The Local Cycling & Walking Infrastructure Plan (LCWIP) is a long term programme of cycle and walking paths and has now been agreed by Devon County Council. We continue to press for these routes to be delivered.
Map of Cycle Routes
Our Summary Video
Our Response
We Welcome:
- The improved ambition this represents.
- That this takes us closer to the ‘dense network’ of cycle paths that we’ve long been calling for.
- The DCC commitment to delivering schemes according to the LTN1/20 standards.
- The recognition of the importance of managing motor traffic speed – and specifically of default 20mph limits.
- The recognition of the importance of liveable neighbourhoods and eliminating rat-running by cars in residential areas.
- The recognition that areas previously not well connected are now to be included in the network: (e.g. Duryard, Cranbrook).
- The proposal to establish a stakeholder group to help support the delivery of the LCWIP.
- The commitment to make investments, such as the new walking/cycling bridges over the river at St.Davids station, the A379, Mallison Bridge and at the canal near the quay.
Our Concerns:
- Speed of delivery is not fit for purpose in a climate emergency.
- Prioritisation of routes needs refining.
- Scope & Coverage of this LCWIP has been drawn too narrowly.
- Reducing car journeys is part of the solution that the LCWIP should embrace.
- Liveable Neighbourhoods need more urgent attention
- Giving the LCWIP leverage in the planning system
- Speed Reduction needs more explicit support in the LCWIP
- Strong desire lines, including arterial routes, should be made safe for active travel
- The active travel targets aren’t stretching enough
- Feeder Routes should be built and maintained to the same quality as the E routes
- Rebalancing road space will be necessary
- Active travel targets should be set and monitored
- Quick Wins
See more info on our concerns in our full response
Responses to each route
E1 – Exeter St David’s Station to Topsham
Comments on the alignment
- This is an active travel success story (because it provides separation from motor-traffic), many sections of E1 carry large numbers of both people walking and people cycling. We welcome the commitment to upgrade existing provision; improved lighting and separate paths should be provided on sections which are currently shared paths.
- The direct desire line from Topsham to St.Davids is along the main road (Topsham Road). Topsham Road should provide a safe, coherent route in addition to this proposed E1 route. Upgrades to Countess Wear Roundabout must be incorporated into this route.
- The E1 route should really look beyond Topsham because this is a heavily used commuter and leisure route for people cycling, with even greater potential as routes E9 and E13 open from Topsham. Thought needs to be given to making the cycle route along Elm Grove Road and Bridge Hill safer. This should involve slowing and reducing traffic coming from Bridge Hill onto Elm Grove Road. The majority of traffic on this road is not Topsham bound but is through traffic. Measures are needed to make the A376 route a more obvious route for this through traffic.
- Okehampton Street flood diversion route: it is likely that this alternative route will need to be used more often in future. This route should be mapped onto the LCWIP network as a feed route and consideration given to making this alternative route and junctions safer. There is room for a separate cycle path along much of Okehampton street between the Exe Bridges and Flowerpot Lane.
Comments on the detailed proposals
- Quietways: see our comments above about how Quietways should be delivered.
- Sections that run along Topsham Rd / Exeter Road should have side road priority for people walking and cycling designed in at all junctions.
- Sections that run through Countess Wear should have additional traffic reduction strategies. This includes the service road running parallel to Topsham Road, which is heavily used by cyclists.
- The Bridge Road crossing at Glasshouse Lane has been repeatedly highlighted by users as a safety risk, due to high vehicle speeds on the double lanes. This junction must be made safer for vulnerable road users. Consideration should be given to reducing the signed speed at this point to 30mph. The traffic light sequence holds cyclists and pedestrians for an unreasonably long time; changes to the sequencing would provide a significant and quick improvement.
- The Bridge Road crossing at the Swing Bridge is hard for disabled riders, hand-cyclists and cargo biking families to access safely. Ensure the location of the beg buttons does not force vulnerable road users into harm’s way.
- There is a “missing link” on the E1 into Topsham: from the end of the shared use path on Exeter Road (outside the Rugby Club), past Denver Road and along High Street into the centre of Topsham. We welcome the intention to upgrade part of this route. We remain concerned however that the “quiet road” along the High Street will remain hostile to people cycling. If there is room for on-street parking here there is room for wider footpaths and cycle infrastructure.
