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FAQs

Please find below frequently asked questions, selected from surveys and received correspondence, and our responses to them.

What road closures are happening?

The construction work for Section 2 Phase 2 - Cheltenham Racecourse Roundabout to GWSR Bridge will include two road closures on the A435 Evesham Road between Cheltenham and Bishop’s Cleeve, which are necessary for the successful and safe completion of the project. When finished, this phase will join both Section 1 and Section 2 Phase 1 together and complete the A435 Cycleway scheme.

The road closures on the A435 Evesham Road will be as follows:

Full road closure in both directions - 2 June to 22 September 2025 (extended by two weeks in late August 2025): The A435 Evesham Road will be fully closed in both directions between the Cheltenham Racecourse roundabout and the Hyde Lane/Southam Lane junction. This full closure will allow the road over the bridge to be re-aligned to the west side of the bridge, in order to accommodate a two-way road and a new shared use cycleway and footway with protection buffer zone. Bridge strengthening and safety work is also being carried out as part of the changes. The full closure provides the required working space, will prevent damage to the structure of the bridge and protects the safety of construction workers and the public.

* A two-week full road closure extension until September 22 is required due to additional work being identified for utility diversions and structural works on the Gloucestershire and Warwickshire Steam Railway (GWSR) Bridge, which have unfortunately impacted the planned construction work schedule.

Northbound road closure - 22 September to 31 October 2025: A northbound road closure (from Cheltenham to Bishop’s Cleeve) will be in place on A435 Evesham Road between Cheltenham Racecourse roundabout and the Hyde Lane/Southam Lane junction. During this period, northbound traffic will be diverted and only southbound traffic between Bishop’s Cleeve and Cheltenham will be allowed through. The northbound road closure is to enable construction works on the east side of the road, throughout the section between the racecourse roundabout and Hyde Lane/Southam Lane junction, to be carried out. It is required to facilitate multiple sets of works to be delivered concurrently and safely, avoiding the need for multiple sets of traffic lights and reducing the duration of the overall construction programme. 

Plan showing southbound and northbound closures

A435 Evesham Road closure plan

The Phase 2 Section 2 works are being carried out concurrently with the previous phases of work on the A435 Cheltenham to Bishop’s Cleeve Cycleway. This will ensure the entire project progresses efficiently and minimises the duration of disruptions for the public. It also avoids extending the overall project timeline and incurring additional costs. To reduce the overall impact on the community, the closures have also been scheduled to avoid major race meets at Cheltenham in March and November 2025, as well as the Christmas period.

During the full road closure and northbound closure periods, clearly signed diversion routes will be in place along alternative appropriate 'A' roads to guide road users safely around the works and reduce pressure on local roads. The M5 motorway along with local routes will continue to be available.

Details of the signed diversion route can be found here: A435 Closure Diversion Route plan

Road users are advised to plan their journeys in advance and follow the diversion signs carefully. 

Why is a full road closure required?

The road closure is necessary to ensure everyone's safety while making important improvements.  

To accommodate a two-way road and a new shared use cycleway and footway with protection buffer zone across the Gloucestershire and Warwickshire Steam Railway (GWSR) bridge, the road over the bridge is to be re-aligned to the west side of the bridge. This enables space on the east side of the bridge to create good standards of width for shared use footway and cycleway, and a protection buffer zone between this and the road, in line with the Governments LTN 1/20 cycling infrastructure design guidance.  

The bridge itself requires strengthening, which involves installing support beams and repairing parts of the structure. Along with this strengthening work it is also necessary to make safety changes to the bridge parapet walls.

To do all this work safely, the A435 Evesham Road between Cheltenham Racecourse Roundabout and the Hyde Lane/Southam Lane junction must be closed in both directions. This closure provides the necessary space for construction and ensures the safety of workers and the public along with preventing any damage to the bridge during the process.  

Why is the northbound closure required?

Due to the nature of the work, a safety zone is required for the construction team, which reduces the road to a single lane. The project is programmed to utilise multiple crews working simultaneously along the southbound verge to ensure the project is fully complete by early 2026. This closure allows the team to safely carry out construction on the east side of the road, from the racecourse roundabout to the Hyde Lane/Southam Lane junction.  

While temporary traffic lights were considered, they would have caused long delays as we would have to use multiple sets of lights, leading to significant traffic congestion. By closing the northbound lane, we can keep southbound traffic flowing smoothly and allow northbound traffic to use alternative routes, ensuring a safer and more efficient work environment. 

Why has the northbound closure been chosen rather than southbound?

Traffic data for both northbound and southbound lanes showed similar levels of congestion. However, after carefully observing traffic during rush hours, it was noted that morning congestion from Bishop’s Cleeve towards Cheltenham was significantly greater. Therefore, to minimise disruptions, it has been decided to close the northbound lane. 

Will pedestrian and cycle access be maintained throughout the closures?

Pedestrian access will be maintained along the route throughout both the full road closure in both directions and the northbound road closure.

Cyclists will be able to walk with their bikes along the route throughout both the full road closure in both directions and the northbound road closure. Unfortunately, it has not been possible to provide sufficient space for a dedicated cycleway during the road closure period due to the construction working space required.

Will bus services between Cheltenham and Bishop's Cleeve still be operating?

Bus services will still operate between Cheltenham and Bishop’s Cleeve in both directions during the road closures via local diversion routes.

Some bus stops may be suspended or relocated during road and lane closures. Any changes will be clearly communicated at bus stops.  

 Any changes to bus services will be communicated by the bus service operator. 

The Stagecoach website with service updates can be found here: Cheltenham Bus Service Updates - Are Cheltenham Buses Running Today? | Stagecoach

How do I access the garden centre during the closures?

Access to the garden centre and properties to the north of the GWSR Bridge on the A435 Evesham Road will remain in place for vehicles from the north via the Hyde Lane/Southam Lane junction during the full road closure in both directions and the northbound road closure. This junction can be accessed directly via the A435 from Bishop's Cleeve and both Hyde Lane and Southam Lane.

How do I access events at the Racecourse during the closures?

The main Racecourse access at the Racecourse Roundabout will remain open and available to traffic during both road closures. This entrance is accessed using the Racecourse roundabout via A435 Evesham Road from the South, New Barn Lane from the East and Swindon Lane from the West.

The Racecourse also has an access to the north on Southam Lane, which is opened up for some events such as the Wychwood Festival.

Why are construction works not taking place overnight to reduce the road closure period?

Working at night presents a range of challenges and significantly increases safety risks. Nighttime operations are more hazardous than daytime work due to reduced visibility. The intense artificial lighting required to compensate for this not only disrupts the local environment but could also pose a threat to nearby wildlife. Moreover, securing the necessary permissions and authorisations for such lighting from relevant stakeholders is not guaranteed. Even if granted, these approvals often come with stringent mitigation requirements, leading to increased costs and potential delays to the project.

In highway construction, especially when working near live statutory apparatus such as high-pressure gas or water mains and high-voltage electrical cables, it is considered best practice to carry out these activities during daylight hours. Good visibility is essential to minimise the risk of accidental strikes. 

Certain construction materials, such as concrete and asphalt, also require specific temperature conditions to cure or set correctly. While warmer months may reduce this concern, unpredictable weather can still compromise material quality.

Additionally, many suppliers and support services are unavailable overnight, which can hinder progress and responsiveness.

Factors such as reduced visibility, worker fatigue, the need for additional safety measures and equipment, higher staff costs and limited access to resources can all contribute to lower productivity and significantly higher operational costs during nighttime work.

What road closures are happening?

The construction work for Section 2 Phase 2 - Cheltenham Racecourse Roundabout to GWSR Bridge will include two road closures on the A435 Evesham Road between Cheltenham and Bishop’s Cleeve, which are necessary for the successful and safe completion of the project. When finished, this phase will join both Section 1 and Section 2 Phase 1 together and complete the A435 Cycleway scheme.

The road closures on the A435 Evesham Road will be as follows:

Full road closure in both directions - 2 June to 22 September 2025 (extended by two weeks in late August 2025): The A435 Evesham Road will be fully closed in both directions between the Cheltenham Racecourse roundabout and the Hyde Lane/Southam Lane junction. This full closure will allow the road over the bridge to be re-aligned to the west side of the bridge, in order to accommodate a two-way road and a new shared use cycleway and footway with protection buffer zone. Bridge strengthening and safety work is also being carried out as part of the changes. The full closure provides the required working space, will prevent damage to the structure of the bridge and protects the safety of construction workers and the public.

* A two-week full road closure extension until September 22 is required due to additional work being identified for utility diversions and structural works on the Gloucestershire and Warwickshire Steam Railway (GWSR) Bridge, which have unfortunately impacted the planned construction work schedule.

Northbound road closure - 22 September to 31 October 2025: A northbound road closure (from Cheltenham to Bishop’s Cleeve) will be in place on A435 Evesham Road between Cheltenham Racecourse roundabout and the Hyde Lane/Southam Lane junction. During this period, northbound traffic will be diverted and only southbound traffic between Bishop’s Cleeve and Cheltenham will be allowed through. The northbound road closure is to enable construction works on the east side of the road, throughout the section between the racecourse roundabout and Hyde Lane/Southam Lane junction, to be carried out. It is required to facilitate multiple sets of works to be delivered concurrently and safely, avoiding the need for multiple sets of traffic lights and reducing the duration of the overall construction programme. 

