th w

hich

wou

ld n

eed

to b

e re

mov

ed.

Benefits:T

his

rout

e w

ould

pro

vide

a n

orth

-sou

th li

nk b

etw

een

Hex

tabl

e an

d S

wan

ley

whi

ch a

void

s S

wan

ley

Lane

. T

he r

oute

wou

ld a

lso

prov

ide

a lin

k to

H

exta

ble

Sec

onda

ry S

choo

l and

wou

ld li

nk w

ith R

oute

16.

Co

nsi

der

atio

ns:

Pro

vidi

ng a

rou

te t

hrou

gh t

he p

ark

and

upgr

adin

g th

e fo

otpa

th to

per

mit

cycl

e us

e w

ould

be

subj

ect t

o th

e la

ndow

ner’s

app

rova

l and

a

form

al a

gree

men

t; is

sues

of s

ecur

ity a

nd li

ghtin

g

Sta

tus:

The

Spi

nney

and

The

Birc

hes

are

publ

icly

mai

ntai

nabl

e ro

ads;

KC

C/

Sw

anle

y To

wn

Cou

ncil

own

the

land

with

in t

he r

ecre

atio

n gr

ound

; an

d th

e ow

ner

of th

e fo

otpa

th is

KC

C.



Sw

anle

yR

eco

mm

end

atio

n N

o:

19

Sta

tion

Roa

dG

olds

el R

oad

Rec

om

men

dat

ion

: P

rovi

de a

lin

k to

Sw

anle

y R

ailw

ay S

tatio

n fr

om H

igh

Str

eet (

alon

g S

tatio

n R

oad,

Gol

dsel

Roa

d an

d S

tatio

n A

ppro

ach)

Bri

ef D

escr

ipti

on

: S

tatio

n R

oad

is a

30m

ph r

oad

whi

ch is

blo

cked

off

at it

s no

rthe

rn e

nd w

here

it m

eets

Hig

h S

tree

t; G

olds

el R

oad

is a

30m

ph s

tree

t and

is

als

o a

bus

rout

e an

d S

tatio

n A

ppro

ach

is a

n ac

cess

roa

d in

to t

he s

tatio

n.

Sta

tion

Roa

d an

d S

tatio

n A

ppro

ach

shou

ld b

e si

gned

as

cycl

e ro

utes

. If

wid

th

allo

ws,

an

on c

arria

gew

ay a

dvis

ory

lane

sho

uld

be p

lace

d on

Gol

dsel

Roa

d be

twee

n S

tatio

n R

oad

and

Sta

tion

App

roac

h.

Benefits:T

his

rout

e w

ould

pro

vide

a li

nk to

Sw

anle

y R

ailw

ay S

tatio

n fr

om th

e H

igh

Str

eet.

Sta

tus:

Sta

tion

Roa

d, G

olds

el R

oad

and

Sta

tion

App

roac

h ar

e pu

blic

ly

mai

ntai

nabl

e ro

ads


Sw

anle

yR

eco

mm

end

atio

n N

o:

20

Tunn

el u

nder

the

railw

ay o

n re

stric

ted

byw

ay S

D88

/1Vi

ew a

long

Cra

nlei

gh D

rive

faci

ng

east

Rec

om

men

dat

ion

: P

rovi

de a

wes

t-ea

st l

ink

to S

wan

ley

Rai

lway

Sta

tion

from

Lon

don

Roa

d (a

long

Sal

isbu

ry A

venu

e; r

estr

icte

d by

way

026

2/S

D88

/1;

Gle

ndal

e; P

inks

Hill

; Cra

nlei

gh D

rive;

exi

stin

g cy

clew

ay; G

olds

el R

oad;

Aza

lea

Driv

e an

d S

tatio

n R

oad)

Bri

ef D

escr

ipti

on

: T

hese

are

qui

et r

esid

entia

l str

eets

. T

he r

estr

icte

d by

way

ru

ns a

long

St G

eorg

es R

oad

and

ther

e is

a c

ut th

roug

h to

Gle

ndal

e. T

here

is

an e

xist

ing

sect

ion

of s

egre

gate

d sh

ared

use

cyc

le w

ay b

etw

een

Cra

nlei

gh

Driv

e an

d G

olds

el R

oad.

