M30398
Environment
Transport Policy
Milton Keynes
Walking Strategy
February 2003
Milton Keynes Walking Strategy 2003
Contents
1.
INTRODUCTION .............................................................................................................. 5
2.
TRENDS IN WALKING ACTIVITY ................................................................................... 5
3.
POLICY BACKGROUND ................................................................................................. 6
3.1
3.2
3.3
4.
NATIONAL GOVERNMENT ................................................................................................. 6
LOCAL GOVERNMENT ...................................................................................................... 7
HEALTH STRATEGIES ....................................................................................................... 8
POTENTIAL BENEFITS OF INCREASED WALKING ACTIVITY................................... 9
4.1
4.2
4.3
4.4
5.
SOCIAL INCLUSION .......................................................................................................... 9
ENVIRONMENTAL BENEFITS ............................................................................................. 9
RURAL AND URBAN AREA BENEFITS .................................................................................. 9
HEALTH BENEFITS ........................................................................................................... 9
BARRIERS TO WALKING ............................................................................................. 10
5.1
5.2
5.3
5.4
6.
CRIME .......................................................................................................................... 10
WALKING DISTANCES .................................................................................................... 10
SEGREGATION .............................................................................................................. 11
UNAUTHORISED USERS ................................................................................................. 11
THE WALKING NETWORK ........................................................................................... 11
6.1
6.2
6.3
6.4
7.
REDWAYS ..................................................................................................................... 11
PROBLEMS WITH THE REDWAY NETWORK ....................................................................... 12
THE CMK WALKING NETWORK ....................................................................................... 12
OLDER DISTRICT CENTRE, GRID SQUARE AND RURAL WALKING NETWORKS ...................... 12
AIMS AND OBJECTIVES .............................................................................................. 13
7.1
7.2
8.
SUSTAINABLE INTEGRATED TRANSPORT STRATEGY (SITS) ............................................ 13
WALKING STRATEGY ..................................................................................................... 14
TARGETS ....................................................................................................................... 14
8.1
8.2
9.
LOCAL TRANSPORT PLAN AND SITS TARGETS................................................................ 14
BEST VALUE AND AUDIT COMMISSION PERFORMANCE INDICATORS .................................. 15
DELIVERING THE STRATEGY ..................................................................................... 15
9.1
9.2
9.3
9.4
9.5
PEDESTRIAN FACILITIES, ROUTES AND NETWORKS .......................................................... 15
CREATING A POSITIVE WALKING CULTURE ....................................................................... 16
EDUCATION AND AWARENESS ........................................................................................ 16
WALKING TO SCHOOL .................................................................................................... 17
PARTNERSHIPS ............................................................................................................. 18
10.
FUNDING........................................................................................................................ 18
11.
MONITORING AND REVIEW......................................................................................... 18
12.
REFERENCES ............................................................................................................... 19
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Milton Keynes Walking Strategy 2003
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Milton Keynes Walking Strategy 2003
1.
INTRODUCTION
We support and encourage walking as a healthy and sustainable mode of
transport. Walking forms part of the targets contained in the Sustainable
Integrated Transport Strategy (SITS), (MKCa, 1999) as well as the walking
objectives in the Local Transport Plan (LTP), (MKCa, 2000).
This strategy is the first step in achieving our objectives in SITS and the LTP.
2.
TRENDS IN WALKING ACTIVITY
Although walking is a healthy, low cost and sustainable mode of transport its
use is on the decline. Between 1985/86 and 1997/99, nationally the proportion
of journeys made on foot has fallen from 34% to 27% (DETR, 2001), see table
2.0.1. Furthermore, the total distance walked each year fell from 244 miles
(393km) per person in 1985/86 to 191 miles (308km) per person in 1997/99.
Walking to work has also declined from 13% of all trips to 11%. In Milton
Keynes the journey to work figures are even lower with walking making up
only 7% of all trips (1991 Census).
The general decline in walking has been attributed mainly to the convenience
of the car; table 2.0.1 demonstrates a substantial increase in car use at the
expense of other modes, in particular walking.
