Transport Archives - Page 3 of 3 - Eastbourne ECO Action Network

Are Consultations Blocking Progress?

I think everyone is aware that traffic levels appear higher than last year and with all the new housing this will only get worse. At the same time, Eastbourne is committed to a shift towards more walking, cycling and bus journeys. So why is this change not happening?

ESCC Hailsham to Eastbourne Sustainability Corridor

It has been increasingly apparent that consultations and public engagement can result in no change at all. You may think they are the best example of the democratic decision on the local matters but let us look at the evidence. There are more car users than any other group and many of them will want what they already have. The share of car trips has gone up by 40% since 1981 whilst bus and cycle trips have more than halved.

One of the key reasons that progress is not being made is that even with Covid-19, there is built-in inertia. The car-centric view is simply entrenched across all of East Sussex. So out of all the county’s funded Covid-19 schemes only 2 pedestrian schemes were built. Locally in Eastbourne, everything was eventually dropped “following public consultation”.

Eastbourne Draft Local Plan

There are probably four ways that consultations can be used to reinforce the status quo:

1) Only some key stakeholders are consulted

2) The questions are adapted to fit the agenda

3) The comments are simply counted as for and against.

4) Weightings are used to prioritise certain groups

The Government has said that they want to double cycling numbers by 2025, link future transport funding to current performance and set higher design standards. So for routes, away from the roads, such as Horsey Sewer or Shinewater it is possible to build reasonable shared paths. However, because space is limited in town, and cycling is marginal, either the routes are removed – such as around Terminus Road – or designed to make the least change to the road layout. Currently, there is no cycle route in Eastbourne town centre of sufficient quality to appear on either Google maps or Cyclestreets.

The same issue is true for buses. One of the reasons that there is no local Quality Bus Partnership, which would mean better and greener buses, might be that the road network would need to be re-allocated in favour of buses. That would once again face some resistance through a consultation process. There are indeed some bus lanes being added on the route from Polegate to Eastbourne but they are short and may not make enough difference to get the bus companies to invest.

With the County Council elections coming up, now is the time to question the candidates. Do not ask if they are in favour of cycling or bus lanes, as nearly everyone says yes. Instead, ask about a specific route that you want and where there are consequences and hard choices to be made.

Paul Humphreys

Bespoke & Cycle East Sussex

Photo: Eastbourne Bespoke cycling group

Are Local Traffic Neighbourhoods Possible in Eastbourne?

Perhaps the most contentious debate in transport, at the moment, is Local Traffic Neighbourhoods (LTNs). They are a hot topic across the UK, especially in London, and even more so during Covid-19.

Perhaps the most contentious debate in transport at the moment is Local Traffic Neighbourhoods (LTNs). They are a hot topic across the UK, especially in London, and even more so during Covid-19. LTNs are usually a relatively cheap and quick way to change the dynamics of the streets in an area. During Covid-19 they are being funded by the Government as emergency measures to provide safer walking and cycling whilst discouraging car use as public transport is operating with limited capacity apart from school buses. LTNs are linked to the wider ideas of 15-minutes cities and 20-minute neighbourhoods. Where most things people need are nearby and so there is less need for a car. This builds up the idea of community and increases residents’ exercise which reduces chronic illness in future years.

LTNs are areas where most through traffic has been removed from local residential streets. This might involve barriers, bollards, planters or other street furniture that blocks the roads for through traffic, whilst allowing pedestrians and cyclists. Often there are solutions using keys or barriers that allow emergency vehicles and buses access. If you are interested, Waltham Forest is a multi-award winner with various LTNs. There although most people are in favour there is a smaller vociferous group against. Just take a look at Social Media to follow the conversation.

So why is the subject so contentious.