- We welcome the intention to improve the safety, connectivity and legibility of the route around St. David’s station. A proposed walking/cycling bridge at St. David’s is welcomed.
- Trinity CoE school seems to be missing from the LCWIP mapping.
- The proposed lighting on E1 (along the canal) is welcomed and will make this route more accessible, particularly in winter.
- Ensure all junctions and cycle paths are safe for use by disabled riders, hand-cyclists, users of non-standard cycles, cargo bikes and families using trailers.
E2 – Exminster to Pinhoe
Comments on the alignment
- The E2 route really needs to be extended deeper into Exminster so that it properly connects this village to Exeter to the Primary School in village centre, otherwise it starts/ends at the edge of village
- The E2 route also needs extending further into Pinhoe and connecting to West Clyst and Broadclyst (and possibly Cullompton).
- Feeder Routes on the E2/E12: the LCWIP mapping has omitted the existing cycle path linking E2 to E12 from behind Michelmores in Pynes Hill to Tollards Road. This needs to be added to the mapping so that this route is included in maintenance and upgrade schedules.
- The proposed linking route on the east side of the Pinn Court Development and joining the Langaton Lane Green Lane is shown merely as a linking route in the LCWIP. We believe this is an important route for connecting up Pinhoe/West Clyst and should be part of the E3 route. This route links Westclyst to the co-op area (and hence the B3181).
Comments on the detailed proposals
- We disagree that this route needs no further improvement / investment. The LCWIP narrative also concedes that this route falls short of LTN1/20 standards and has difficult parts. Further, the LCWIP description of this route rightly points out its importance for connectivity to major employers (Pynes Hill business park, The Met Office etc) and to schools (St.Peters and St.Lukes and indirectly Pinhoe School). Hence, the LCWIP should be committing to upgrading and extending this route.
- The double mini-roundabouts in Pinhoe is a hostile place to cycle. Junction improvements are needed here.
- This route currently suffers from frequent pavement parking blocking it and the surfaces have not been maintained. Consideration needs to be given to addressing these shortcomings.
- The shared path between the Pinhoe double mini roundabouts and the West Clyst COOP is too narrow and crosses multiple driveways. This is also true of the shared path approaching West Clyst. Consideration needs to be given to upgrading these lengths of path and making them LTN1/20 compliant.
- The connection of E2 with the E4 route relies on taking multiple crossings depending on which direction you’re travelling. This causes significant delays to a journey compared to using the road and falls short of LTN1/20 principles. The whole Pinhoe / Cumberland Way junction should be upgraded to prioritise connection between the E2 and E4 routes.
- Countess Wear roundabout is not safe or easy for people cycling and is especially difficult for adapted and cargo bikes and children. This requires junction improvement to reduce many of the challenges here, which include:
○ No easy / safe means of travelling along E2 south-north from Bridge Road to Rydon Lane
○ Blind spots and shared path NE edges of the Countess Wear roundabout
○ No space to wait without blocking the path for the controlled crossing of Topsham Road (East arm of the roundabout) when travelling south on E2.
○ Blind spot when turning off the signalised crossing of the East arm of the roundabout onto the Bridge Road service road (heading south) - The LCWIP acknowledges that Countess Wear to Pynes Hill shared use path is non LTN 1/20 compliant with a lot of multi-stage crossings. Further improvements are required to address these issues.
- The traffic light crossing on the SE side of the Countess Wear roundabout has difficult angles and sight lines for people cycling. Consideration should be given to upgrading this.
- Countess Wear Road junction: consideration should be given to giving side road priority to people walking/cycling along E2 when they cross Countess Wear road. Cycle traffic along E2 is much higher than car drivers out of Countess Wear road and there are difficult sight lines. Consideration should be given to improving this junction.
- Countess Wear Road junction: consideration should be given to giving side road priority to people walking/cycling along E2 when they cross Countess Wear road. Cycle traffic along E2 is much higher than car drivers out of Countess Wear road and there are difficult sight lines. Consideration should be given to improving this junction.
- Where the E2 crosses Old Rydon Lane (heading south) there is very poor visibility for people cycling. Consideration needs to be given to improving this junction, with priority given to users of the shared path crossing Old Rydon Lane.