TABLE 2.0.1
National modal split
Car/motorcycle
Walk
Bike
Other private
Public transport
All modes
1975/76 1985/86 1989/91 1992/94 1995/97 1996/98 1997/99
47%
51%
57%
59%
61%
61%
62%
35%
34%
30%
29%
28%
27%
27%
3%
2%
2%
2%
2%
2%
2%
2%
1%
1%
1%
1%
1%
1%
14%
11%
10%
9%
9%
9%
9%
100%
100%
100%
100%
100%
100%
100%
Figures may not add up to 100% due to rounding
Source: DETR, 2001
However, walking still remains an important form of transport. Walking as the
main mode accounts for 27% of all trips, a level that is higher than car
passengers (22%), buses (6%) or rail (1%). Walking dominates shorter trips,
80% of all journeys under 1 mile (1.6km) are made on foot and the average
walking journey is 0.6 miles (1km) long. Walking also plays an important role
in multi-modal journeys with 80% of travellers arriving and leaving rail stations
on foot.
Within MK, it is thought that walking accounts for 24% of all journeys, 3% less
than the national average. However, there is little detailed information
collected regularly about levels of walking activity within the city or in the older
settlements. The MK household survey conducted in 1997 gives an indication
of walking activity for different trip types and table 2.0.2 gives figures for the
City and the Borough. Generally levels in MK City are slightly lower than for
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Milton Keynes Walking Strategy 2003
the whole Borough; a reversal of the traditional view of higher levels of
walking within town centres and cities compared to their surrounding
hinterlands. This may well be due to the unique design of the new city.
TABLE 2.0.2
Usual means of travel: percentage of trips made by walking
Home Education Visit Shopping Leisure Personal Employers
Business Business
MK City
11%
23%
45% 26%
24%
29%
17%
7%
MK Borough 13%
23%
47% 28%
25%
31%
19%
7%
Source: MK Household Survey, 1997
Work
The MK Cycle Users’ Group has collected historical data for the area to the
south of CMK and the figures are given in table 2.0.3. The ‘Pear Tree Lane’
counts provide a ‘snapshot’ of walking activity in the local area and show
levels fluctuating only slightly throughout the years of the survey. Again this
may be due to the unique conditions in the new city of Milton Keynes where
the walking environment initially created has seen few changes. Unfortunately
counts at the ‘Pear Tree Lane’ screenline ceased in April 1999 (although they
were re-started in 2002).
TABLE 2.0.3
MK ‘Pear Tree Lane’ Screenline: pedestrians, weekday 06.30 to 09.30
1992
1993
1994
April
317
489
October
355
369
480
Source: MKC Transport Policy Team
3.
1995
522
402
1996
367
396
1997
479
405
1998
397
388
POLICY BACKGROUND
3.1
National government
The government’s Integrated Transport White Paper: ‘A New Deal For
Transport: Better for Everyone’ (July 1998), featured walking as having a
prominent role in the future. This was reinforced in the ‘Guidance on Full Local
Transport Plans’ and the government’s road safety strategy ‘Tomorrow’s
Roads - Safer For Everyone’.
The White Paper initially announced that a national strategy on walking would
be prepared “that will provide a framework for action”. The government later
decided against a national strategy and instead published the conclusions of
the steering group as a practical guide entitled ‘Encouraging walking: advice
for local authorities’. In the absence of a national strategy or target,
responsibility was given to local authorities to draw up their own. However, in
its November 2001 response to the Environment and Transport Committee’s
report on ‘Walking in towns and cities’, the government agreed to publish a
national walking strategy. The Department for Transport is aiming to publish
this in early 2003.
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Milton Keynes Walking Strategy 2003
Other relevant national policies relating to walking are the Urban White Paper
‘Our Towns and Cities: The Future: Delivering an Urban Renaissance’ and the
revised ‘Planning Policy Guidance Note 13 – Transport’ published in March
2001. The Urban White Paper highlighted the role that walking can play in
regenerating city life. PPG13 emphasises the need to consider walking in the
design, location and access of new developments. It promotes high density
mixed use development in town centres and near major public transport
interchanges. It also promotes the location of local shops and services within
walking distance of housing as well as creating safe and direct walking routes.