Plan showing southbound and northbound closures

A435 Evesham Road closure plan

The Phase 2 Section 2 works are being carried out concurrently with the previous phases of work on the A435 Cheltenham to Bishop’s Cleeve Cycleway. This will ensure the entire project progresses efficiently and minimises the duration of disruptions for the public. It also avoids extending the overall project timeline and incurring additional costs. To reduce the overall impact on the community, the closures have also been scheduled to avoid major race meets at Cheltenham in March and November 2025, as well as the Christmas period.

During the full road closure and northbound closure periods, clearly signed diversion routes will be in place along alternative appropriate 'A' roads to guide road users safely around the works and reduce pressure on local roads. The M5 motorway along with local routes will continue to be available.

Details of the signed diversion route can be found here: A435 Closure Diversion Route plan

Road users are advised to plan their journeys in advance and follow the diversion signs carefully. 

Why is a full road closure required?

The road closure is necessary to ensure everyone's safety while making important improvements.  

To accommodate a two-way road and a new shared use cycleway and footway with protection buffer zone across the Gloucestershire and Warwickshire Steam Railway (GWSR) bridge, the road over the bridge is to be re-aligned to the west side of the bridge. This enables space on the east side of the bridge to create good standards of width for shared use footway and cycleway, and a protection buffer zone between this and the road, in line with the Governments LTN 1/20 cycling infrastructure design guidance.  

The bridge itself requires strengthening, which involves installing support beams and repairing parts of the structure. Along with this strengthening work it is also necessary to make safety changes to the bridge parapet walls.

To do all this work safely, the A435 Evesham Road between Cheltenham Racecourse Roundabout and the Hyde Lane/Southam Lane junction must be closed in both directions. This closure provides the necessary space for construction and ensures the safety of workers and the public along with preventing any damage to the bridge during the process.  

Why is the northbound closure required?

Due to the nature of the work, a safety zone is required for the construction team, which reduces the road to a single lane. The project is programmed to utilise multiple crews working simultaneously along the southbound verge to ensure the project is fully complete by early 2026. This closure allows the team to safely carry out construction on the east side of the road, from the racecourse roundabout to the Hyde Lane/Southam Lane junction.  

While temporary traffic lights were considered, they would have caused long delays as we would have to use multiple sets of lights, leading to significant traffic congestion. By closing the northbound lane, we can keep southbound traffic flowing smoothly and allow northbound traffic to use alternative routes, ensuring a safer and more efficient work environment. 

Why has the northbound closure been chosen rather than southbound?

Traffic data for both northbound and southbound lanes showed similar levels of congestion. However, after carefully observing traffic during rush hours, it was noted that morning congestion from Bishop’s Cleeve towards Cheltenham was significantly greater. Therefore, to minimise disruptions, it has been decided to close the northbound lane. 

Will pedestrian and cycle access be maintained throughout the closures?

Pedestrian access will be maintained along the route throughout both the full road closure in both directions and the northbound road closure.

Cyclists will be able to walk with their bikes along the route throughout both the full road closure in both directions and the northbound road closure. Unfortunately, it has not been possible to provide sufficient space for a dedicated cycleway during the road closure period due to the construction working space required.

Will bus services between Cheltenham and Bishop's Cleeve still be operating?

Bus services will still operate between Cheltenham and Bishop’s Cleeve in both directions during the road closures via local diversion routes.

Some bus stops may be suspended or relocated during road and lane closures. Any changes will be clearly communicated at bus stops.  

 Any changes to bus services will be communicated by the bus service operator. 

The Stagecoach website with service updates can be found here: Cheltenham Bus Service Updates - Are Cheltenham Buses Running Today? | Stagecoach

How do I access the garden centre during the closures?

Access to the garden centre and properties to the north of the GWSR Bridge on the A435 Evesham Road will remain in place for vehicles from the north via the Hyde Lane/Southam Lane junction during the full road closure in both directions and the northbound road closure. This junction can be accessed directly via the A435 from Bishop's Cleeve and both Hyde Lane and Southam Lane.

How do I access events at the Racecourse during the closures?

The main Racecourse access at the Racecourse Roundabout will remain open and available to traffic during both road closures. This entrance is accessed using the Racecourse roundabout via A435 Evesham Road from the South, New Barn Lane from the East and Swindon Lane from the West.

The Racecourse also has an access to the north on Southam Lane, which is opened up for some events such as the Wychwood Festival.

Why are construction works not taking place overnight to reduce the road closure period?

Working at night presents a range of challenges and significantly increases safety risks. Nighttime operations are more hazardous than daytime work due to reduced visibility. The intense artificial lighting required to compensate for this not only disrupts the local environment but could also pose a threat to nearby wildlife. Moreover, securing the necessary permissions and authorisations for such lighting from relevant stakeholders is not guaranteed. Even if granted, these approvals often come with stringent mitigation requirements, leading to increased costs and potential delays to the project.

In highway construction, especially when working near live statutory apparatus such as high-pressure gas or water mains and high-voltage electrical cables, it is considered best practice to carry out these activities during daylight hours. Good visibility is essential to minimise the risk of accidental strikes. 

Certain construction materials, such as concrete and asphalt, also require specific temperature conditions to cure or set correctly. While warmer months may reduce this concern, unpredictable weather can still compromise material quality.

Additionally, many suppliers and support services are unavailable overnight, which can hinder progress and responsiveness.

Factors such as reduced visibility, worker fatigue, the need for additional safety measures and equipment, higher staff costs and limited access to resources can all contribute to lower productivity and significantly higher operational costs during nighttime work.

Most people are not going to change their habits just because you build a new cycle path.

Our response...

There is significant independent and impartial evidence that providing high quality cycle infrastructure increases the number of cyclists. We know that cycling in parts of Gloucestershire is in excess of the national average, particularly in Cheltenham, where good infrastructure exists. In addition, we are following government guidance to deliver better cycling and walking infrastructure found in Gear Change, the Department for Transport (DfT) vision for cycling and walking in England. This highlights that 2020 saw a 46% increase in cycling, evidencing the potential that exists for this mode of travel if low traffic routes and routes segregated from traffic are available.

The new cycleways will be suitable for all users, including the young, elderly, disabled and the less mobile. The route will provide separation from traffic wherever possible, to further attract those who would previously not have considered cycling or did not feel confident to cycle along the road.

The need for a cycle route between Cheltenham and Bishop’s Cleeve has long been recognised. Currently, cyclists have to either navigate a busy A road or use routes through Racecourse land to travel between Cheltenham and Bishop’s Cleeve. There is a real need and desire for a safe and direct cycle link between Cheltenham and Bishop’s Cleeve. 

As well as linking Cheltenham and Bishop's Cleeve, the cycleway will provide improved links to many destinations including:

  • Several large residential areas
  • Cheltenham Train Station
  • Racecourse Park and Ride
  • Pittville Park
  • The leisure centre
  • Prince of Wales Stadium
  • Cheltenham Racecourse
  • Cheltenham Tigers Rugby Club
  • Local schools
  • University of Gloucestershire campuses
  • Local employers including UCAS and GE Aviation
  • The Brewery complex
  • Cheltenham town centre

Surveys will be undertaken to understand cycle usage following the scheme delivery with monitoring and evaluation to take place as a requirement of the funding.

We anticipate initial increases in cycling and further significant uptake in demand as further parts of the cycle spine route through Cheltenham and Gloucestershire are completed.

Survey data from Arle Court in Cheltenham at the off-road cycle track taken over a week each September/October form a direct comparison of the usage over the years.

Pre- covid Data (scheme baseline prior to works)

Sept/Oct 2022

Sept/Oct 2023

Average daily cycle flows

223

272

360

% increase on daily cycle flows compared to pre-covid levels

 

+22%

+61%

Most people are not going to change their habits just because you build a new cycle path.

Our response...

There is significant independent and impartial evidence that providing high quality cycle infrastructure increases the number of cyclists. We know that cycling in parts of Gloucestershire is in excess of the national average, particularly in Cheltenham, where good infrastructure exists. In addition, we are following government guidance to deliver better cycling and walking infrastructure found in Gear Change, the Department for Transport (DfT) vision for cycling and walking in England. This highlights that 2020 saw a 46% increase in cycling, evidencing the potential that exists for this mode of travel if low traffic routes and routes segregated from traffic are available.

The new cycleways will be suitable for all users, including the young, elderly, disabled and the less mobile. The route will provide separation from traffic wherever possible, to further attract those who would previously not have considered cycling or did not feel confident to cycle along the road.

The need for a cycle route between Cheltenham and Bishop’s Cleeve has long been recognised. Currently, cyclists have to either navigate a busy A road or use routes through Racecourse land to travel between Cheltenham and Bishop’s Cleeve. There is a real need and desire for a safe and direct cycle link between Cheltenham and Bishop’s Cleeve. 

As well as linking Cheltenham and Bishop's Cleeve, the cycleway will provide improved links to many destinations including:

  • Several large residential areas
  • Cheltenham Train Station
  • Racecourse Park and Ride
  • Pittville Park
  • The leisure centre
  • Prince of Wales Stadium
  • Cheltenham Racecourse
  • Cheltenham Tigers Rugby Club
  • Local schools
  • University of Gloucestershire campuses
  • Local employers including UCAS and GE Aviation
  • The Brewery complex
  • Cheltenham town centre

Surveys will be undertaken to understand cycle usage following the scheme delivery with monitoring and evaluation to take place as a requirement of the funding.

We anticipate initial increases in cycling and further significant uptake in demand as further parts of the cycle spine route through Cheltenham and Gloucestershire are completed.

Survey data from Arle Court in Cheltenham at the off-road cycle track taken over a week each September/October form a direct comparison of the usage over the years.