All

the

road

s sh

ould

be

sign

ed a

s cy

cle

rout

es. F

rom

G

olds

el R

oad,

cyc

lists

sho

uld

be d

irect

ed a

long

Aza

lea

Driv

e an

d S

tatio

n A

ppro

ach

rath

er th

an a

long

the

foot

path

in o

rder

to a

void

the

stai

rs. T

here

is a

st

eep

uphi

ll gr

adie

nt tr

avel

ling

from

eas

t to

wes

t on

this

rou

te a

nd it

sho

uld

be

sign

ed a

s su

ch.

Rou

te 2

1 P

rovi

des

an a

ltern

ativ

e le

ss s

teep

rou

te fo

r cy

clis

ts

trav

ellin

g in

an

east

-wes

t dire

ctio

n.

Benefits:

Thi

s ro

ute

wou

ld p

rovi

de a

wes

t-ea

st r

oute

to

the

sout

h ea

st o

f S

wan

ley

from

the

Rai

lway

Sta

tion.

The

Rou

te w

ould

als

o lin

k w

ith R

oute

24,

de

tails

of w

hich

are

pro

vide

d in

App

endi

x F.

Co

nsi

der

atio

ns:

issu

es o

f sec

urity

and

ligh

ting

Sta

tus:

The

roa

ds a

re p

ublic

ly m

aint

aina

ble



Sw

anle

yR

eco

mm

end

atio

n N

o:

20

Tunn

el u

nder

the

railw

ay o

n re

stric

ted

byw

ay S

D88

/1Vi

ew a

long

Cra

nlei

gh D

rive

faci

ng

east

Rec

om

men

dat

ion

: P

rovi

de a

wes

t-ea

st l

ink

to S

wan

ley

Rai

lway

Sta

tion

from

Lon

don

Roa

d (a

long

Sal

isbu

ry A

venu

e; r

estr

icte

d by

way

026

2/S

D88

/1;

Gle

ndal

e; P

inks

Hill

; Cra

nlei

gh D

rive;

exi

stin

g cy

clew

ay; G

olds

el R

oad;

Aza

lea

Driv

e an

d S

tatio

n R

oad)

Bri

ef D

escr

ipti

on

: T

hese

are

qui

et r

esid

entia

l str

eets

. T

he r

estr

icte

d by

way

ru

ns a

long

St G

eorg

es R

oad

and

ther

e is

a c

ut th

roug

h to

Gle

ndal

e. T

here

is

an e

xist

ing

sect

ion

of s

egre

gate

d sh

ared

use

cyc

le w

ay b

etw

een

Cra

nlei

gh

Driv

e an

d G

olds

el R

oad.

All

the

road

s sh

ould

be

sign

ed a

s cy

cle

rout

es. F

rom

G

olds

el R

oad,

cyc

lists

sho

uld

be d

irect

ed a

long

Aza

lea

Driv

e an

d S

tatio

n A

ppro

ach

rath

er th

an a

long

the

foot

path

in o

rder

to a

void

the

stai

rs. T

here

is a

st

eep

uphi

ll gr

adie

nt tr

avel

ling

from

eas

t to

wes

t on

this

rou

te a

nd it

sho

uld

be

sign

ed a

s su

ch.

Rou

te 2

1 P

rovi

des

an a

ltern

ativ

e le

ss s

teep

rou

te fo

r cy

clis

ts

trav

ellin

g in

an

east

-wes

t dire

ctio

n.

Benefits:

Thi

s ro

ute

wou

ld p

rovi

de a

wes

t-ea

st r

oute

to

the

sout

h ea

st o

f S

wan

ley

from

the

Rai

lway

Sta

tion.

The

Rou

te w

ould

als

o lin

k w

ith R

oute

24,

de

tails

of w

hich

are

pro

vide

d in

App

endi

x F.