3.2
Local government
Local policies relating to walking are included in the ‘Milton Keynes Local Plan
Second Deposit Version October 2002’ which aims to:
(a)
reduce the number, length and need to make trips;
(b)
promote an integrated transport system that gives priority to
walking, cycling, bus, rail and canals, and,
(c)
site development at locations that are easily accessible by these
priority transport modes.
Of particular importance is the proposal for the transport user hierarchy (policy
T1) which puts pedestrians and those with impaired mobility first:
(a)
pedestrians and those with impaired mobility;
(b)
cyclists;
(c)
users of public transport and taxis and motorcyclists, and,
(d)
others.
The plan also requires (policy T3) that development proposals must be
designed to meet the needs of pedestrians and cyclists. In particular:
(a)
the layout of the external environment, including links to adjoining
areas should provide convenient, direct, safe, secure and
understandable pedestrian and cycle routes that are not isolated
from other transport routes;
(b)
locations that are a deterrent to pedestrians and cyclists should
be improved, including crossing points at roads, and,
(c)
the existing Redway, footway and right of way network should be
retained, improved and extended.
The council’s priorities (policy T4) for improving access and conditions for
pedestrians and cyclists are:
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Milton Keynes Walking Strategy 2003
(a)
routes from nearby settlements to Milton Keynes City;
(b)
routes to and within CMK and town centres, and,
(c)
the national cycle network.
Policy D2A of the second deposit local plan is concerned with the design of
new development to improve the “public realm” and creating places that are
well connected with safe, attractive and convenient routes, giving priority to
walking, cycling and public transport.
The Milton Keynes Local Transport Plan (LTP) (July 2000) also seeks to
encourage more people to walk through:
(a)
developing a safe strategic pedestrian network, ensuring that
pedestrians are given priority and that suitable routes are
available to all;
(b)
ensuring that pedestrian safety and ease of movement is
improved, and,
(c)
promoting walking as a safe and sustainable way of travelling.
The LTP draws upon the objectives set out previously in the Sustainable
Integrated Transport Strategy (SITS) for Milton Keynes:
(a)
all people should be able to move around conveniently and safely,
regardless of their circumstances, with those able to pay doing so;
(b)
to encourage walking, cycling and quality public transport (to
include taxis and private hire vehicles) whilst reducing journeys by
car and promoting a healthier lifestyle and
(c)
to ensure that Milton Keynes’ economic prosperity is enhanced by
our new transport policies by helping people to travel when and
where they want, but in more environmentally friendly ways.
The walking strategy for Milton Keynes will form part of future LTPs for MK
and will hopefully complement future individual strategies as well as the
existing cycling and countryside traffic management strategies (March 2001)
and the powered two-wheeler strategy (January 2003). The aims of this
strategy have close links with the council’s Local Agenda 21 strategy
published in March 2002.
3.3
Health strategies
Walking is considered to be beneficial in the prevention of serious health
conditions. As such the following health strategies include increasing physical
activity and exercise as a strategy for prevention:
•
National service frameworks:
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Milton Keynes Walking Strategy 2003
1. coronary heart disease;
2. older people, and,
3. mental health.
•
4.
Healthy schools standards.
POTENTIAL BENEFITS OF INCREASED WALKING ACTIVITY
4.1
Social inclusion
Walking is a form of transport that requires little investment from the user and
is available to virtually anyone regardless of age or income. A good walking
network that is free from obstructions, well-maintained and has features such
as dropped kerbs and tactile paving, will attract pedestrians with sensory and
mobility difficulties as well as those with pushchairs or trolleys. Walking is
therefore socially inclusive and can be particularly useful to disadvantaged
groups (either economically or mobility limited who do not have access to a
car).
4.2
Environmental benefits
Walking has little impact on the environment,
requires few resources and takes up little space. In
urban areas, increasing the number of journeys
made through walking may reduce car use for
short trips and could potentially have beneficial
effects on congestion and air/noise pollution. The
document ‘Encouraging walking: advice to local
authorities’, (DETR, 2000) recognised that
increasing levels of walking may have a limited impact on total national
mileage but there would seem to be significant scope for reducing local
congestion.