- Cycling alongside fast moving heavy traffic where there is no barrier (e.g. Rydon Lane) is intimidating and scary, especially for families with children. This makes these sections no-go areas for many (and thereby excluding families from the whole route). Install linear planting to deliver safety, improved air quality and enhance walking journeys.
- Ensure all junctions and cycle paths are safe for use by disabled riders, hand-cyclists, users of non-standard cycles, cargo bikes and families using trailers.
E3 – City Centre to Cranbrook
Comments on the alignment
- The route is not coherent, and we are concerned it will be hard to follow through all the changes in provision.
- The route is indirect. The direct route is along Pinhoe Rd. Small changes at Park Rd and Clifton Hill offer an alternative direct route.
- The section nearest the city centre is still convoluted and indirect which will limit the usefulness of the route if left as-is.
- We note the new pink connection (no explanation in the key) from Heavitree Park onto Whipton Lane. Increased connectivity is to be welcomed. We are surprised that the route via the Chard Rd filter is not shown on the map
Comments on the detailed proposals
- Quietways’: Whipton Lane/Vaughan Road on E3. These are busy roads and attempts to improve them for cyclists in the past have been met with opposition. We support the proposals to slow traffic with traffic calming measures and reduce the speed limit. The recently installed speed humps at the “Quickprint” roundabout are welcome but have only addressed driver speeds from two of the four arms of the roundabout despite a clear history of crashes from the other arms. To be a safe route, traffic volume must also be reduced. The Vaughan Rd filter should be reconsidered. We await the implementation of the Heavitree Liveable Neighbourhood to bring some traffic reduction and calming to the area.
- See comments above on the improvements needed to traffic calming solutions.
- Hollow Lane is narrow and used by numerous buses and parents driving towards Ellen Tinkham School at school pick up and drop off times – the very time families need to be walking and cycling along this route. Provide additional passing places and provide a better school exit.
- Cycle paths separating people walking and driving are welcomed. We note the section marked at St Michael’s school where, as expected, the dragon paint works have produced no meaningful change in driver behaviour. Providing only short sections that require people cycling to criss-cross the road to access a safe space are unhelpful. We hope appropriate designs are brought forward.
- Denmark Rd carries rat running traffic trying to avoid the Paris Street roundabout. Through- traffic should be removed to enhance the safety of people cycling and walking and access to the school.
- The west end of the E3 is a key gateway into the city centre. Consideration should be given to improving the junction from Barnfield Road into Bedford Street. This should give active travellers priority when they cross Southernhay East and West. The junction design and signage needs to clearly communicate this priority.
- Improved signage is required to make it clear that people cycling are permitted along Bedford Street and Square. This would reduce conflict in this area.
- Ensure all junctions and cycle paths are safe for use by disabled riders, hand-cyclists, users of non-standard cycles, cargo bikes and families using trailers.
E4 – Exeter University to Science Park
Comments on the alignment
- Consideration should be given to opening up connectivity from the E4 route into the University. There is a need for a safe cycle route across the University Streatham campus from the Prince of Wales Road/Pennsylvania Road junction (or St.Germans Road) up to the NW of the campus.
- The Exeter Cycling Campaign offered proposals in 2020 for how the E4 route from Pennsylvania Road to the Stocker Road junction could be delivered. See here.This avoids the problem of cyclists having to share with very high volumes of foot traffic on Prince of Wales Road.
Comments on the detailed proposals
- We welcome the junction improvements promised at Stoke Hill roundabout, Pennsylvania Rd, New North Road, St David’s Hill and Beacon Lane.
- Improvements to both the junction crossing Beacon Lane and protection for the cycle path entering the car park at Betty’s Mead playing fields are needed.
- Consideration should be given to preventing rat-running from Union Road through St.James and over the railway bridge (Well Street). This rat-running is likely to increase with the implementation of the E4 route along Union Road. St.James is an obvious residential area for modal filtering to reduce rat-running and would make this a liveable neighbourhood.
- Consideration should be given to preventing rat-running from Pennsylvania Rd through to Union Rd e.g. a modal filter on Higher Kings Avenue between Maryfield Rd and Elmdon Close.
- Ensure all junctions and cycle paths are safe for use by disabled riders, hand-cyclists, users of non-standard cycles, cargo bikes and families using trailers.