Pre- covid Data (scheme baseline prior to works)

Sept/Oct 2022

Sept/Oct 2023

Average daily cycle flows

223

272

360

% increase on daily cycle flows compared to pre-covid levels

 

+22%

+61%

Other route options between the Honeybourne Line and the A435 Evesham Road in Cheltenham would be better for cyclists. Have you considered alternative route options such as Pittville Park and Albermarle Gate?

Our response...

Other route options will still remain available for use by cyclists and where someone is travelling from and to, how fit and confident on a bike they are and their general preferences of route will determine which route they choose to use.

The improvements to the route through St Paul’s area will help to better link schools, the university campuses, The Brewery, supermarkets and shops and other venues to large residential areas and with the main Cycle Spine on Evesham Road and the Honeybourne Line. It is along quiet residential roads where vehicle speeds and traffic volumes are low and the route is flat in nature. It is also the physically shortest route to connect cyclists from Honeybourne Line to A435 Evesham Road where cyclists then have the option of continuing to various destinations e.g. Pittville Park, south towards Cheltenham or north towards Bishop's Cleeve.

When considering routes for cyclists in the area it is worth noting that the cycle spine route will in the future continue along Evesham Road from Pittville Park, through the town centre and Montpellier and along the A40 Lansdown Road.

In addition to the route through St Pauls, two of the main route options available to cyclists between the Honeybourne Line and the A435 Evesham Road include:

  • Tommy Taylors Lane and through Pittville Park (alongside the lake): a more scenic route away from traffic. Narrow paths (determined by trees and earthworks) and lots of people and dogs in the park does mean cyclists have to be very aware of and considerate to other park users when taking this route and it can be a relatively slower or less flowing route option. It is a more undulating route option than through St Pauls. Due to trees and landform it is not possible to provide a wider cycle/footway through the park without significant loss of trees and costly engineering works to negotiate through existing landform. Some cyclists may be concerned about taking this route in darker hours.
  • Tommy Taylors Lane and along Albermarle Gate: if travelling specifically between the Honeybourne Line and the racecourse roundabout, a good option for fitter and more confident cyclists within the carriageway of roads. This route travels further along Tommy Taylors Lane, which has higher traffic volumes and speeds than other route options and then along the quieter road of Albermarle Gate. This route would be more undulating than other route options.

Following feedback received during the consultation and through discussions with Cheltenham Borough Council, an additional alternative pedestrian and cycle route through Pittville Park between Hudson Street and Wellesley Road is now being considered and assessed.

 

Why can’t the route continue along the old Honeybourne Line, through the tunnel and all the way to the A435 by the railway bridge?

Our response...

There are several factors as to why taking a route through the tunnel would be challenging and would not be desirable for many. These include:

  • Demand and benefit: this route option would only be of benefit for those travelling directly between the end of the current Honeybourne Line and Bishop’s Cleeve. It would not be of use or desirable for those travelling to large areas of the North and East of Cheltenham and locations such as large employers, University campuses, schools, the Racecourse, Pittville Park and the main town centre area. By providing a cycleway route along A435 Evesham Road, cyclist connectivity is provided to a larger residential catchment (compared with other routes), which encourages cycling to be taken up as a mode of transport as lack of access is often a barrier to cycling in the first instance.
  • Land purchase: significant land purchase from private landowners and Gloucestershire and Warwickshire Steam Railway (GWSR) would be required. It is worth noting that GWSR currently use the railway line from between the tunnel and the racecourse station.
  • Tunnel works: significant large scale and high-cost works would be required to make the tunnel usable and safe for people to use.
  • Maintenance: costs for maintaining the tunnel would be very high.
  • Safety: many people would not feel safe to be using a rural long tunnel, particularly in darker hours even if lit. Due to its remote location, it could attract antisocial behaviour.

 

Could the route through the racecourse be improved and instead used?

Our response...

There are several factors as to why taking a route through the racecourse would be challenging and would not be desirable for many. These include:

 

  • Significant land purchase from the Jockey Club and possibly from Gloucestershire and Warwickshire Steam Railway (GWSR) would be required to meet the design criteria specified by LTN1/20 Cycling Infrastructure Design and Active Travel England. 
  • Cheltenham Racecourse hold many events and festivals throughout the year and as well as access issues during events there would be conflict between attendees and cyclists.
  • It is a longer and less direct route between Cheltenham and Bishops Cleeve.
  • Many people would not feel safe using a long rural route, particularly in darker hours even if lit.

Other route options between the Honeybourne Line and the A435 Evesham Road in Cheltenham would be better for cyclists. Have you considered alternative route options such as Pittville Park and Albermarle Gate?

Our response...

Other route options will still remain available for use by cyclists and where someone is travelling from and to, how fit and confident on a bike they are and their general preferences of route will determine which route they choose to use.

The improvements to the route through St Paul’s area will help to better link schools, the university campuses, The Brewery, supermarkets and shops and other venues to large residential areas and with the main Cycle Spine on Evesham Road and the Honeybourne Line. It is along quiet residential roads where vehicle speeds and traffic volumes are low and the route is flat in nature. It is also the physically shortest route to connect cyclists from Honeybourne Line to A435 Evesham Road where cyclists then have the option of continuing to various destinations e.g. Pittville Park, south towards Cheltenham or north towards Bishop's Cleeve.

When considering routes for cyclists in the area it is worth noting that the cycle spine route will in the future continue along Evesham Road from Pittville Park, through the town centre and Montpellier and along the A40 Lansdown Road.

In addition to the route through St Pauls, two of the main route options available to cyclists between the Honeybourne Line and the A435 Evesham Road include:

  • Tommy Taylors Lane and through Pittville Park (alongside the lake): a more scenic route away from traffic. Narrow paths (determined by trees and earthworks) and lots of people and dogs in the park does mean cyclists have to be very aware of and considerate to other park users when taking this route and it can be a relatively slower or less flowing route option. It is a more undulating route option than through St Pauls. Due to trees and landform it is not possible to provide a wider cycle/footway through the park without significant loss of trees and costly engineering works to negotiate through existing landform. Some cyclists may be concerned about taking this route in darker hours.
  • Tommy Taylors Lane and along Albermarle Gate: if travelling specifically between the Honeybourne Line and the racecourse roundabout, a good option for fitter and more confident cyclists within the carriageway of roads. This route travels further along Tommy Taylors Lane, which has higher traffic volumes and speeds than other route options and then along the quieter road of Albermarle Gate. This route would be more undulating than other route options.

Following feedback received during the consultation and through discussions with Cheltenham Borough Council, an additional alternative pedestrian and cycle route through Pittville Park between Hudson Street and Wellesley Road is now being considered and assessed.

 

Why can’t the route continue along the old Honeybourne Line, through the tunnel and all the way to the A435 by the railway bridge?

Our response...

There are several factors as to why taking a route through the tunnel would be challenging and would not be desirable for many. These include:

  • Demand and benefit: this route option would only be of benefit for those travelling directly between the end of the current Honeybourne Line and Bishop’s Cleeve. It would not be of use or desirable for those travelling to large areas of the North and East of Cheltenham and locations such as large employers, University campuses, schools, the Racecourse, Pittville Park and the main town centre area. By providing a cycleway route along A435 Evesham Road, cyclist connectivity is provided to a larger residential catchment (compared with other routes), which encourages cycling to be taken up as a mode of transport as lack of access is often a barrier to cycling in the first instance.
  • Land purchase: significant land purchase from private landowners and Gloucestershire and Warwickshire Steam Railway (GWSR) would be required. It is worth noting that GWSR currently use the railway line from between the tunnel and the racecourse station.
  • Tunnel works: significant large scale and high-cost works would be required to make the tunnel usable and safe for people to use.
  • Maintenance: costs for maintaining the tunnel would be very high.
  • Safety: many people would not feel safe to be using a rural long tunnel, particularly in darker hours even if lit. Due to its remote location, it could attract antisocial behaviour.

 

Could the route through the racecourse be improved and instead used?

Our response...

There are several factors as to why taking a route through the racecourse would be challenging and would not be desirable for many. These include:

 

  • Significant land purchase from the Jockey Club and possibly from Gloucestershire and Warwickshire Steam Railway (GWSR) would be required to meet the design criteria specified by LTN1/20 Cycling Infrastructure Design and Active Travel England. 
  • Cheltenham Racecourse hold many events and festivals throughout the year and as well as access issues during events there would be conflict between attendees and cyclists.
  • It is a longer and less direct route between Cheltenham and Bishops Cleeve.
  • Many people would not feel safe using a long rural route, particularly in darker hours even if lit.

What are you planning to do over the railway bridge on A435 Evesham Road?

Our response...

The carriageway over the Gloucestershire & Warwickshire Steam Railway (GWSR) railway bridge on Evesham Road will be realigned to the west and a section of Shared Use Path 3 metres in width will be constructed across the railway bridge on the east side. This will link in to the segregated cycleway and footway either side of the bridge.

The bridge itself requires strengthening, which involves installing support beams and repairing parts of the structure. Along with this strengthening work it is also necessary to make safety changes to the bridge parapet walls and reconstruct the carriageway. 

To do all this work safely, the A435 Evesham Road between Cheltenham Racecourse Roundabout and the Hyde Lane/Southam Lane junction must be closed in both directions. This closure provides the necessary space for construction and ensures the safety of workers and the public along with preventing any damage to the bridge during the process. 

What are you planning to do over the railway bridge on A435 Evesham Road?

Our response...

The carriageway over the Gloucestershire & Warwickshire Steam Railway (GWSR) railway bridge on Evesham Road will be realigned to the west and a section of Shared Use Path 3 metres in width will be constructed across the railway bridge on the east side. This will link in to the segregated cycleway and footway either side of the bridge.