Co

nsi

der

atio

ns:

issu

es o

f sec

urity

and

ligh

ting

Sta

tus:

The

roa

ds a

re p

ublic

ly m

aint

aina

ble



Sw

anle

yR

eco

mm

end

atio

n N

o:

21

Sal

isbu

ry A

venu

e lo

okin

g E

ast

Nor

ther

n se

ctio

n of

St G

eorg

e’s

Roa

d

Rec

om

men

dat

ion

: P

rovi

de a

eas

t-w

est

rout

e to

the

Rai

lway

Sta

tion

from

Lo

ndon

Roa

d (a

long

Sal

isbu

ry A

venu

e, S

t G

eorg

e’s

Roa

d, L

ondo

n R

oad,

G

olds

el R

oad

and

Sta

tion

App

roac

h)

Bri

ef D

escr

ipti

on

: S

t G

eorg

e’s

Roa

d is

a q

uiet

res

iden

tial s

tree

t w

hich

run

s pa

ralle

l to

Lond

on R

oad.

It is

cur

rent

ly b

lock

ed o

ff to

res

tric

t veh

icul

ar a

cces

s at

its

sout

hern

end

and

ther

e is

a p

ath

whi

ch li

nks

back

to L

ondo

n R

oad

at it

s no

rthe

rn e

nd. A

rou

te t

hrou

gh t

he b

lock

ed o

ff se

ctio

n sh

ould

be

prov

ided

for

cy

clis

ts;

the

road

sho

uld

be s

igne

d as

a c

ycle

rou

te a

nd t

he p

ath

conv

erte

d to

sha

red

use.

Whe

re th

e pa

th m

eets

Lon

don

Roa

d an

adv

isor

y la

ne s

houl

d be

pla

ced

on t

he n

orth

bou

nd c

arria

gew

ay.

Thi

s si

ngle

adv

isor

y la

ne s

houl

d co

ntin

ue o

nto

Gol

dsel

Roa

d un

til t

he j

unct

ion

with

Sta

tion

App

roac

h w

hich

sh

ould

be

sign

ed a

s a

cycl

e ro

ute.

Thi

s w

ould

pro

vide

an

east

-wes

t rou

te fr

om

Lond

on R

oad

to t

he R

ailw

ay S

tatio

n, w

ith R

oute

20

prov

idin

g a

rout

e in

the

op

posi

te d

irect

ion.

Benefits:T

his

rout

e w

ould

pro

vide

an

east

-wes

t rou

te to

the

Rai

lway

Sta

tion

from

the

sout

h ea

st o

f Sw

anle

y

Co

nsi

der

atio

ns:

Hig

hway

cap

acity

and

wid

th

Sta

tus:

The

roa

ds a

re p

ublic

ly m

aint

aina

ble


Appendix D: Suggested Cycle Routes in Edenbridge



Ed

enb

rdig

eR

eco

mm

end

atio

n N

o:

22

Pat

h th

roug

h pa

rkLi

nk o

nto

Pin

e G

rove

Rec

om

men

dat

ion

: P

rovi

de a

link

from

Pin

e G

rove

to S

tatio

n R

oad

(thr

ough

S

tang

rove

Par

k)

Bri

ef D

escr

ipti

on

: S

tang

rove

Par

k is

in

the

cent

re o

f E

denb

ridge

jus

t w

est

of E

denb

ridge

Tow

n S

tatio

n an

d no

rth

of th

e H

igh

Str

eet.

The

re is

an

exis

ting

cros

sing

on

Sta

tion

Roa

d w

hich

lead

s in

to th

e pa

rk. T

he e

xist

ing

path

thro

ugh

the

park

sho

uld

be s

igne

d as

a c

ycle

rou

te.

Whe

re t

he r

oute

exi

ts o

nto

Pin

e G

rove

the

path

wou

ld n

eed

to b

e w

iden

ed a

nd a

dro

pped

ker

b in

stal

led.

Benefits:

Thi

s ro

ute

wou

ld p

rovi

de a

rou

te t

o th

e to

wn

cent

re a

nd r

ailw

ay

stat

ion

from

the

resi

dent

ial a

reas

in th

e no

rth-

wes

t of t

he to

wn

just

bel

ow th

e ra

ilway

line

. It

wou

ld a

lso

prov

ide

a lin

k to

Ede

nbrid

ge L

eisu

re C

entr

e.