E5 – Stoke Hill to St Thomas
Comments on the alignment
- There is a pressing need to extend the E5/E6 route to the Stoke Hill schools beyond the roundabout. This planned route appears to start/stop at the Stoke Hill roundabout. The Exeter Cycling Campaign’s ‘Linking Routes’ report from 2020 proposed extending the cycle network beyond the Stoke Hill schools to connect with a path through Mincinglake park.
- The Exeter Cycling Campaign proposals for the Nurses Way propose making Old Tiverton Road and Mount Pleasant Road one way. This will free space on these roads for people walking / cycling and simplify the design of the Stoke Hill roundabout. (See here for the Nurses Way detailed proposal).
Comments on the detailed proposals
- We recognise this route is challenging to make safe for people cycling. We look forward to seeing the proposals for“Modal filters such asbus gates…. to reduce the volume of general traffic on the roads where dedicated provision isn’t feasible”. We also look forward to junction designs to make a safe crossing from Sidwell Street over the roundabout to up Old Tiverton Road. We would like to see details about how bus gates will be enforced.
- Cowick street is an important community high street and conservation area and is also identified as a city centre primary walking route (fig 6-11). A holistic study into improving the experience for cyclists and pedestrians is needed for the whole street, with solutions that respond to the varying street widths; this may include separated cycle lanes and junction improvements where it intersects with route E16.
- Fore St and Cowick St are shown as Quietways. Both currently have high volumes of through traffic . If traffic volumes are not significantly reduced, separated cycle lanes should be provided.
- We agree that the cycle and walking path design across Exe Bridges needs attention. Any short term interventions should not prejudice the longer term opportunities for more radical re-prioritising of Exe Bridges for active travel and recreation as outlined in the Liveable Exeter Vision.
- This route has significant potential of cumulative benefits for walking and cycling as a key link into the city centre. We would suggest that the prioritisation of this route is re-evaluated in light of these multimodal benefits which are not currently captured within the prioritisation framework.
- Ensure all junctions and cycle paths are safe for use by disabled riders, hand-cyclists, users of non-standard cycles, cargo bikes and families using trailers.
E6 – ‘Nurses Way’ Stoke Hill to Marsh Barton Station and Industrial Estate
Comments on the alignment
- There is a pressing need to extend the E5/E6 route to the Stoke Hill schools beyond the roundabout. This planned route appears to start/stop at the Stoke Hill roundabout. There is ample space on the highway to achieve this.
- The Nurses Way route should not only connect to the Stoke Hill schools but also extend north beyond the schools to connect up with the proposed linking route through the Mincinglake Park.
- Consideration needs to be given to better connectivity to the north of Pennsylvania and the north of the Streatham university campus. Since the East Park development on the campus there is now a stronger desire line for university students and staff to exit the campus along Oriole Drive.
- The E5/E6 routes should also connect to the existing shared path provision on Rosebarn Lane, providing a route into Pennsylvania, and connecting to Oriole Drive via Rosebarn Avenue. This requires improvements to the bottom of Rosebarn Lane where the shared path stops at Rosebank Crescent before it reaches Stoke Hill roundabout. Adding this short section significantly extends the reach of E5/E6.
Comments on the detailed proposals
- The LCWIP should list the changes to junctions at, for example, Wonford/Barrack Road and Heavitree and St Leonard’s Road/Barrack Road junctions to make them safe for cyclists. Attention will need to be given to improving the junctions between Salmonpool Lane and Earl Richards Road and Barrack Road.
- With increasing numbers of users anticipated using the Marsh Barton Railway station, make immediate changes to the river end of Salmonpool Lane: removing free car parking and improving the shared narrow road space for people walking and cycling.
- To be able to deliver the segregated cycle path along Mount Pleasant Road, Old Tiverton Road and Polsloe Road will require creative thinking. The Campaign’s Nurses Way proposal demonstrated how one-way routing along these three routes can both assist traffic management and free up space for active travellers.
- Ensure all junctions and cycle paths are safe for use by disabled riders, hand-cyclists, users of non-standard cycles, cargo bikes and families using trailers.
E7 – Exeter St David’s Station to Exeter Quay
Comments on the alignment
- Reinstating the Mallison bridge over the Exe at the Quay would link to E1 and provide much needed relief for the bottleneck in the narrow section leading to Commercial Road.
Comments on the detailed proposals
- Commercial Road requires a modal filter to be acceptable as a Quietway.. This would prevent the current rat-running from Lower Coombe Street. All service vehicles and Public Service Vehicles can access Commercial Road from Western Way.