4.3
Rural and urban area benefits
Walking can play an important role in rural transport, although there is less
potential for change as journeys are longer. Walking can also help in the
regeneration of urban town centres. Streets and public places where people
walk, meet and talk are an essential part of creating a vibrant urban
community where people live, work, shop and socialise. The presence of
other people reassures pedestrians and in turn may encourage other people
to walk.
4.4
Health benefits
Walking is also healthy. Physically inactive people are twice as likely to suffer
from heart problems, the largest single cause of premature death in the UK.
Walking requires no special equipment, has low impact on the body and is
relatively easy to integrate into people’s daily routine. Recent medical advice
stresses that only modest amounts of exercise are needed to bring significant
health improvements and this could be achieved by a total of 30 minutes
walking a day that could be made up from three 10 minute walks. In terms of
health benefit, walking compares well with other forms of physical activity. For
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Milton Keynes Walking Strategy 2003
example, through walking just one mile (1.6km) in 20 minutes, it is possible to
use up as much energy as:
•
running a mile (1.6km) in 10 minutes, or
•
swimming breast stroke for 10 minutes, or
•
cycling for 16 minutes, or
•
doing aerobics for 16 minutes (DTLR, 2002).
Other health benefits of regular exercise include reducing the risk of stroke,
lower blood pressure, control of weight, prevention of osteoporosis and
reduced stress and anxiety.
The benefits of walking are publicised in the campaign ‘walking
the way to health’, an initiative of the British Heart Foundation
and the Countryside Agency. The initiative aims to improve the
health and fitness of more than a million people, especially
those who do little exercise or who live in areas of poor health.
A range of literature and information is available from the
website: www.whi.org.uk.
5.
BARRIERS TO WALKING
5.1
Crime
Crime or the fear of crime is a distinctive barrier to walking. On the Redway
network, overgrown vegetation, blind corners, poor lighting, vandalism and
uninviting underpasses may make pedestrians (and cyclists) feel uneasy and
threatened. 1% of all reported crime in Milton Keynes occurs on the Redways,
although most incidents are in high crime areas rather than dispersed across
the whole network.
5.2
Walking distances
Where a possible route (say to work) is identified, the individual will need to
balance the benefits of making the journey on foot compared to the distance
and therefore the time taken to make that journey. It is highly unlikely that it
will be possible to persuade many people to walk to work if the time taken to
do so is over about 30 minutes and considerably less than this if having to
carry shopping bags. In Milton Keynes the population density is quite low
compared with some other areas as shown in table 5.2.1. Therefore the
distances between activities are therefore larger and walking opportunities are
somewhat less than perhaps in more traditional towns and cities. The figures
for Milton Keynes have been split between the borough area (including city
area) and city area on its own. This allows comparison between authority
areas that have a rural area as well as an urban area and those that are
predominately urban.
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Milton Keynes Walking Strategy 2003
TABLE 5.2.1
Population density in local authority areas
Persons
per sq km
Brighton and Hove UA
3,120
Leicester UA
4,031
Luton UA
4,262
Middlesbrough UA
2,687
Milton Keynes Borough area
658
Milton Keynes city area
2,300
Peterborough UA
453
Reading UA
3,696
Slough UA
4,136
Swindon UA
781
Telford and Wrekin UA
517
UA = Unitary Authority
Source: National Statistics (2002)
5.3
Segregation
Physical barriers such as buildings, grid roads and watercourses can make
walking indirect in some places. For example, in CMK ‘the Centre: MK’ (the
main shopping area) is a barrier once the precinct doors are locked for the
night – the only way north-south is by walking around it rather than through it.
5.4
Unauthorised users
In some areas unauthorised users, such as horses and motor vehicles cause
damage to the surfaces as well as being a danger to pedestrians and cyclists.
Enforcement is important for protection of these areas but is difficult due to the
large area of the network.
6.