The bridge itself requires strengthening, which involves installing support beams and repairing parts of the structure. Along with this strengthening work it is also necessary to make safety changes to the bridge parapet walls and reconstruct the carriageway. 

To do all this work safely, the A435 Evesham Road between Cheltenham Racecourse Roundabout and the Hyde Lane/Southam Lane junction must be closed in both directions. This closure provides the necessary space for construction and ensures the safety of workers and the public along with preventing any damage to the bridge during the process. 

What changes are happening at the GE Roundabout?

I don't like the pedestrian crossing on the GE Roundabout by the by-pass.

The pedestrian lights will cause traffic to back up, especially at busy times of day, leaving drivers unable to exit the roundabout. 

Our response...

Due to the speed and volume of traffic at the roundabout, new signalised pedestrian/cycle crossings are to be installed on 3 arms of the roundabout. The crossings are being installed for pedestrian and cyclist safety and will make the road easier to cross for pedestrians and cyclists. The crossing will be push button on demand with a default position of green to traffic and so would only affect traffic when called by a pedestrian or cyclist.

 

No changes are being made to the roundabout in terms of lanes or effects to vehicle movements. The only physical change is that at the southbound A435 exit from the GE roundabout, the nearside kerb is being re-aligned, but remaining as a single lane exit. All other entries and exits remain unchanged regarding the number of lanes and widths provided.

 

The traffic modelling carried out showed that in the afternoon peak times the roundabout may operate with slight increase in delay time on one of the arms, however this would occur only if the push button was used. The peak PM peak runs between 16:30 and 17:30 according to 2019 data and between 17:00 and 18:00 according to the 2022 count data.

What changes are happening at the GE Roundabout?

I don't like the pedestrian crossing on the GE Roundabout by the by-pass.

The pedestrian lights will cause traffic to back up, especially at busy times of day, leaving drivers unable to exit the roundabout. 

Our response...

Due to the speed and volume of traffic at the roundabout, new signalised pedestrian/cycle crossings are to be installed on 3 arms of the roundabout. The crossings are being installed for pedestrian and cyclist safety and will make the road easier to cross for pedestrians and cyclists. The crossing will be push button on demand with a default position of green to traffic and so would only affect traffic when called by a pedestrian or cyclist.

 

No changes are being made to the roundabout in terms of lanes or effects to vehicle movements. The only physical change is that at the southbound A435 exit from the GE roundabout, the nearside kerb is being re-aligned, but remaining as a single lane exit. All other entries and exits remain unchanged regarding the number of lanes and widths provided.

 

The traffic modelling carried out showed that in the afternoon peak times the roundabout may operate with slight increase in delay time on one of the arms, however this would occur only if the push button was used. The peak PM peak runs between 16:30 and 17:30 according to 2019 data and between 17:00 and 18:00 according to the 2022 count data.

I am concerned regarding further delays and Hyde Lane lights. 

Our response...

Traffic modelling has been undertaken and the proposed model shows the new junction will likely operate at a comparable level when compared to the base model. Even when stopping traffic movements to serve occasional pedestrian and cyclist demands, the junction is likely to recover quickly from limited periods of oversaturation. Furthermore, MOVA operation has been specified for the proposed junction and this will adapt to real time traffic conditions to further optimise signal timings.

Following the feedback, the detailed design also incorporates changes to the existing southbound merge lane, reversing the exit merge from ‘nearside to offside’ to ‘offside to nearside’.

I am concerned regarding further delays and Hyde Lane lights. 

Our response...

Traffic modelling has been undertaken and the proposed model shows the new junction will likely operate at a comparable level when compared to the base model. Even when stopping traffic movements to serve occasional pedestrian and cyclist demands, the junction is likely to recover quickly from limited periods of oversaturation. Furthermore, MOVA operation has been specified for the proposed junction and this will adapt to real time traffic conditions to further optimise signal timings.

Following the feedback, the detailed design also incorporates changes to the existing southbound merge lane, reversing the exit merge from ‘nearside to offside’ to ‘offside to nearside’.

Signalisation of Racecourse Roundabout will cause traffic delays and pollution in the area.

Cyclists will not want to use push buttons.

I think that the racecourse roundabout won't protect more confident cyclists as they will opt to use the roundabout with other traffic, particularly when going straight on or right due to having to make multiple stops for crossings making the journey take much longer and slower.

I have concerns about the speed of approach to the roundabout, particularly with the likely queuing as a result of the necessary traffic lights at crossings.

Our response...

The scheme has been designed in accordance with the requirements of the Department for Transport (DfT) to fully reflect the principals of current cycle design standards (LTN 1/20 Cycle Infrastructure Design) ensuring that the highest quality walking and cycling facilities are provided. Roundabouts are considered as a barrier for the less experienced or confident cyclist, where travelling through the roundabout with general traffic is unattractive and avoided. The path around the roundabout will therefore provide a safe route, segregated from vehicles and linking all of the routes to and from the roundabout. Confident cyclists will still be able to cross the roundabout on-road if they choose, but the scheme provides an alternative route for all cycling abilities, including children.

The signalised crossings are necessary to enable a safe route around the roundabout and will be co-ordinated to provide a smooth route for cyclists. The signal elements of the crossings will be intelligent MOVA (Microprocessor Optimised Vehicle Actuation) signals, which are effective in minimising disruption by giving differing priorities at different times of the day depending on when traffic levels are most severe. The crossings are positioned close enough to the direct desire lines, but far enough back to avoid queueing back on to the roundabout from the exit lanes. The traffic modelling undertaken does not predict any longer queues as a result of the proposal, and there are some improvements and benefits in terms of capacity due to the improved roundabout geometry.

Signalisation of Racecourse Roundabout will cause traffic delays and pollution in the area.

Cyclists will not want to use push buttons.

I think that the racecourse roundabout won't protect more confident cyclists as they will opt to use the roundabout with other traffic, particularly when going straight on or right due to having to make multiple stops for crossings making the journey take much longer and slower.

I have concerns about the speed of approach to the roundabout, particularly with the likely queuing as a result of the necessary traffic lights at crossings.

Our response...

The scheme has been designed in accordance with the requirements of the Department for Transport (DfT) to fully reflect the principals of current cycle design standards (LTN 1/20 Cycle Infrastructure Design) ensuring that the highest quality walking and cycling facilities are provided. Roundabouts are considered as a barrier for the less experienced or confident cyclist, where travelling through the roundabout with general traffic is unattractive and avoided. The path around the roundabout will therefore provide a safe route, segregated from vehicles and linking all of the routes to and from the roundabout. Confident cyclists will still be able to cross the roundabout on-road if they choose, but the scheme provides an alternative route for all cycling abilities, including children.

The signalised crossings are necessary to enable a safe route around the roundabout and will be co-ordinated to provide a smooth route for cyclists. The signal elements of the crossings will be intelligent MOVA (Microprocessor Optimised Vehicle Actuation) signals, which are effective in minimising disruption by giving differing priorities at different times of the day depending on when traffic levels are most severe. The crossings are positioned close enough to the direct desire lines, but far enough back to avoid queueing back on to the roundabout from the exit lanes. The traffic modelling undertaken does not predict any longer queues as a result of the proposal, and there are some improvements and benefits in terms of capacity due to the improved roundabout geometry.

There isn't room for the cycle lanes. It will make the road for cars too narrow.

Please don't make the road as narrow as it is in Churchdown.

Our response...

The cycle lanes are designed to conform to Local Transport Note (LTN) 1/20 Cycle Infrastructure Design – one of the requirements dictates width of the lanes under certain conditions, such as traffic speeds. Compliance with these standards is a requirement of the funding GCC have secured to deliver the scheme.

The design has taken into consideration 40mph speed limit and now includes minimum road widths of 6.5m (3.25m lane widths) throughout the current and proposed 40mph speed limit sections. 

There isn't room for the cycle lanes. It will make the road for cars too narrow.

Please don't make the road as narrow as it is in Churchdown.

Our response...

The cycle lanes are designed to conform to Local Transport Note (LTN) 1/20 Cycle Infrastructure Design – one of the requirements dictates width of the lanes under certain conditions, such as traffic speeds. Compliance with these standards is a requirement of the funding GCC have secured to deliver the scheme.

The design has taken into consideration 40mph speed limit and now includes minimum road widths of 6.5m (3.25m lane widths) throughout the current and proposed 40mph speed limit sections. 

Are you proposing any speed reduction along the route?

Reducing the road speed limit seems very unnecessary when you are also aiming to reduce the number of cyclists in road.

Our response...

To comply with the LTN1/20 Cycling Infrastructure Design requirements, minimise the need for additional land and improve road safety for all users, we are proposing to reduce the current de-restricted 60mph speed limit to 40mph along the A435 between the Cheltenham Racecourse Roundabout and the Garden Centre. This will join into the existing 40mph to the north and an extended 30mph to the south.

It is likely that the speed limit reduction will have minimal impact on journey times. Although the speed limit is signed as de-restricted (60mph), traffic data surveys have shown that vehicle speeds are already at a mean of around 42mph for much of the existing 60mph and at a highest of 47mph at the fastest point on the section. Mean vehicle speeds at peak times are further reduced from this, as you would expect when traffic volumes are higher.  

The slight road narrowing will itself have a natural traffic slowing effect, with the 40mph speed limit being introduced to support the scheme design and safety of cyclists and pedestrians as well as being appropriate for the reduction in vehicle speeds along the road. This new section of 40mph will link in with the existing 40mph south of the Webbs garden centre and the (slightly extended) 30mph on the approach/exit of the Racecourse Roundabout. 