- We agree that the existing facilities on Bonhay Road desperately need upgrading. The flood defence works were a missed opportunity to create a dedicated cycle route, especially given there are no houses on the western side of the majority of Bonhay Road. The cycle path needs better connectivity to St.David’s station. Any existing provision needs significant upgrades to be part of a future route. As cycling numbers grow, junctions between cycle routes e.g. at Miller’s Bridge/Bonhay Rd should also be reassessed.
- The E7 outline states “existing cycling infrastructure on Bonhay Road …requires review… however high traffic flows/some physical constraints may limit potential design options.” We note, however, that there is space found for parked cars even when that car parking enforces restricted passing for HGV. If carriageway restrictions are tolerated for the storage of private property we expect that it can also be found for the movement of people walking and cycling.
- Ensure proposals for junction improvements around Exe Bridges coordinate with proposals for route E5 and do not prejudice longer term opportunities for more radical re-prioritising of Exe Bridges for active travel and recreation, as outlined in the Liveable Exeter Vision.
- Ensure all junctions and cycle paths are safe for use by disabled riders, hand-cyclists, users of non-standard cycles, cargo bikes and families using trailers.
E8 – Wonford to Sowton Industrial Estate
Comments on the alignment
- We welcome a direct connection for this route which has clear potential to encourage a modal shift towards cycling.
Comments on the detailed proposals
- It is good to see a direct route between these locations but the shared path at the Sowton end may lead to pedestrian/cyclist conflict as the number of users increases. We note that most of Sidmouth Road beyond the bridge has three lanes for motor traffic. Provision is needed here for both people walking & cycling. The verge approaching the bridge clearly shows wear from heavy foot traffic on both sides. The bridge (with no pavement at all) is currently an obstacle to active travel. The fatality at the similar Alphington Rd Bridge pinch point highlights the need for urgent action here (even if not showing as a collision on this site).
- The LCWIP suggests that the railway bridge crossing will be challenging. However, this junction is already traffic light controlled. Timing the traffic lights to accommodate people walking and cycling under the bridge should be straightforward.
- Special attention will be needed to design the junctions of the cycle path crossing the Sowton Park and Ride exits.
- The proposals for a segregated path up Quarry Lane and the modal filter near the school are welcomed. These should be delivered without delay.
- Ensure all junctions and cycle paths are safe for use by disabled riders, hand-cyclists, users of non-standard cycles, cargo bikes and families using trailers.
E9 – Topsham/Newcourt to City Centre via Wonford & St Leonards
Comments on the alignment
- E9: upgrading Newcourt Road is a more pressing requirement than the bit of E9 parallel to the motorway. Newcourt Road is an important, direct and convenient route for school children travelling from Topsham to St.Peters school and is currently close to a new housing development. This route needs to be kept/made safe for children to use.
- Exeter Road shared use path is busy and that busy-ness will increase with the new developments approaching completion, so it does not make sense to force E9 traffic onto this less direct/convenient/attractive route.
- The E9 could easily be extended to Exmouth, merging with the existing E1 and could be signposted accordingly.
- The west end of the E9 is a key gateway into the city centre. Consideration should be given to improving the junction from Barnfield Road into Bedford Street. This should give active travellers priority as they cross Southernhay East and West. The junction design and signage needs to clearly communicate this priority.
- The map shows a cycle route running alongside Batavia Drive inside the Holland Park estate. This does not appear to reflect current realities nor the existence of blocked ransom strips into Holland Park.
Comments on the detailed proposals
- There is a “missing link” into Topsham on the E1 / E9: from the Newcourt Road/ Denver Road junction and along High Street into the centre of Topsham. We are concerned that the “quiet road” along the High Street will remain hostile to people cycling. If there is room for on-street parking here there is room for wider footpaths and cycle infrastructure.
- We welcome the planned bridge crossing the Northbrook to allow a connection into Chestnut Avenue. This will enable the desire line for many people travelling from Newcourt into the city centre.
- As noted in our comments on E3, Denmark Rd carries rat running traffic trying to avoid the Paris St roundabout. Through-traffic should be removed to enhance the safety of people cycling and walking and access to the school.