Co

nsi

der

atio

ns:

Pro

vidi

ng a

rou

te t

hrou

gh t

he p

ark

wou

ld b

e su

bjec

t to

the

la

ndow

ner’s

app

rova

l and

a fo

rmal

agr

eem

ent;

issu

es o

f sec

urity

and

ligh

ting

Sta

tus:

The

land

is o

wne

d by

Ede

nbrid

ge T

own

Cou

ncil



Appendix E: Consultation Suggestions in New Ash Green

As discussed in Section 4.2, during the consultation undertaken as part of this Strategy a number of suggestions were made for routes in New Ash Green. These are included below. However, it should be noted that unlike the other route suggestions included in this document, these routes have not undergone a preliminary investigation by KCC or SDC officers. Rather preliminary investigation would be undertaken should an opportunity for improvements to be made in New Ash Green arise. The routes would then be consulted upon if it is decided that they should be taken forward.



Appendix F: Leisure Route Suggestions

Route 23

Recommendation:

Extension of the Darent Valley Path (DVP) from Dartford to Sevenoaks

Description:

A number of route options are currently being considered by the Kent Countryside Access Scheme. Starting from Sevenoaks, there are two routes to Otford. The preferred route passes along Otford Road/Sevenoaks Road running from Cramptons Road to the junction with High Street in Otford (Route 6 in the route suggestions). The second option passes along: Robyn’s Way, Bradbourne Vale Road; existing footpath 0221/SU1/2; existing footpath 0078/SR103/2 and Rye Lane. This is would link to Route 11 and Route 1d.

Moving from Otford northwards the proposed route would follow: Existing Public Bridleway 0192/SR32A which cyclists are already permitted to use and existing Public Footpath 0228/SR32/1. This footpath passes through grounds of Shoreham Cricket Club. It would be the intention therefore to take the route around the perimeter of the ground to avoid the play area. There are then a number of options between footpath 0228/SR32/1 and the Lullingstone Visitor’s Centre. The first would go through Shoreham village centre following: Station Road (between footpath 0228/SR32/1 and Church Street); Church Street; High Street (between Church Street and Mill lane); Mill Lane (between High Street and Castle Farm Road); Castle Farm Road (between Mill Lane and Redmans Lane); and Redmans Lane (between Castle Farm Road and the Lullingstone Park Visitor Centre).The second route would follow existing footpaths which would need to be upgraded to allow cycle use. From Station Road to Mill Lane there are two options: either footpath 0228/SR19/4 and footpath 0228/SR18/2 or footpath 0228/SR4/4 and footpath 0228/SR4/3. Both these options reach Mill Lane. From here, to reach Redmans Lane, the route could either follow existing footpath 0228/SR4/2 or take a road route along Mill Lane and Castle Farm Road.

From Lullingstone Visitors’ Centre, the route would link to Lullingstone Castle via a route around the field perimeter separate from the pedestrian only route along the bank of the lake. It would continue along the following: Lullingstone Lane (between the Castle and Sparepenny Lane); Sparepenny Lane; High Street (between Sparepenny Lane and off-road route); an off road route parallel to Dartford Road; existing footpath 0093/SD154/1; existing footpath 0130/SD154/1; Franks Lane; existing footpath 0130/SD151/2; Station Road (between footpath 0130/SD151/2 and Horton Road); Horton Road (between Station Road and Holmesdale Road); Holmesdale Road (between Horton Road and footpath 0071/DR41/2); and footpath 0071/DR41/2 which crosses the district border. From there the route would continue north, eventually connecting with the existing DVP in Dartford.

This route would link with Route 24 at Lullingstone Castle and Lullingstone Lane.

Route 24

Recommendation:

Link between Swanley and Lullingstone Castle

Description:

This route provides a link between Swanley and Lullingstone Castle and is currently being considered by the Kent Countryside Access team.



Appendix F: Leisure Route Suggestions

Route 23

Recommendation:

Extension of the Darent Valley Path (DVP) from Dartford to Sevenoaks

Description:

A number of route options are currently being considered by the Kent Countryside Access Scheme. Starting from Sevenoaks, there are two routes to Otford. The preferred route passes along Otford Road/Sevenoaks Road running from Cramptons Road to the junction with High Street in Otford (Route 6 in the route suggestions). The second option passes along: Robyn’s Way, Bradbourne Vale Road; existing footpath 0221/SU1/2; existing footpath 0078/SR103/2 and Rye Lane. This is would link to Route 11 and Route 1d.