The new cycleway should encourage more current cyclists to use it rather than travelling along the carriageway, which can slow vehicles especially travelling towards Cheltenham. Part of the aims of the scheme are to encourage and facilitate more people to cycle rather than drive. More people cycling would lead to a reduction in vehicles on the road on this route, reducing congestion for bus journeys. 

Traffic Regulation Order consultation is open for comments until 28 June 2024. 

Are you proposing any speed reduction along the route?

Reducing the road speed limit seems very unnecessary when you are also aiming to reduce the number of cyclists in road.

Our response...

To comply with the LTN1/20 Cycling Infrastructure Design requirements, minimise the need for additional land and improve road safety for all users, we are proposing to reduce the current de-restricted 60mph speed limit to 40mph along the A435 between the Cheltenham Racecourse Roundabout and the Garden Centre. This will join into the existing 40mph to the north and an extended 30mph to the south.

It is likely that the speed limit reduction will have minimal impact on journey times. Although the speed limit is signed as de-restricted (60mph), traffic data surveys have shown that vehicle speeds are already at a mean of around 42mph for much of the existing 60mph and at a highest of 47mph at the fastest point on the section. Mean vehicle speeds at peak times are further reduced from this, as you would expect when traffic volumes are higher.  

The slight road narrowing will itself have a natural traffic slowing effect, with the 40mph speed limit being introduced to support the scheme design and safety of cyclists and pedestrians as well as being appropriate for the reduction in vehicle speeds along the road. This new section of 40mph will link in with the existing 40mph south of the Webbs garden centre and the (slightly extended) 30mph on the approach/exit of the Racecourse Roundabout. 

The new cycleway should encourage more current cyclists to use it rather than travelling along the carriageway, which can slow vehicles especially travelling towards Cheltenham. Part of the aims of the scheme are to encourage and facilitate more people to cycle rather than drive. More people cycling would lead to a reduction in vehicles on the road on this route, reducing congestion for bus journeys. 

Traffic Regulation Order consultation is open for comments until 28 June 2024. 

Will existing footways remain? Will they be changed?

Will there be a new footway between Cheltenham and Bishop's Cleeve?

It is unfortunate that there will be shared use sections. Unfortunately, UK culture does not lead to good path sharing.

Considering the potential levels of use on this section and the range of speeds they are likely to be traveling at, I can foresee the widths, particularly on shared use sections, becoming an issue at commuting times in the future.

Shared use 3m wide section over the bridge - sounds narrow given speeds of cyclists when descending.

As a pedestrian, keeping cycles away from walkers is a priority. Mimimise shared use as much as possible.

Our response...

Within Cheltenham

New footways will be constructed alongside sections of the segregated cycleway between the cycleway and properties/park areas, away from the carriageway. For the section of segregated cycleway only alongside Pittville Park (between West Drive and Central Cross Drive), new footway links will be provided to access the path within the park and new improved crossing points to the footway on the West side of Evesham Road will be introduced.

Some sections of Shared Use Path are required where either site constraints prevent width for both segregated cycleway and footway or there is a high level of pedestrian activity around crossing points.

Cheltenham to Bishop's Cleeve section

A high-quality footway will be constructed alongside the segregated cycleway on the east side of the A435 Evesham Road. The footway will be set between the cycleway and the racecourse, rugby club and fields, away from the carriageway.

Where there is little available width or where no safer alternative, there are shared use footway/cycleway facilities, such as over the GWSR Bridge and the Hyde Brook bridge. However, we have tried to keep these to an absolute minimum.

The narrow footway on the west side will be removed between the Hunting Butts Farm access and the bridleway near the Webbs garden centre. A new signalised crossing will be installed on the north arm of the Racecourse Roundabout and a controlled crossing point with a pedestrian refuge island will be installed near the garden centre. These will provide crossing points to allow people to cross from one side of the road to the other. 

Will existing footways remain? Will they be changed?

Will there be a new footway between Cheltenham and Bishop's Cleeve?

It is unfortunate that there will be shared use sections. Unfortunately, UK culture does not lead to good path sharing.

Considering the potential levels of use on this section and the range of speeds they are likely to be traveling at, I can foresee the widths, particularly on shared use sections, becoming an issue at commuting times in the future.

Shared use 3m wide section over the bridge - sounds narrow given speeds of cyclists when descending.

As a pedestrian, keeping cycles away from walkers is a priority. Mimimise shared use as much as possible.

Our response...

Within Cheltenham

New footways will be constructed alongside sections of the segregated cycleway between the cycleway and properties/park areas, away from the carriageway. For the section of segregated cycleway only alongside Pittville Park (between West Drive and Central Cross Drive), new footway links will be provided to access the path within the park and new improved crossing points to the footway on the West side of Evesham Road will be introduced.

Some sections of Shared Use Path are required where either site constraints prevent width for both segregated cycleway and footway or there is a high level of pedestrian activity around crossing points.

Cheltenham to Bishop's Cleeve section

A high-quality footway will be constructed alongside the segregated cycleway on the east side of the A435 Evesham Road. The footway will be set between the cycleway and the racecourse, rugby club and fields, away from the carriageway.

Where there is little available width or where no safer alternative, there are shared use footway/cycleway facilities, such as over the GWSR Bridge and the Hyde Brook bridge. However, we have tried to keep these to an absolute minimum.

The narrow footway on the west side will be removed between the Hunting Butts Farm access and the bridleway near the Webbs garden centre. A new signalised crossing will be installed on the north arm of the Racecourse Roundabout and a controlled crossing point with a pedestrian refuge island will be installed near the garden centre. These will provide crossing points to allow people to cross from one side of the road to the other. 

Will the cycleway / footway between Cheltenham and Bishop's Cleeve be street lit?

I cannot see any lighting on the plans, there should also be lighting, as this would put most people off walking/cycling especially in the darker months.

Our response...

Yes, the plan is for the currently unlit section of the route between the Racecourse Roundabout and Bishops Cleeve to be fully street lit. 

Will the cycleway / footway between Cheltenham and Bishop's Cleeve be street lit?

I cannot see any lighting on the plans, there should also be lighting, as this would put most people off walking/cycling especially in the darker months.

Our response...

Yes, the plan is for the currently unlit section of the route between the Racecourse Roundabout and Bishops Cleeve to be fully street lit. 

Ensure drainage issues are considered nr Garden Centre dip.

Need to be aware of local flooding spots along the route e.g. by rugby club and dip after railway bridge.

Our response...

CCTV and drainage survey has been carried out as part of the design. We will be providing a new filter drain and shallow ditch at the back of the cycleway earthworks to assist with the drainage of the cycleway and footway. This will improve drainage; however it is worth noting that the area near Hyde Brook is in a flood zone 3, this means that in an event of extreme weather the area may still be liable to flooding.

Ensure drainage issues are considered nr Garden Centre dip.

Need to be aware of local flooding spots along the route e.g. by rugby club and dip after railway bridge.

Our response...

CCTV and drainage survey has been carried out as part of the design. We will be providing a new filter drain and shallow ditch at the back of the cycleway earthworks to assist with the drainage of the cycleway and footway. This will improve drainage; however it is worth noting that the area near Hyde Brook is in a flood zone 3, this means that in an event of extreme weather the area may still be liable to flooding.

Ensure subsidence issues are dealt with near Racecourse.

Our response...

Construction of Section 2 will see significant geotechnical works - pilling and land stabilisation where the carriageway is failing.

Ensure subsidence issues are dealt with near Racecourse.

Our response...

Construction of Section 2 will see significant geotechnical works - pilling and land stabilisation where the carriageway is failing.

Do you need to remove any trees or vegetation to accommodate the scheme?

I note the need to remove a significant length of hedgerow.  Whilst this is unavoidable and will be mitigated for, I would urge planners to ensure ongoing watering/maintenance of the new hedges/trees, this is often overlooked and leads to failure of the mitigation.

Our response...

Section 1 - Honeybourne Line to Racecourse Roundabout

The scheme has been designed to limit the loss of hedgerows and trees wherever possible, with the majority of the scheme making use of existing hardstanding and grass verges. Where the roots are potentially impacted, the design is being shaped to make sure the tree remains healthy, and roots are not damaged.

Regrettably, one mature tree on Evesham Road will have to be removed along with three young trees elsewhere on the route. This is a necessary measure to support our vital cycling and walking improvements which will support carbon reductions and improve public health in the long term. 

Together with Cheltenham Borough Council we have identified suitable locations within Pittville Park (alongside Evesham Road), and further north on and adjacent to Evesham Road to plant nineteen new trees. This will help to mitigate the loss of the four trees and enhance the visual and environmental benefits to the area.

Section 2 Phase 1 - GWSR Bridge to Bishop's Cleeve

In order to facilitate the new cycleway and footway, it is necessary to relocate approximately 1km of hedgerow on the east side of A435 Evesham Road from the current highway boundary to the new highway boundary further east.

The existing hedgerow is made up of both native and non-native species, which as a consequence does not support biodiversity in the best way. In building the cycle way the opportunity has been taken to not only relocate the hedgerow but in doing so only to transplant those species which are native to the UK and then strengthen the relocated hedge with the introduction of a new UK native/non-invasive species rich mix of shrubs and trees. 

A species-rich mix is defined as one containing 6 or more species. Species may include: Hawthorn, Field Maple, Guelder Rose, Hazel, Spindle, Crab Apple, Holly and Honeysuckle. 

This will provide an improved hedgerow over time, both visually and in terms of biodiversity and benefits to a wide range of wildlife species. The hedgerow species selected will support a wider range of biodiversity than the existing non-native species.