- Permeability for people walking/cycling through Seabrook Orchards is being inhibited by developers’ use of ransom strips. Recent erection of a fence at the end of Fish Street has severed the community, significantly added active travel journey time and pushing children onto the main Topsham Road. Other examples of this are the ransom strips inhibiting access through Dart Avenue, Regency Drive and into Tesco car park at Clyst Heath. We look to DCC, as a statutory consultee for housing developments, to insist that ransom strips are not permitted.
- Trinity CoE school seems to be missing from the LCWIP mapping.
- The constant disregard by drivers of the bus gate on Wonford Road needs to be addressed.
- Ensure all junctions and cycle paths are safe for use by disabled riders, hand-cyclists, users of non-standard cycles, cargo bikes and families using trailers.
E10 – Topsham/Newcourt to City Centre via Wonford & St Leonards
Comments on the alignment
- The LCWIP recognises Sowton as being hugely car dominant. This active travel route therefore needs more thought and upgrading to make cycling to and through Sowton much safer. Boldness and high ambition is needed to make a reality of the statement that “There is also scope to improve the feeder route through Sowton Industrial Estate along Kestrel Way and Bittern Road” and that further evidence can be provided to substantiate this. To that end, we propose that shared use sections should be made wide enough to meet LTN 1/20 and all crossings should be toucan and priority for those crossing between parts of the route (pedestrians and cyclists) rather than the current priority for road users (primarily car drivers).
Comments on the detailed proposals
- This is an important route and requires further investment and improvement over what has been proposed.
- Kestrel Way/Bittern Road are currently dangerous and highly unattractive to people on bikes. The pedestrian refuges narrow the lanes and drivers force cyclists to the curb rather than slow down at these pinch points. Lorries use the road and there is no segregation. Cars and lorries regularly park in the advisory cycle lane. These roads need a lot of work to make the estate more accessible for people on bikes.
- Consideration needs to be given to improved junction design where the Moor Lane cycle path crosses Osprey Road.
- The Campaign agrees that the Moor Lane Roundabout and (the southern end of) Kestrel Way need attention. Consideration needs to be given to enhancing the traffic light controlled crossing of Moor Lane (near the northern end of Kestrel Way) to allow people cycling to request a crossing.
- Consideration may need to be given to improving the legibility and design of the junction for people cycling from Bardon walk onto Bishops Way and then Apple Lane Path.
- The shared path along Cumberland way at the north end of this route involves crossing numerous side roads at roundabouts. At these points the pavements are too narrow to be safely shared with pedestrians, and the crossings are dangerous due to the high speed at which vehicles exit the roundabouts. These crossing points and the approaches need improvement.
- Street lighting is needed on the path around the Tesco superstore. Connection into Tesco through the ransom strip gap from the cycle path should be formalised and made accessible to people walking, cycling or using wheelchairs/handcycles etc.
- Ensure all junctions and cycle paths are safe for use by disabled riders, hand-cyclists, users of non-standard cycles, cargo bikes and families using trailers.
E11 – Pynes Hill Business Park to Westpoint Arena
Comments on the alignment
- The route should be extended to connect to the proposed new town in East Devon between the airport and Hill Barton Business Park and Greendale business park.
Comments on the detailed proposals
- Any improvement for cyclists and pedestrians heading to Westpoint is welcomed. Improved space and infrastructure are important for enabling safe active travel. It is important that the E11 route connects up to the proposed new town in East Devon.
- It is unclear what the LCWIP is proposing for E11. The analysis recognises that “it is substandard for large parts. Works are likely to comprise of widening existing shared provision and providing buffers from fast moving traffic on the A3052” but then states that “there are no proposals to upgrade this route as part of the Exeter LCWIP”.
Upgrades to this route should be included in the LCWIP. - Ensure all junctions and cycle paths are safe for use by disabled riders, hand-cyclists, users of non-standard cycles, cargo bikes and families using trailers.
E12 – Beacon Heath to Marsh Barton Station and Industrial Estate
Comments on the alignment
- There is an existing linking route from Countess Wear Rd – Mill Rd – Northbrook Park – Crematorium (joining the E12). This should be added into the network diagram in figure 5-13
- Taking this route down Burnthouse Lane instead of through the playing fields will link a large residential area, a primary and secondary school, shops and takeaways. These are obvious destinations that should be linked to the network.