Some opponents believe that they should be allowed to drive in any street to complete their journey in the shortest time. They do not agree with the phrase rat running where traffic will use residential roads when main roads are blocked. This is a problem that will grow with more congestion in Eastbourne.
Opponents believe there is a fixed amount of traffic and if you prevent through traffic in LTNs, it will simply get to the main roads. However, supporters will say how LTNs often show that after a while residents have 20% fewer cars, 20% fewer trips and 20% less time in the car. Since cars are the least efficient use of road space when driven or parked this is a big saving. This 20% saving can also be partly linked to other initiatives such as safer cycling routes or more local shops in the pedestrianised streets.
Opponents say that where there are Residential Main Roads (RMRs) the pollution and congestion will be worse. These roads often have the poorest housing, so these residents are then further disadvantaged. However, evidence from London shows that within LTNs are large blocks of social housing so it is not always so clear cut. Opponents make the point that in LTNs, if these streets are now more pleasant, they will be gentrified and the working classes will be squeezed out. This would be much less of an issue in Eastbourne.
Within any LTN there is often an increase in cycling and children walking to school as the risk from injury from motor vehicles is reduced. Where school streets are closed then some parents who drive and want to drop off their children are frustrated from doing so.

So what could this mean in Eastbourne? Normally these could be implemented in the more deprived areas. So for example the area around Seaside, St Philips Avenue, and St Anthony’s is a matrix of streets that can be used as rat runs. One simple improvement would be 20mph zones but so would modal filters, such as signs and bollards, that limit access by certain modes of transport, normally motor vehicles, and would deter through traffic.

In more affluent areas such as Sovereign Harbour, they are already similar to an LTN. Meandering cul-de-sacs that are not interconnected apart from by cycle or foot. Very slow traffic, local shops and any traffic displaced from main roads have no way through these estates. Rather they will go through Langney, Seaside or along the seafront.

In conclusion, now is the time to look at the idea of LTNs within the town. Let us see if we can improve the quality of life in these local neighbourhoods.

Paul Humphreys

Bespoke & Cycle East Sussex

Photo credit: Paul Gillett

Cycle Lanes along the Seafront

Compromise, conciliation, and consultation, all seem such reasonable words, and opponents to cycling often use them against Bespoke Cycle Group. They are perhaps partly the reason that active travel (buses, cycling and walking) in Eastbourne is in decline.

The Eastbourne Cycling Plan makes reference to the need for a strategy, reducing congestion, pollution and improved public health, along with a network of cycle routes that includes the controversial one along the seafront from Fisherman’s Green to the Pier.

It all sounds familiar, until you realise that this is the 1994 version. Quite usefully it shows the data from 1981. The share of trips by car was 40%, bus 14% and cycle 4%. Now the shares are 70%, 5% and 2%. The current scheme that requires Bespoke to “compromise” is the Covid-19 seafront cycle lane. East Sussex County Council decided this week it wants further consultation. It is a difficult choice for Bespoke to make. The seaward side was bid through Covid-19 funds, and was a segregated, safe and secure route. In fact, probably the one specified over 25 years ago. The landward option, not shared with Bespoke, is mainly paint on the road. In its favour are a 20mph speed limit and some signage. Unfortunately, it will be like the rest of the cycle infrastructure in town and hardly fit for purpose.

But for Bespoke it may be “take it or leave it”. It is the type of poor solution that compromise, conciliation and consultation create. It looks like not all the Covid-19 money will be spent and there has been the suggestion that ESCC’s new bid for Tranche2 will partly fail. ESCC acknowledge that “whilst emphasis [from the national guidance expects] schemes which enable the reallocation of road space for pedestrians and cyclists” their bid is around “footway surfacing and kerbs”.

Because 70% of trips are undertaken by car, this dominates the whole approach to transport within the county. Even to the extent that councillors, businesses and shops overestimate the number of people using cars and their relative spend. Considering this it took a certain strength, perhaps against the views of some of the residents, for Councillor Tutt to support the seaward side, as he did at the Transport committee.

For all the ESCC investment, the gold standard test is the actual cycle numbers. The new DfT statistics by Local Authority show no improvement across the county in the last 4 years. For those who cycle once a month, East Sussex, as one of the 25 similar shire counties, has only one county that performs worse.