Species will be chosen in collaboration with an ecologist and adjacent landowners (where for example species possibly poisonous to livestock will be omitted). 

We will look to enhance the hedges with tree growth where this is appropriate.

Three years maintenance package and aftercare for new hedgerow and trees has been agreed as part of the planting programme. This includes watering during dry months, top up mulch, weeding and any maintenance deemed necessary.

Wellington Road to Central Cross Drive 

In order to accommodate the new push button pedestrian and cycle Toucan crossings on Wellington Road (on both the east and west arms of the Wellington Road / Evesham Road junction), it will be necessary to remove two Silver Birch (Betula Pendula) trees at the junction. To mitigate this loss, the scheme will involve the planting of several new trees in the surrounding area, including new Silver Birch (Betula Pendula) trees on Wellington Road.

Do you need to remove any trees or vegetation to accommodate the scheme?

I note the need to remove a significant length of hedgerow.  Whilst this is unavoidable and will be mitigated for, I would urge planners to ensure ongoing watering/maintenance of the new hedges/trees, this is often overlooked and leads to failure of the mitigation.

Our response...

Section 1 - Honeybourne Line to Racecourse Roundabout

The scheme has been designed to limit the loss of hedgerows and trees wherever possible, with the majority of the scheme making use of existing hardstanding and grass verges. Where the roots are potentially impacted, the design is being shaped to make sure the tree remains healthy, and roots are not damaged.

Regrettably, one mature tree on Evesham Road will have to be removed along with three young trees elsewhere on the route. This is a necessary measure to support our vital cycling and walking improvements which will support carbon reductions and improve public health in the long term. 

Together with Cheltenham Borough Council we have identified suitable locations within Pittville Park (alongside Evesham Road), and further north on and adjacent to Evesham Road to plant nineteen new trees. This will help to mitigate the loss of the four trees and enhance the visual and environmental benefits to the area.

Section 2 Phase 1 - GWSR Bridge to Bishop's Cleeve

In order to facilitate the new cycleway and footway, it is necessary to relocate approximately 1km of hedgerow on the east side of A435 Evesham Road from the current highway boundary to the new highway boundary further east.

The existing hedgerow is made up of both native and non-native species, which as a consequence does not support biodiversity in the best way. In building the cycle way the opportunity has been taken to not only relocate the hedgerow but in doing so only to transplant those species which are native to the UK and then strengthen the relocated hedge with the introduction of a new UK native/non-invasive species rich mix of shrubs and trees. 

A species-rich mix is defined as one containing 6 or more species. Species may include: Hawthorn, Field Maple, Guelder Rose, Hazel, Spindle, Crab Apple, Holly and Honeysuckle. 

This will provide an improved hedgerow over time, both visually and in terms of biodiversity and benefits to a wide range of wildlife species. The hedgerow species selected will support a wider range of biodiversity than the existing non-native species.

Species will be chosen in collaboration with an ecologist and adjacent landowners (where for example species possibly poisonous to livestock will be omitted). 

We will look to enhance the hedges with tree growth where this is appropriate.

Three years maintenance package and aftercare for new hedgerow and trees has been agreed as part of the planting programme. This includes watering during dry months, top up mulch, weeding and any maintenance deemed necessary.

Wellington Road to Central Cross Drive 

In order to accommodate the new push button pedestrian and cycle Toucan crossings on Wellington Road (on both the east and west arms of the Wellington Road / Evesham Road junction), it will be necessary to remove two Silver Birch (Betula Pendula) trees at the junction. To mitigate this loss, the scheme will involve the planting of several new trees in the surrounding area, including new Silver Birch (Betula Pendula) trees on Wellington Road.

Have any changes to current parking zones on Central Cross Drive (Z10) been considered or envisaged?

Our response...

The only changes to current parking restrictions on Central Cross Drive required will be the removal of a small number of parking spaces on Central Cross Drive (West) and on Central Cross Drive (East). These will be replaced with ‘no waiting at any time’ restrictions (double yellow lines), which are needed to allowing turning areas. With a high provision of parking available on adjoining and surrounding roads it is felt the removal of these spaces will have minimal impact on parking in the area. The improved cycle routes through the area should also help to encourage and facilitate more people to cycle and therefore there will be less demand for vehicle parking on Central Cross Drive.

 

Are there any provisions to replace parking bays along Evesham Road, which will be removed as part of the scheme?

Our response...

There are currently no provisions for new parking bays along the route, however, various parking options remain available in the surrounding area, including:

  • Albermarle Road car park
  • Pittville Pump Rooms car park
  • On-street unrestricted parking
  • On-street limited waiting parking
  • On-street pay and display parking

A map showing parking restrictions in the area can be found online.

There is significant independent and impartial evidence that providing high quality cycle infrastructure increases the number of cyclists. With the increased cycling there should be less demand for vehicle parking.

Have any changes to current parking zones on Central Cross Drive (Z10) been considered or envisaged?

Our response...

The only changes to current parking restrictions on Central Cross Drive required will be the removal of a small number of parking spaces on Central Cross Drive (West) and on Central Cross Drive (East). These will be replaced with ‘no waiting at any time’ restrictions (double yellow lines), which are needed to allowing turning areas. With a high provision of parking available on adjoining and surrounding roads it is felt the removal of these spaces will have minimal impact on parking in the area. The improved cycle routes through the area should also help to encourage and facilitate more people to cycle and therefore there will be less demand for vehicle parking on Central Cross Drive.

 

Are there any provisions to replace parking bays along Evesham Road, which will be removed as part of the scheme?

Our response...

There are currently no provisions for new parking bays along the route, however, various parking options remain available in the surrounding area, including:

  • Albermarle Road car park
  • Pittville Pump Rooms car park
  • On-street unrestricted parking
  • On-street limited waiting parking
  • On-street pay and display parking

A map showing parking restrictions in the area can be found online.

There is significant independent and impartial evidence that providing high quality cycle infrastructure increases the number of cyclists. With the increased cycling there should be less demand for vehicle parking.

Bus stops that previously had a full layby, many of these have reduced to partial pull-ins.

Our response...

Bus stops have been designed to make the best use of the available space.

The reduction in road width has been designed to account for buses and other large vehicles. This has been carried out in consultation with the bus operators and other organisations, such as the emergency services. The current design allows double decker buses and other large vehicles to pass each other safely whilst retaining the road width within the required standards and providing additional space for walking and cycling.

Bus stops that previously had a full layby, many of these have reduced to partial pull-ins.

Our response...

Bus stops have been designed to make the best use of the available space.

The reduction in road width has been designed to account for buses and other large vehicles. This has been carried out in consultation with the bus operators and other organisations, such as the emergency services. The current design allows double decker buses and other large vehicles to pass each other safely whilst retaining the road width within the required standards and providing additional space for walking and cycling.

What benefits there are closing Central Cross Drive - it is certainly wide enough to accommodate both cyclists and vehicles and which has ample pavement space for pavements.

Can you make West Drive and Central Cross Drive one way system with a closure between Wellington Square and Central Cross Drive?

Closure of Central Cross Drive with Evesham Road will drive more traffic through West Drive and Wellington Square, especially during the school drop off and pick up times.  This will lead to congestion, safety and speeding issues.

Our response...

The proposed arrangement for Central Cross Drive and its associated closure have been produced following a design process which has considered a variety of factors including existing conditions, traffic flows and compliance with Local Transport Note (LTN) 1/20 Cycle Infrastructure Design.

The A435 Evesham Road carries approximately 10,000 vehicles travelling north and south a day; this is a significant volume. The design guidance LTN 1/20 for this level of traffic flow instructs that signal traffic lights are required to separate cyclists from general traffic for safety, and specifically parallel signal crossing is provided to ensure good pedestrian and cyclists accessibility.

Due to existing constraints (i.e. existing trees and restricted highway boundaries) and meeting the LTN 1/20 Cycle Infrastructure Design and Active Travel England criteria (i.e. achieving minimum footway widths and safety risks of conflicts between cyclists and vehicles), it was identified that retaining vehicle access was unfeasible.

For this reason, modal filters have been added to Central Cross Drive to overcome these constraints and mitigate against the safety risks. Furthermore, traffic flow surveys have identified that the morning peak hour traffic flow is only 63 vehicles per hour travelling towards Central Cross Drive. 

As well as providing safe provision for cyclists and pedestrians, the proposed Central Cross Drive arrangement also has additional secondary benefits as follows:

  • Potential traffic reduction via modal shift to walking/cycling on the surrounding residential streets
  • Retention of mature trees
  • Better cycle and pedestrian accessibility and safety for school children and parents travelling to and from Dunalley Primary School from A435 Evesham and Central Cross Drive
  • Improved pedestrian and cycle connectivity between sections of Pittville Park and Central Cross Café and the Scout’s hut.

With turning area provided to aid safe vehicle turning movements adjacent to the closure, the proposed design approach aims to deliver the most positive outcome for pedestrians and cyclists.

Due to the need to close Central Cross Drive as explained above, the option to introduce a one-way system along West Drive to Central Cross Drive, with or without a closure at the Wellington Square junction, is not considered feasible. A one-way system would also likely result in increased vehicle speeds, which is not desirable outside a school or for local residents.

Traffic data surveys carried out for 24 hours a day over 7 days during a school term time period and site assessments carried out during school start/finish times and at other times during the day have identified that current vehicle volumes travelling through West Drive, Central Cross Drive and Wellington Square are low at peak times and very low at all other times.