Comments on the detailed proposals
- The route from Polsloe Bridge to St Katherine’s Priory needs substantial redevelopment. There are sections that are too narrow for shared use and gates that cannot be navigated with cargo bikes.
- The Polsloe Bridge junction is not marked for improvement. This junction is hostile for people cycling and unpleasant for those walking and needs addressing. Families wanting to access the adjacent Hamlin Lane playing fields (JLC) and the cycle training area there are forced to drive to access the facility.
- Although low traffic, George’s Close needs improvements to function as a Quietway. Drivers do not use this cautiously and parked work vans often dominate the space. There is space on the west side for a pavement and cycle path.
- The map marks Vaughan Road as a quietway, but there is actually a shared cycle path here. However, it is too narrow, and on the opposite side of the road (north-east) to the segregated path along Sweetbrier lane which is not easy to cross. This section should be rethought and space is available, currently used by parked cars.
- Ensure all junctions and cycle paths are safe for use by disabled riders, hand-cyclists, users of non-standard cycles, cargo bikes and families using trailers.
E13 – Clyst St Mary to Topsham via Clyst Road
Comments on the alignment
- We support the direct connection proposed
Comments on the detailed proposals
- The proposed shared use facility appears to be too narrowand along a busy rat run road. We welcome the LCWIP recommendation to make this a direct off-road route. The recommendation should be a firm commitment.
- As for the E1 and E9 there is a “missing link” into Topsham: from Denver Road and along High Street into the centre of Topsham. We are concerned that Denver Road is used as a rat-run and both this and the “quiet road” along the High Street will remain hostile to people cycling. If there is room for on-street parking here there is room for wider footpaths and cycle infrastructure.
- There is a missing link between the E9 and E13 along Old Rydon Lane. There are sections of cycle path along this road, which provides a crossing of the M5 and railway line. This route should be highlighted as a key connection for people from developments along Clyst Road to access shops and services and should be upgraded.
- Ensure all junctions and cycle paths are safe for use by disabled riders, hand-cyclists, users of non-standard cycles, cargo bikes and families using trailers.
E14 – Marsh Barton Station to city centre via Water Lane development and Exeter Quay
Comments on the alignment
- The desire line from The Quay to and through the city centre is through the Cathedral Green. This also opens up access to the Cathedral school (currently with very little active travel) and creates a natural gateway tourist route “From Cathedral to the sea”, enhancing visitor numbers to both the city centre and cathedral. Access across the Cathedral Green should be arranged as part of the Cathedral’s emerging plans for the Green.
- We welcome the recognition that the Mallison Bridge needs to be restored to support this route and the new development in Haven Banks (and welcome Exeter City’s Council’s commitment to seeking funding for this bridge replacement). This will be important to relieve the bottleneck around the Quay. (See Route E7). For planned increase in users this should be a wider bridge than the original.
Comments on the detailed proposals
- To access the cycle path at the north end of lower Coombe St, cyclists must turn right across the curved entrance of a subterranean car park. Emerging vehicles are hidden from view. This is a difficult section even for experienced cyclists. This junction should be made suitable for users of all ages and abilities.
- There is a very narrow section of path between Water Lane and Cotfield Street, where the bank drops away to the canal. This path should be widened to provide a continuous active travel route suitable for significant increased use associated with the new station and Water Lane development.
- The quietway section of the route along Haven Road and Maritime Court currently has a poor road surface, a narrow pavement on the northern side and significant vehicle
- traffic associated with the businesses and car parks on Michael Browning Way. This road will likely see much more pedestrian and cycle usage due to proposed developments at Haven Banks and Water Lane. A review of the street design is needed to ensure it works for all active travel users; considering removal of street parking and reducing vehicle movements in conjunction with development at Water Lane.
- Proposals to provide better lighting along this route along the canal are welcomed.
- Ensure all junctions and cycle paths are safe for use by disabled riders, hand-cyclists, users of non-standard cycles, cargo bikes and families using trailers.
E15 – South West Exeter development to Exe Bridges
Comments on the alignment
- The proposed E15 route stops too short to properly support the SW Exeter development. It should be extended along Deepway Lane to link E2 in Exminster village centre. This would provide more network coherence and provide a direct link from Exminster village to the new secondary school in SW exeter development.
- Consideration should be given to enhancing the LCWIP to fill the current gaps in St.Thomas and Cowick Barton- see appendix 2 sample journeys for an example of this.