Moving from Otford northwards the proposed route would follow: Existing Public Bridleway 0192/SR32A which cyclists are already permitted to use and existing Public Footpath 0228/SR32/1. This footpath passes through grounds of Shoreham Cricket Club. It would be the intention therefore to take the route around the perimeter of the ground to avoid the play area. There are then a number of options between footpath 0228/SR32/1 and the Lullingstone Visitor’s Centre. The first would go through Shoreham village centre following: Station Road (between footpath 0228/SR32/1 and Church Street); Church Street; High Street (between Church Street and Mill lane); Mill Lane (between High Street and Castle Farm Road); Castle Farm Road (between Mill Lane and Redmans Lane); and Redmans Lane (between Castle Farm Road and the Lullingstone Park Visitor Centre).The second route would follow existing footpaths which would need to be upgraded to allow cycle use. From Station Road to Mill Lane there are two options: either footpath 0228/SR19/4 and footpath 0228/SR18/2 or footpath 0228/SR4/4 and footpath 0228/SR4/3. Both these options reach Mill Lane. From here, to reach Redmans Lane, the route could either follow existing footpath 0228/SR4/2 or take a road route along Mill Lane and Castle Farm Road.

From Lullingstone Visitors’ Centre, the route would link to Lullingstone Castle via a route around the field perimeter separate from the pedestrian only route along the bank of the lake. It would continue along the following: Lullingstone Lane (between the Castle and Sparepenny Lane); Sparepenny Lane; High Street (between Sparepenny Lane and off-road route); an off road route parallel to Dartford Road; existing footpath 0093/SD154/1; existing footpath 0130/SD154/1; Franks Lane; existing footpath 0130/SD151/2; Station Road (between footpath 0130/SD151/2 and Horton Road); Horton Road (between Station Road and Holmesdale Road); Holmesdale Road (between Horton Road and footpath 0071/DR41/2); and footpath 0071/DR41/2 which crosses the district border. From there the route would continue north, eventually connecting with the existing DVP in Dartford.

This route would link with Route 24 at Lullingstone Castle and Lullingstone Lane.

Route 24

Recommendation:

Link between Swanley and Lullingstone Castle

Description:

This route provides a link between Swanley and Lullingstone Castle and is currently being considered by the Kent Countryside Access team.


Moving from Swanley to Lullingstone the route would follow:• Existing restricted byway 0068/SD88/2• Eynsford Road between restricted byway 0068/SD88/2 and existing footpath 0068/SD189/1 • Existing footpath 0091/SD189/1• Existing footpath 0091/SD194/2• Lullingstone Lane• A route along the field margin between Lullingstone Lane and Lullingstone Visitor Centre

This route would link with Route 20 at restricted byway 0068/SD88/2 and Route 23 at Lullingstone Lane and Lulltingstone Visitor Centre.

Route 25

Recommendation:

Extension of National Cycle Route 12 (NCR 12) from Penshurst to Sevenoaks

Description:

This route would link Sevenoaks with NCR 12.

Moving south from Sevenoaks there are two route options. The first would follow Oak Lane (from the junction with Oak Hill Road to Gracious Lane Bridge) and the second would follow Solefields Road, existing footpath SU39/1 which crosses the small triangle of the common, Weald Road, Windmill Road and Gracious Lane up to Gracious Lane Bridge. From here the route would follow:• White House Road • Bayley’s Hill• Bowzell Road • Hale Oak Road• Short section of B2027 from Hale Oak Road to Hampkins Hill• From Hampkins Hill south to existing bridleway.

This route would link with Route 26 near Hampkins Hill.

Route 26

Recommendation:

Link between Edenbridge and Chiddingstone

Description:

KCC are currently working on an extension of the Penshurst route to Hever and there has been some discussion about extending this further to provide a link to Edenbridge. The proposed route currently being examined goes along Hever Road. However, discussions are currently at an early stage. This route would link with Route 25 near Hampkins Hill.