THE WALKING NETWORK
6.1
Redways
Milton Keynes has over 480km of footways and cycleways in the urban areas
and there are many more public rights of way in the surrounding countryside.
The major part of the walking network consists of Redways (shared-use
pedestrian/cycle paths which cover most of the new city) and pavement
footways.
In total, there is over 250km of Redways in Milton Keynes linking most parts of
the city. The Redway network is limited in the older district centres such as
Bletchley, Newport Pagnell, Stony Stratford and Wolverton and within CMK
itself. Currently Redways stop at the edge of these areas but this is less of a
problem for walkers than cyclists as footways continue in most areas.
Information on the Redways is in the Redways (July 2001) which is available
free of charge. There is also a proposal for Redway notice boards to provide
information points across the network.
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Milton Keynes Walking Strategy 2003
Redways are shared-use paths and there is always the potential for conflict
between different users. The Redway Code seeks to minimise problems
through education and has the following information for pedestrians:
•
The Redways are for use by pedestrians and cyclists of all ages
and levels of experience, including people with prams, pushchairs
and those in wheelchairs.
•
At night cyclists should carry lights and all users should carry or
wear something light coloured or reflective.
•
Cyclists should take due care when approaching pedestrians and
should use a bell or other form of audible warning to indicate their
approach.
•
Pedestrians should keep to the right as you would if walking along a
road i.e. facing on-coming traffic.
•
Pedestrians should not walk more than two abreast.
6.2
Problems with the Redway network
Although providing a pleasant environment, Redways have their own
problems of isolation and fears about personal security for users. Segregation
from other road users, subways, overgrown vegetation, vandalism and poor
lighting tend to make users feel vulnerable, particularly at night. Maintenance
of the Redways is difficult due to lack of funding. Current maintenance
priorities for footways are (in descending order), main shopping areas
followed by other footways and finally the Redways.
6.3
The CMK walking network
CMK has wide footways running alongside development blocks which, set
slightly away from the traffic, creates a pleasant walking environment. Cycling
on pavements/footways that are not designated as shared-use paths is illegal,
although this is difficult to enforce. Within CMK there is conflict between
pedestrians and cyclists and this has been partly addressed by erecting signs
expressly forbidding cycling although cyclists are still allowed to use
underpasses in the city centre.
CMK has a mixture of underpasses and surface-level pedestrian crossing
points; the latter being marked by covered waiting points (the porte cocheres).
Pedestrians have to give way to traffic at these points except in parking areas
when, in theory, pedestrians should have priority. There is therefore confusion
and inconsistency with this approach. Underpasses and footbridges to CMK
and underpasses within CMK are considered deterrents to walking.
6.4
Older district centre, grid square and rural walking networks
The older district centres and villages tend to have traditional style
pavement/footways running immediately adjacent to roads. In general,
footways are narrower and can be congested in high street areas.
Pedestrians and vehicles are closer to each other and the walking
environment can become less attractive if traffic flows are high.
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Milton Keynes Walking Strategy 2003
Outside built up areas, the walking network is based mainly on rights of way
such as footpaths, bridleways and byways. Distances between settlements
and facilities tend to discourage walking but instead people are attracted to
the rural areas for leisure walking. Several long distance paths cross the
Borough and these are shown in table 6.4.1.
Although leisure walking itself does little to reduce transport pressures it is still
important as a means of introducing and encouraging people to consider
walking for other purposes. Within Milton Keynes there is an annual
programme of guided walks. Some of these are with the Blue Badge Guides
who publish a leaflet: ‘Explore with MK & North Buckinghamshire Blue Badge
Guides’. Walks are held from April to September and generally last 1½ to 2
hours taking in features of interest along the way. Guided walks in urban
areas could prove particularly useful in publicising the walking network to
residents and visitors. In addition to the Blue Badge walks, the Ramblers
association, University of the Third Age (U3A) and the Milton Keynes Parks
Trust organise guided walks. The trust has the largest programme of guided
walks in Milton Keynes (www.mkparks.co.uk/eventlisting.asp).