Comments on the detailed proposals
- It is good to see segregated facilities along some roads in Marsh Barton. Getting the junctions and protection at entrances to businesses right will be vital.
- The use of ‘quietways’ (suggested on E15 mapping) is inappropriate in Marsh Barton due to large commercial vehicles operating and the expectations of drivers regarding vulnerable road users. Some elements of street redesign and prioritisation will be needed to ensure the safety of cycle users. There is a 10m wide carriageway, large numbers of parked cars and yard space for off road parking, therefore removal of parking (potentially also reducing unnecessary car journeys/traffic) and installation of a segregated lane is achievable. Aesthetically pleasing barriers are unlikely to be a concern. Alternatively, given the low number of pedestrians, a shared path might be considered, but this lacks the benefits of removing traffic induced by free on-street parking.
- Families have raised that, although Marsh Barton is perceived as an industrial estate, there are family-focused destinations within it including iBounce, Bear Feet Play centre, Exeter District Little Silver Scouts and the Scout Shop. Families wish to be able to arrive at those destinations and the retail centres without being trapped into car-dependent journeys for their family’s safety.
- Ensure all junctions and cycle paths are safe for use by disabled riders, hand-cyclists, users of non-standard cycles, cargo bikes and families using trailers.
E16 – South West Exeter development to River Exe via Alphington and St Thomas
Comments on the alignment
- Consideration should be given to enhancing the LCWIP to fill the current gaps in St.Thomas and Cowick Barton.
Comments on the detailed proposals
- We welcome the proposal to use modal filtering solutions on Dawlish Road and Wardrew Road to make the Quietway safe to cycling.
- The junction of Church Rd, Alphington Rd and Cowick Lane is not marked for improvement. This junction is not fit for purpose and the shared pathway and underpass will not be able to carry increased numbers of users planned for with SW Exeter new housing coming on-stream. Users have said
○ “The whole junction is clearly dominated by motor vehicle needs. Getting around it on foot, or bicycle is horrible. Limited crossing points for pedestrians, and even fewer for cyclists.”
○ “The underpass is truly awful. Narrow, poorly lit, has blind 90 degree bends and discriminatory barriers. It’s really tricky to navigate the barriers, especially with panniers. A non standard bike probably wouldn’t fit”.
○ “The crossing in front of the Sainsbury’s entrance has no beg buttons or indication it’s safe to cross or how long is left to cross”. - Segregated facilities along Cowick Lane are to be welcomed. The desire line is along the main roads of Buddle Lane and Exwick Rd. These also require segregated facilities and would connect families to schools, shopping facilities etc enabling modal shift.
- Ensure all junctions and cycle paths are safe for use by disabled riders, hand-cyclists, users of non-standard cycles, cargo bikes and families using trailers.
E16 – South West Exeter development to River Exe via Alphington and St Thomas
Comments on the alignment
- Consideration should be given to enhancing the LCWIP to fill the current gaps in St.Thomas and Cowick Barton.
Comments on the detailed proposals
- We welcome the proposal to use modal filtering solutions on Dawlish Road and Wardrew Road to make the Quietway safe to cycling.
- The junction of Church Rd, Alphington Rd and Cowick Lane is not marked for improvement. This junction is not fit for purpose and the shared pathway and underpass will not be able to carry increased numbers of users planned for with SW Exeter new housing coming on-stream. Users have said
○ “The whole junction is clearly dominated by motor vehicle needs. Getting around it on foot, or bicycle is horrible. Limited crossing points for pedestrians, and even fewer for cyclists.”
○ “The underpass is truly awful. Narrow, poorly lit, has blind 90 degree bends and discriminatory barriers. It’s really tricky to navigate the barriers, especially with panniers. A non standard bike probably wouldn’t fit”.
○ “The crossing in front of the Sainsbury’s entrance has no beg buttons or indication it’s safe to cross or how long is left to cross”. - Segregated facilities along Cowick Lane are to be welcomed. The desire line is along the main roads of Buddle Lane and Exwick Rd. These also require segregated facilities and would connect families to schools, shopping facilities etc enabling modal shift.
- Ensure all junctions and cycle paths are safe for use by disabled riders, hand-cyclists, users of non-standard cycles, cargo bikes and families using trailers.