In conclusion, there is no evidence that the current approach, via consultation and compromise, with the most powerful groups getting their way, will achieve any significant changes in road congestion, public health, pollution and CO2. The requirement is still for a limited number of safe, segregated and secure routes into town. This would be in line with the new DfT guidance, where they clearly state that paint on the road is no longer enough.

Paul Humphreys

Bespoke & Cycle East Sussex

Photo credit: Paul Gillett

Eastbourne Businesses – What Can You Do?

The two biggest uses of carbon are buildings and transport. Energy used in buildings emits 63% of the carbon used in our town. Buildings use energy for electricity for powering lights, computers etc and for heating. Gas heating is in a large percentage of buildings for hot water and heating.

The two biggest uses of carbon are buildings and transport.

Energy used in buildings emits 63% of the carbon used in our town. Buildings use energy for electricity for powering lights, computers etc and for heating. Gas heating is in a large percentage of buildings for hot water and heating. Gas is a major emitter of carbon in Eastbourne. By looking at how you use these it is possible to cut energy use. Your business will be cutting its energy bill and saving money.

In rush hour and other busy times of the day Eastbourne has many traffic jams. Not only do these waste time, emit a large amount of carbon but stationary cars with engines running emit dangerous compounds which cause air pollution. Air pollution is a problem in Eastbourne and it causes many people health problems, and premature deaths. It is in everyone’s interests that traffic pollution is tackled.

There are three things you can do as a business.

Switch energy supplier

Switch your energy supply to one which provides 100% renewable energy to the national grid. The price of producing renewable energy has come down considerably in the last few years. There are some really good deals around at the moment.

Click here to compare companies for renewable electricity contracts for business.

Get an energy audit on your building

Get an energy audit on your building. You can order one for free from East Sussex County Council. There is also a limited amount of money available in the form of a grant to help you reduce your energy costs. This is available on a first-come-first-served basis.

You can then start to make a plan of how to cut your carbon footprint at your workplace building. Get some quotes and make a plan. Actions may be something small and inexpensive like replacing all your electric bulbs to LEDs to something which requires more capital such as insulating your building.

Remote Working

Recent recent research by the Herman Miller Insight Group indicates that when asked about where employees want to work:

5% want to be back in the office;
19% love working from home;
53% want to work from home and their normal workplace.

Since the COVID crisis, we have already had many people working from home. This isn’t practical for all of the time but allowing staff to work at home for some of the time allows staff to achieve a better work/life balance and less stress. Less people commuting also has environmental impacts. Working flexibly where possible reduces the CO2 emissions from commuting. We recognise this needs an intelligent approach, and to ensure the well being of staff. Read the Home Working Guidance developed by the University of Bristol.

Using Active Transport

For journeys travelling to and from the workplace with a distance of 5 km or less than active transport should be encouraged. Walking or cycling to work not only has great health benefits for the person but fewer cars on the road mean fewer traffic jams for everyone and this in term improves air quality and everyone in Eastbourne benefits.

Take a look at the government’s bike to work scheme.

Or have a look at the Green Commute Initiative which allows for the cost of more expensive e-bikes.

There have been a lot of new ways of transport developed in recent years as alternatives to car transport.

Learn more about the e-bikes

Here is some really useful information about ebikes

Electric cargo bikes for business

Electric scooters

We are working towards a carbon neutral Eastbourne by 2030.

Miles Berkley

Executive Director, EEAN

Rachel Norris

Workplace Group, EEAN

Cycling in Eastbourne during COVID-19

Emergency protected cycle lane proposals: from the railway station to DGH via King’s Drive.

Emergency protected cycle lane proposal: from the railway station to DGH via King’s Drive

King’s Drive (and Lewes Road) is one of Eastbourne’s busiest arteries, linking the town centre and seafront with several large residential areas: Upperton, Ratton, Hampden Park, Willingdon and beyond to Polegate and Hailsham. It also connects to the hospital (DGH), East Sussex College, various schools, David Lloyd sports club and retail parks.