TABLE 6.4.1
Long distance footpaths in Milton Keynes
Path name
MK boundary trail
3 Shires way
Length
97km
57km
Status
Footpath
Bridleway
Swans way
110 km
Bridleway
Greensands
ridge
North Bucks way
64 km
Footpath
56 km
Footpath
Bunyan trail
121 km
Footpath
Icknield way
166 km
Footpath
Starts
Circular
Tathall End,
Buckinghamshire
Salcey Forest,
Buckinghamshire
Leighton Buzzard,
Bedfordshire
Great Kimble,
Buckinghamshire
Sundon Hills
country park,
Bedfordshire
Ivinghoe Beacon,
Buckinghamshire
Ends
Circular
Grafham Water,
Cambridgshire
Goring-on-Thames,
Oxfordshire
Gamlingay,
Cambridgeshire
Wolverton,
Milton Keynes
Sundon Hills
country park,
Bedfordshire
Knettishall Heath,
Suffolk
In grid squares traditional pavement footways link to Redways for routes to
other grid squares, district and town centres. Some common problems in
these areas include vehicles parked on pavements, unnecessary deviations,
uneven surfaces, and lack of dropped kerbs.
7.
AIMS AND OBJECTIVES
7.1
Sustainable Integrated Transport Strategy (SITS)
The vision for SITS, developed through a long process of consultation is:
“We aim to open up Milton Keynes by making it a place where
everyone can afford to move around conveniently, where
economic, social and cultural life can flourish, whilst damage
to our environment is minimised.” (MKCb, 1999).
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Milton Keynes Walking Strategy 2003
The strategy to achieve this is:
“to bring about a significant shift from the car to other ways of
travelling, such as walking, cycling and public transport.”
(MKCb, 1999).
7.2
Walking strategy
The aim of this walking strategy is the same as that contained in the LTP,
namely to “encourage more people to walk”. This will be achieved through
three main objectives:
•
Objective 1: developing a safe strategic pedestrian network, ensuring that
pedestrians are given priority and that suitable routes are available to all;
•
Objective 2: ensuring that pedestrian safety and ease of movement is
improved and
•
Objective 3: promoting walking as a safe and sustainable way of
travelling.
8.
TARGETS
8.1
Local Transport Plan and SITS targets
The LTP has adopted the targets previously set in SITS for reducing the
amount of travel by car. The overall aim is to reduce car use for the journey to
work from 77% in 1997 to 62% by 2006 and 55% by 2011. We recognise that
these targets are ambitious but we do not expect them to be met uniformly
throughout the council area. However, CMK has been identified as one of the
areas expected to make the most progress towards meeting these targets.
TABLE 8.1.1
Journey to work – modal split
1991
Car
Public Transport
Cycling
Walking
Motorcycling
Total
Census
1997#
77%
12%
3%
7%
1%
100%
77%
12%
3%
7%
1%
100%
2001
SITS Targets
2006
2011
71%
15%
6%
7%
1%
100%
62%
20%
10%
7%
1%
100%
55%
25%
12%
7%
1%
100%
# = assumes same modal split as observed in 1991
Source: Census (1991) and SITS (1999)
Table 8.1.1 gives the journey to work modal split targets for Milton Keynes.
The target for walking is to stabilise levels and prevent any further decline.
The modal split for walking is therefore constant at 7%. It is essential that a
suitable monitoring system is implemented in CMK to count pedestrians.
Results from this monitoring may reveal whether it is possible to update this
target to include a small increase in the proportion of journeys made by
walking.
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Milton Keynes Walking Strategy 2003
8.2
Best Value and Audit Commission performance indicators
Table 8.2.1 gives the council’s Best Value and Audit Commission
performance indicators that are relevant to this walking strategy.