With vehicle volumes relatively low at school start/finish times and the period of heaviest school traffic only being for around 10 minutes at the start and end of the school day, it is not felt that a very small increase in traffic travelling through Wellington Square or West Drive in these very short periods should result in any congestion or safety issues. It is also worth noting that the school is not open to pupils for many weeks of the year during school holidays and traffic volumes on Wellington Square and West Drive would be very low throughout the day during these periods.

With the aims of the scheme being around encouraging and enabling more people to cycle and walk, and evidence of other such schemes showing numbers of cyclists increasing when good quality routes are provided, then there should be a decrease in overall vehicle volumes in this area. The school are also working to encourage more parents and children to walk and cycle to/from school and the improved cycling and walking routes will assist them in achieving this.

Vehicle speed surveys have been carried out on Wellington Square, West Drive, Central Cross Drive and Wellesley Road and have shown that mean vehicle speeds are currently below 20mph and 85th percentile vehicle speeds are under 24mph. As well as improve the usability and safety of the route for pedestrians and cyclists, improvements around the school will create narrower carriageways and tighter junction radii and thereby assist in reducing vehicle speeds further.

What benefits there are closing Central Cross Drive - it is certainly wide enough to accommodate both cyclists and vehicles and which has ample pavement space for pavements.

Can you make West Drive and Central Cross Drive one way system with a closure between Wellington Square and Central Cross Drive?

Closure of Central Cross Drive with Evesham Road will drive more traffic through West Drive and Wellington Square, especially during the school drop off and pick up times.  This will lead to congestion, safety and speeding issues.

Our response...

The proposed arrangement for Central Cross Drive and its associated closure have been produced following a design process which has considered a variety of factors including existing conditions, traffic flows and compliance with Local Transport Note (LTN) 1/20 Cycle Infrastructure Design.

The A435 Evesham Road carries approximately 10,000 vehicles travelling north and south a day; this is a significant volume. The design guidance LTN 1/20 for this level of traffic flow instructs that signal traffic lights are required to separate cyclists from general traffic for safety, and specifically parallel signal crossing is provided to ensure good pedestrian and cyclists accessibility.

Due to existing constraints (i.e. existing trees and restricted highway boundaries) and meeting the LTN 1/20 Cycle Infrastructure Design and Active Travel England criteria (i.e. achieving minimum footway widths and safety risks of conflicts between cyclists and vehicles), it was identified that retaining vehicle access was unfeasible.

For this reason, modal filters have been added to Central Cross Drive to overcome these constraints and mitigate against the safety risks. Furthermore, traffic flow surveys have identified that the morning peak hour traffic flow is only 63 vehicles per hour travelling towards Central Cross Drive. 

As well as providing safe provision for cyclists and pedestrians, the proposed Central Cross Drive arrangement also has additional secondary benefits as follows:

  • Potential traffic reduction via modal shift to walking/cycling on the surrounding residential streets
  • Retention of mature trees
  • Better cycle and pedestrian accessibility and safety for school children and parents travelling to and from Dunalley Primary School from A435 Evesham and Central Cross Drive
  • Improved pedestrian and cycle connectivity between sections of Pittville Park and Central Cross Café and the Scout’s hut.

With turning area provided to aid safe vehicle turning movements adjacent to the closure, the proposed design approach aims to deliver the most positive outcome for pedestrians and cyclists.

Due to the need to close Central Cross Drive as explained above, the option to introduce a one-way system along West Drive to Central Cross Drive, with or without a closure at the Wellington Square junction, is not considered feasible. A one-way system would also likely result in increased vehicle speeds, which is not desirable outside a school or for local residents.

Traffic data surveys carried out for 24 hours a day over 7 days during a school term time period and site assessments carried out during school start/finish times and at other times during the day have identified that current vehicle volumes travelling through West Drive, Central Cross Drive and Wellington Square are low at peak times and very low at all other times.

With vehicle volumes relatively low at school start/finish times and the period of heaviest school traffic only being for around 10 minutes at the start and end of the school day, it is not felt that a very small increase in traffic travelling through Wellington Square or West Drive in these very short periods should result in any congestion or safety issues. It is also worth noting that the school is not open to pupils for many weeks of the year during school holidays and traffic volumes on Wellington Square and West Drive would be very low throughout the day during these periods.

With the aims of the scheme being around encouraging and enabling more people to cycle and walk, and evidence of other such schemes showing numbers of cyclists increasing when good quality routes are provided, then there should be a decrease in overall vehicle volumes in this area. The school are also working to encourage more parents and children to walk and cycle to/from school and the improved cycling and walking routes will assist them in achieving this.

Vehicle speed surveys have been carried out on Wellington Square, West Drive, Central Cross Drive and Wellesley Road and have shown that mean vehicle speeds are currently below 20mph and 85th percentile vehicle speeds are under 24mph. As well as improve the usability and safety of the route for pedestrians and cyclists, improvements around the school will create narrower carriageways and tighter junction radii and thereby assist in reducing vehicle speeds further.

New and improved footways and cycleways and pedestrian and cycle crossings will help to provide improved and safer routes to and from the school. This should help to facilitate and encourage more people to walk and cycle and help in reducing vehicular traffic outside the school.

The scheme will also involve changes to kerb lines, reducing the carriageway width and tightening junction radii. This will have benefits of reducing crossing distances, providing more footway space and slowing vehicle speeds.

The closure of Central Cross Drive will also stop vehicular movements at the Central Cross Drive junction, making the crossing point much safer.

Additional measures outside the school will also be introduced to further improve safety around the school. These include:

  • Improved crossing points between Central Cross Drive and the school on either side of the road. This will include building out of footway to reduce crossing distance and improve visibility.
  • Tightening of junction radii to reduce vehicle speeds.
  • Extension of No Waiting At Any Time restrictions (double yellow lines) outside the school, to improve visibility for those crossing and motorists visibility of pedestrians and cyclists.
  • New School Keep Clear zig-zag markings outside school to prevent obstructive parking by crossing points and school accesses at school drop off and collection times.
  • Widening of footway to provide more space for pedestrians and people accessing the school.

New and improved footways and cycleways and pedestrian and cycle crossings will help to provide improved and safer routes to and from the school. This should help to facilitate and encourage more people to walk and cycle and help in reducing vehicular traffic outside the school.

The scheme will also involve changes to kerb lines, reducing the carriageway width and tightening junction radii. This will have benefits of reducing crossing distances, providing more footway space and slowing vehicle speeds.

The closure of Central Cross Drive will also stop vehicular movements at the Central Cross Drive junction, making the crossing point much safer.

Additional measures outside the school will also be introduced to further improve safety around the school. These include:

  • Improved crossing points between Central Cross Drive and the school on either side of the road. This will include building out of footway to reduce crossing distance and improve visibility.
  • Tightening of junction radii to reduce vehicle speeds.
  • Extension of No Waiting At Any Time restrictions (double yellow lines) outside the school, to improve visibility for those crossing and motorists visibility of pedestrians and cyclists.
  • New School Keep Clear zig-zag markings outside school to prevent obstructive parking by crossing points and school accesses at school drop off and collection times.
  • Widening of footway to provide more space for pedestrians and people accessing the school.

Closure of Central Cross Drive will make access to Central Cross Café and Scout’s Hut more difficult.

The Central Cross Café depends partly on passing trade and the easiest and most likely route is from Evesham Road. There is also the Scout hut which is opposite the café and very busy with a lot of children in the area being delivered and partaking in activities outside in the early evening.

Our response...

The proposed route will provide a direct and safe link to the café and Scout hut for pedestrians and cyclists. Most of the café trade comes from people using and spending time in the park, rather than people briefly stopping in their car to pick up coffee and then heading straight off again. The closure of Central Cross Drive at the junction with Evesham Road will still allow for cars to access the road and parking via Pittville Lawn or Albert Road. The creation of a cul-de-sac on Central Cross Drive is expected to lower the volume and speed of vehicles here, making the area safer for those using the park, travelling through it and accessing the café and Scout hut.

Closure of Central Cross Drive will make access to Central Cross Café and Scout’s Hut more difficult.

The Central Cross Café depends partly on passing trade and the easiest and most likely route is from Evesham Road. There is also the Scout hut which is opposite the café and very busy with a lot of children in the area being delivered and partaking in activities outside in the early evening.

Our response...

The proposed route will provide a direct and safe link to the café and Scout hut for pedestrians and cyclists. Most of the café trade comes from people using and spending time in the park, rather than people briefly stopping in their car to pick up coffee and then heading straight off again. The closure of Central Cross Drive at the junction with Evesham Road will still allow for cars to access the road and parking via Pittville Lawn or Albert Road. The creation of a cul-de-sac on Central Cross Drive is expected to lower the volume and speed of vehicles here, making the area safer for those using the park, travelling through it and accessing the café and Scout hut.

Wellesley Road is narrow, and there will be an unsafe conflict of use if this were to become a main cycleway.

Our response...

Wellesley Road is a cul-de-sac road leading to just a few properties and has very low vehicle volumes and movements and no on-street parking, making it an ideal and safe route for cyclists. With the route already used by cyclists travelling between residential areas and locations such as schools, university campuses and Pittville Park, residents would not need to be any more aware or considerate than they currently are when entering or leaving their properties.

Wellesley Road is narrow, and there will be an unsafe conflict of use if this were to become a main cycleway.

Our response...

Wellesley Road is a cul-de-sac road leading to just a few properties and has very low vehicle volumes and movements and no on-street parking, making it an ideal and safe route for cyclists. With the route already used by cyclists travelling between residential areas and locations such as schools, university campuses and Pittville Park, residents would not need to be any more aware or considerate than they currently are when entering or leaving their properties.