King’s Drive runs along the edge of flood meadows, it is essentially flat and it provides the quickest, most direct North-South route. Sadly, the good news for cyclists ends there. As anyone who has attempted to ride along King’s Drive knows, the sheer volume and speed of traffic feel uncomfortable and at times it’s downright dangerous. Data from Crashmap bears this out. Not surprisingly, few people attempt to use their bicycles here and most opt for the car, even for short trips.

Solutions

Bespoke Cycle Group has long argued for a separate cycleway to be constructed along the meadow to the east of St Thomas A Becket school (see below) and behind Weavers Close. It would continue to the DGH roundabout and join up with the existing cycle path alongside Cross Levels Way.

Sustrans echoed this idea in its draft recommendations (310.2) to ESCC in 2017, but signs of progress have not been detected. In the meantime, the COVID-19 pandemic has swept in, forcing local authorities around the world to wake up to the importance of cycling and walking as genuine alternatives to cars and public transport in urban areas.

It is surely the time for ESCC to construct temporary protected cycle lanes here. Bespoke propose one-way 2m wide lanes (in line with the traffic) on each side of King’s Drive and Lewes Road, extending from the DGH roundabout to the junction of Tutt’s Barn Lane for southbound cyclists and from the junction with Upper Avenue to the DGH roundabout for northbound cyclists.

Here, a cycle lane could replace the grass verge, or take up part of the road next to it.

In this section of King’s Drive, temporary bollards could be placed on the road 2m from the kerb.

The same applies here, by St Thomas A Becket school, so this dad and his daughter wouldn’t need to be on the pavement.

Southbound cyclists could turn left into Tutt’s Barn Lane, then continue along the quiet Gorringe Road.

At the junction with Lewes Road, there could be a combined pedestrian and cycle crossing to Upper Avenue – ideally to the pavement on the north side (on the right of this picture).

This pavement could be widened, or space reclaimed from the road to accommodate a two-way cycle lane:

The grassy area could be narrowed to accommodate a two-way cycle lane.

There’s plenty of space on this corner of Upper Avenue:

A new crossing for pedestrians and cycles here on Upper Avenue, opposite St Mary’s House, would enable safe passage to and from St Leonard’s Road.

The quiet St Leonard’s Road probably wouldn’t need any cycle infrastructure.

Nor would St Ann’s Road, on the left in this photo.

St Ann’s Road leads to the station car park – for access to trains, the Enterprise Centre, town centre and seafront.

Robert McGowan

Transport Group, Bespoke

The bus is here,
but not quite yet!

Recently the Department of Transport has issued its vision for transport Decarbonising Transport report, which it hopes to achieve by 2050. One of the main threads of their vision is to reduce our dependence on petrol and diesel car.

Recently the Department of Transport has issued its vision for transport Decarbonising Transport report, which it hopes to achieve by 2050. One of the main threads of their vision is to reduce our dependence on petrol and diesel car.

The burning of petrol and diesel in cars produces carbon dioxide which goes into the atmosphere and significantly contributes to climate change. The gases emitted by these vehicles also produce pollutants damaging people’s health, causing breathing problems, skin reactions and having a particularly bad effect on people with respiratory problems.

One way of achieving a reduction in these gases is to encourage the use of electric cars. But these are expensive to buy, need a new charging infrastructure and a lot of energy, which produces more pollution.

One of the government’s aims is to reduce the number of car trips that we all make. They hope to do this by:

Provide frequent and reliable public transport (buses) so that we don’t have to use our cars.
To get us to lead healthier life styles by walking and cycling rather than driving.

But how do you get people to abandon such a convenient form of transport as the car? This will require a lot of changes in our everyday life and our mentality. EEAN is convinced that tackling transport pollution and achieving a culture change in societal attitudes to transport is one of the crucial elements in reducing the effects of climate change.

See the summary of the Decarbonising Transport report in our Library.

David Everson

Transport Group