TABLE 8.2.1
MK Council Best Value and Audit Commission
Best Value Indicators
Reference
Description
Number
Damage to roads and pavements - % of
BVPI 105
Actual
Estimate
Actual
Target
Target
00/01
00/01
01/02
99/00
00/01
90.80%
96.00% 95.70% 90.00% 95.00%
74.00%
83.33% 90.00% 60.00% 92.00%
75.60%
77.10% 75.40% 88.00% Deleted
86.60%
84.80% 84.90% 84.00% 85.00%
reported dangerous incidents made good
within 24 hours of authority becoming aware
BVP1 165 01/02 % of pedestrian crossings with facilities for
(ex AC-F1)
disabled people
ACF2a
% of links of footpaths and other rights of way
which were signposted where they leave a
road
BVPI 178 01/02 % of total footpaths and other rights of way
(ex AC-F2b)
which were easy to use by the puplic
Source: BVPI and ACPI for 2000/01 - Final Figures (MKC)
9.
DELIVERING THE STRATEGY
9.1
Pedestrian facilities, routes and networks
We are working towards extending the Redway network with priority being
given to routes joining neighbouring settlements (such as Newport Pagnell
and Olney) to Milton Keynes. Inadequate funding for maintenance of the
Redways is still a problem and we will continue to campaign for off-road
shared-use paths to be included in national revenue funding assessments. A
network that is well lit and maintained to a high standard can make a
significant contribution to fall prevention in older persons.
In CMK clear signs and high quality ‘you are here’ maps should be installed to
replace the existing signs that are ‘cluttered’ with advertising.
The ‘CMK Development Framework’ (EDAW, 2001) will shape the future
development of CMK. The framework highlighted the importance of
pedestrians in creating a safe and vibrant city centre. Measures proposed to
assist and encourage pedestrian movements are:
•
infill of certain underpasses and create at-grade pedestrian crossings;
•
public transport/pedestrian priority on Saxon Gate;
•
pedestrian priority zone within the city centre and Station Square;
•
improve the quality and safety of pedestrian connections from surrounding
grid squares;
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Milton Keynes Walking Strategy 2003
•
improve at-grade pedestrian crossings;
•
improve the quality and safety of pedestrian connections to Campbell
Park;
•
new pedestrian network within Campbell Park;
•
re-open 24 hour pedestrian routes through the shopping building;
•
removal in appropriate locations of surface level parking;
•
active ground floor uses;
•
mix of uses which provide activity at different times of the day;
•
public art;
•
lighting for aesthetic and safety purposes;
•
responsive landscaping;
•
attractive civic spaces, and,
•
uncluttered streetscape.
9.2
Creating a positive walking culture
We have already taken steps towards promoting walking. The Milton Keynes
Local Plan Second Deposit Version October 2002 proposes a transport user
hierarchy (policy T1) which puts pedestrians and those with impaired mobility
first in planning and transport decisions. This approach could be formally
extended across all transport, planning and development functions and
sections could be asked to ‘sign up’ to adopt the transport user hierarchy in
their work.
Policy D2A of the second deposit local plan aims to improve the “public realm”
in new development areas and creating places that are well connected with
safe, attractive and convenient routes, giving priority to walking, cycling and
public transport.
PPG13, published in March 2001, outlined the replacement of traffic impact
assessments (TIAs) with transport assessments (TAs) which should place
greater emphasis on walking routes, access and facilities in new
developments. We could consider adopting the approach of transport
assessments not only for new developments undertaken by the council but
also on decisions or policies that might have an impact on travel habits.
9.3
Education and awareness
Information on walking is mainly provided through the Redway map, the latest
issue of which was published in July 2001. The map is free of charge to users
and is distributed through local centres, libraries and sports facilities. There
are also plans to erect Redway information boards at various points across
the network and it may be possible to use these as a way of displaying
information on walking. Training on use of the Redways forms part of the
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Milton Keynes Walking Strategy 2003
cycle training offered to school pupils within the Borough and provides a
valuable way of promoting walking to children and parents.
We participate in ‘TravelWise’, the campaign to promote sustainable transport
and educate people about their transport choices. Many of the leaflets and
booklets published by the council provide an ideal opportunity to raise
awareness of walking and this is already exploited in the Milton Keynes Travel
Guide and the Redways map. We should seek to identify further opportunities
to promote walking throughout the work of the council.
Improving facilities is an important part of encouraging employees to walk to
work such as increasing the provision of lockers and changing rooms.