Hudson Street and Marle Hill Road are very narrow. How will the impact of more cyclists using it be mitigated? Will parking be removed?

Our response...

Both Hudson Street and Marle Hill Road are quiet roads with low traffic volumes for much of the day. Vehicle speeds are low, visibility of oncoming vehicles is good and there are many spaces between parked vehicles and at junctions for give and take between motorists and cyclists on occasions they may meet. These roads are also flat. Combined, these elements provide a good route option for cyclists. It is not felt there is a requirement to remove any existing parking on these roads.

Following discussions with Cheltenham Borough Council, an additional alternative pedestrian and cycle route through Pittville Park between Hudson Street and Wellesley Road is now also being incorporated into the scheme.

Hudson Street and Marle Hill Road are very narrow. How will the impact of more cyclists using it be mitigated? Will parking be removed?

Our response...

Both Hudson Street and Marle Hill Road are quiet roads with low traffic volumes for much of the day. Vehicle speeds are low, visibility of oncoming vehicles is good and there are many spaces between parked vehicles and at junctions for give and take between motorists and cyclists on occasions they may meet. These roads are also flat. Combined, these elements provide a good route option for cyclists. It is not felt there is a requirement to remove any existing parking on these roads.

Following discussions with Cheltenham Borough Council, an additional alternative pedestrian and cycle route through Pittville Park between Hudson Street and Wellesley Road is now also being incorporated into the scheme.

The barrier at the Prince of Wales Stadium end needs to be removed, to improve accessibility for cyclists.

Our response...

Following comments around this and through discussions with Cheltenham Borough Council, we are looking at measures to improve accessibility for cyclists at this point, whilst maintaining vehicular access prevention for safety reasons.

The barrier at the Prince of Wales Stadium end needs to be removed, to improve accessibility for cyclists.

Our response...

Following comments around this and through discussions with Cheltenham Borough Council, we are looking at measures to improve accessibility for cyclists at this point, whilst maintaining vehicular access prevention for safety reasons.

The new route on the Old Glos Road is great, but it is covered in grit and glass, it's OK making the path, but it also needs to be kept in a usable, safe condition.

Our response...

Within the design process every effort is being made to reduce ongoing maintenance requirements with specialist technical input at every stage. Future maintenance regimes for the cycle spine are currently being reviewed, including winter maintenance activities and appropriate levels of maintenance will be provided.

As part of winter maintenance trial several operatives were trained to operate a tractor that is capable to treat the cycleway. The tractor produces a brine solution, meaning there is less debris for cyclists to encounter leaving them to complete a debris free, frost-free journey. In January 2024 we conducted 3 of these trials.

The new route on the Old Glos Road is great, but it is covered in grit and glass, it's OK making the path, but it also needs to be kept in a usable, safe condition.

Our response...

Within the design process every effort is being made to reduce ongoing maintenance requirements with specialist technical input at every stage. Future maintenance regimes for the cycle spine are currently being reviewed, including winter maintenance activities and appropriate levels of maintenance will be provided.

As part of winter maintenance trial several operatives were trained to operate a tractor that is capable to treat the cycleway. The tractor produces a brine solution, meaning there is less debris for cyclists to encounter leaving them to complete a debris free, frost-free journey. In January 2024 we conducted 3 of these trials.

Are you planning to add additional bike shelters/racks along the route?  

By putting additional bike shelters/racks along the route i.e., Pittville Park and Leisure @ Cheltenham people can be encouraged to make use of this cycle path.

Our response...

We are currently reviewing current bike facilities and considering new facilities and locations along the route.

Are you planning to add additional bike shelters/racks along the route?  

By putting additional bike shelters/racks along the route i.e., Pittville Park and Leisure @ Cheltenham people can be encouraged to make use of this cycle path.

Our response...

We are currently reviewing current bike facilities and considering new facilities and locations along the route.

There is lack of education for motorists/cyclists how to use new cycleway layouts.

The proposed scheme is designed to reflect the changes in the Highway Code, whereby cyclists and pedestrians have priority over motor vehicles at side road crossings.

Changes to junction layouts making them tighter and narrower carriageway widths will help to encourage lower approach speeds.

The Highway Code also confirms that priority must be given by motorists to cyclists and pedestrians when accessing their driveways. The design provided will allow motorists to slowly move forward into the footway to give them better visibility to see cyclists and the main carriageway. We expect there to be a bedding in period with the new road layout and for drivers to exercise caution.

In addition, features such as continuous side road crossings support a low-speed environment and encourage pedestrian and cycle priority. This layout is entirely consistent with that used throughout the country and has been reviewed by a range of industry experts.

We expect that there will be a bedding in period as there is with any changes to driving behaviour, but the route has been designed with this in mind ensuring, there is a clear line of sight and reducing the speed limit allowing drivers more time to prepare.

We are currently reviewing adding extra signage along completed sections of the cycle spine, to ensure motorists are aware of their responsibility to give way to pedestrians and cyclists at side road junctions to align with the Highway Code. The same approach will be considered here.

There is lack of education for motorists/cyclists how to use new cycleway layouts.

The proposed scheme is designed to reflect the changes in the Highway Code, whereby cyclists and pedestrians have priority over motor vehicles at side road crossings.

Changes to junction layouts making them tighter and narrower carriageway widths will help to encourage lower approach speeds.

The Highway Code also confirms that priority must be given by motorists to cyclists and pedestrians when accessing their driveways. The design provided will allow motorists to slowly move forward into the footway to give them better visibility to see cyclists and the main carriageway. We expect there to be a bedding in period with the new road layout and for drivers to exercise caution.

In addition, features such as continuous side road crossings support a low-speed environment and encourage pedestrian and cycle priority. This layout is entirely consistent with that used throughout the country and has been reviewed by a range of industry experts.

We expect that there will be a bedding in period as there is with any changes to driving behaviour, but the route has been designed with this in mind ensuring, there is a clear line of sight and reducing the speed limit allowing drivers more time to prepare.

We are currently reviewing adding extra signage along completed sections of the cycle spine, to ensure motorists are aware of their responsibility to give way to pedestrians and cyclists at side road junctions to align with the Highway Code. The same approach will be considered here.

Total waste of money when funding is needed much more urgently to improve schools, policing, help for special needs children, NHS, repairing potholes and roads.

Our response...

The funding for these schemes is designated for active travel schemes only and cannot be used for other works such as pothole repairs or general maintenance. Gloucestershire County Council went through a rigorous bidding process to secure the funding from central government and had this been unsuccessful, the money would have been allocated to other local authorities for cycling schemes elsewhere in England.

Gloucestershire County Council have secured over £40 million of funding to date for the 26-mile cycle spine between Stroud and Bishops Cleeve. Funding has been secured from Sustrans, National Highways, Department for Transport (DfT) bids for Levelling Up and Active Travel, Developer S106 constributions and alongside this GCC have committed Capital Funds.

The total scheme cost for the delivery of both Section 1 and 2 of the A435 Cycleway is in the region of £12 Million.

Total waste of money when funding is needed much more urgently to improve schools, policing, help for special needs children, NHS, repairing potholes and roads.

Our response...

The funding for these schemes is designated for active travel schemes only and cannot be used for other works such as pothole repairs or general maintenance. Gloucestershire County Council went through a rigorous bidding process to secure the funding from central government and had this been unsuccessful, the money would have been allocated to other local authorities for cycling schemes elsewhere in England.

Gloucestershire County Council have secured over £40 million of funding to date for the 26-mile cycle spine between Stroud and Bishops Cleeve. Funding has been secured from Sustrans, National Highways, Department for Transport (DfT) bids for Levelling Up and Active Travel, Developer S106 constributions and alongside this GCC have committed Capital Funds.

The total scheme cost for the delivery of both Section 1 and 2 of the A435 Cycleway is in the region of £12 Million.

Are the main racecourse events, notably the Cheltenham Festival, being considered during construction work?

Our response...

The main Cheltenham Racecourse events has been factored into the construction programme and measures will be taken so that works during the event are reduced to ensure that as little disruption is caused as possible.

The usual event traffic and pedestrian management will be in place throughout these events.

Are the main racecourse events, notably the Cheltenham Festival, being considered during construction work?

Our response...

The main Cheltenham Racecourse events has been factored into the construction programme and measures will be taken so that works during the event are reduced to ensure that as little disruption is caused as possible.

The usual event traffic and pedestrian management will be in place throughout these events.

All road works currently in Gloucestershire are a shambles, they take far too long to complete, and quite often temp lights are left up with no works being carried out at all.

Our response...

Construction of highway schemes are managed to complete the works as fast as possible and minimise disruption, whilst maintaining the safety of workers and ensuring a high standard of work can be carried out.

Traffic management, such as temporary signals and lane closures, are put in place to enable the works and to protect the safety of workers and road users and should be respected at all times.

We understand that road works can be frustrating and whilst on occasions it may appear no work is being carried out as you pass, the traffic management will in place for reasons or for workers you may not be aware of.

All road works currently in Gloucestershire are a shambles, they take far too long to complete, and quite often temp lights are left up with no works being carried out at all.

Our response...

Construction of highway schemes are managed to complete the works as fast as possible and minimise disruption, whilst maintaining the safety of workers and ensuring a high standard of work can be carried out.

Traffic management, such as temporary signals and lane closures, are put in place to enable the works and to protect the safety of workers and road users and should be respected at all times.

We understand that road works can be frustrating and whilst on occasions it may appear no work is being carried out as you pass, the traffic management will in place for reasons or for workers you may not be aware of.