Facilities do not have to be complex, and could be as simple as making sure
that there are enough hooks/coat stands or places to store spare shoes. CMK
employers can encourage their staff to walk more perhaps through publicising
walking routes and by running a series of lunchtime guided walks during the
summer months.
Part of the responsibility of the Sustainable Transport Manager is to
encourage local firms and businesses to introduce their own travel plans and
is in an ideal position to help promote walking in CMK.
Guided leisure walks are another way of introducing people to the idea of
walking for other purposes. There are already a number of organisations
running guided walks in the Milton Keynes area and we may be able to use
their events to help promote positive messages about walking. In particular,
walks in urban areas of MK present an ideal opportunity to publicise the wider
walking network and routes to local facilities.
9.4
Walking to school
We take part in various activities to promote walking
as a sustainable and healthy form of transport for
children going to school. Schools are encouraged to
take part in the national walk to school week each May
and the international walk to school day in October.
The council’s road safety team also organises safety
skills training for children in years two and three.
We also have a ‘safe routes to school’ programme:
“safe routes to school projects enable children to walk
and cycle to school through a combined package of practical and educational
measures”, (Sustrans, 2002). Practical measures include:
•
highway improvements e.g. road crossings (toucans);
•
safer driving, and,
•
school initiatives e.g. mapping of routes.
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Milton Keynes Walking Strategy 2003
9.5
Partnerships
Opportunities to promote walking exist through partnership working both
between departments within the council and with outside agencies. We are
represented on the Milton Keynes Health Forum that exists to promote
partnership, share information and to influence strategic direction of health
policies. The ‘Active for Life’ campaign promotes the benefits of regular
exercise and provides and ideal opportunity to raise awareness of walking. A
good example of this ‘cross-sector-thinking’ is found in the ‘community health
map’, issued in 1998:
“Use this healthmap to find a healthier way of getting
about. Why not leave the car at home on short trips and
try cycling or walking instead. You could take the bus and
get off a stop earlier and walk the rest of the way”.
We will be looking for ways to promote walking both through existing
partnerships and through future joint projects.
It has been stated that crime or the fear of crime is a barrier to walking. The
Redway sub-group of the crime and community safety group and the quality of
life steering group are actively involved in tackling this issue.
10.
FUNDING
We are keen to see walking issues considered across a wide range of work
and activities and wish to promote a positive culture of walking within the
council and will look out for opportunities to fund specific walking measures.
11.
MONITORING AND REVIEW
At present there is very little data on walking activity within the local area.
Walking, unlike other forms of transport is not included in standard classified
traffic counts and requires specific manual counts to be undertaken. Manual
counts at some sites within MK will take place during 2002/03.
Assessing changes in walking activity will be very difficult until data from these
new surveys has been collected on a regular basis for a number of years. We
will therefore make use of a wide variety of associated counts and surveys to
try to build up a picture of current trends. Data sources include the 2001
census, future household, school and employee surveys.
Progress towards objectives and targets will be reviewed on a regular basis
as part of the LTP annual progress report process.
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Milton Keynes Walking Strategy 2003
12.
REFERENCES
MKCa, 1999
Sustainable Integrated Transport Strategy (SITS); P18;
January 1999, Milton Keynes Council.
MKC, 2000
Milton Keynes Local Transport Plan: 2001/02 – 2005/06;
P56; July 2000, Milton Keynes Council.
DETR, 2001
Transport Trends, 2001 edition: indices data tables; from
table 1.4; 29th May 2002, Department of Environment,
Transport and the Regions website.
DETR, 2000
Encouraging walking: advice to local authorities;
paragraph 1.9; P6; March 2000, Department of
Environment, Transport and the Regions.
DTLR, 2002
Extract from news release: Walking to school improves
your social life and health; 16th May 2002, Department of
Transport Local Government and the Regions.
MKCb, 1999
Sustainable Integrated Transport Strategy (SITS);
Paragraph 3.2; P9 and P11; January 1999, Milton
Keynes Council.
EDAW, 2001
CMK development framework, final report. October
2001; P60.
Sustrans, 2002
Quote obtained from the Sustrans walk to school
website: www.saferoutestoschools.org.uk.
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