| I | Issue | Proposed | Delivered | Comment |
|---|---|---|---|---|
| 01 | Route Signage and Road Markings | |||
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• - |
• Full route signage.
• Stencil and spray paint road markings. |
• Yellow A4 signs have been posted along the spine route.
• Adequate Keep Right, No Entry, ... provided for general traffic. • Noticeable lack of upright signs for pedestrians and cyclists. • Road markings: some done, others lacking. |
• Yellow signs only have value as branding - Most people haven't noticed them.
• Road markings: some poorly placed, and a quite poor standard. |
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| 02 | Culloden Centre | |||
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• No pedestrian crossing facility on desire line at junction.
• Regular and suspected increased informal crossing at junction. • 40 mph road and low traffic volumes, so public safety concerns from potential extreme speeding. |
• Temporary crossing facility.
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• A (sort of) controlled crossing has been provided across one arm of the T-junction on the main road.
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• Blister paving "L" at both sides of crossing.
• Standard white lines and metal studs on road. • Inadequate (non-compliant?) from an equality view. • Only stops traffic in one direction. • No red/green man pedestrian signal light. • No control box - so no button, tactile cone, or nearside signal. • No audible signal • It would seem a reasonable expectation that a crossing on the route to a medical centre would be fully inclusive. |
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| 03 | Smithton (NCR1) | |||
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• Narrow/no footpath at road and junction to Caulfield Road North.
• 30 mph road and low traffic volumes, so risk to safety from potential extreme speeding. |
• Temporary traffic calming.
• Footpath widening/creation. • Temporary crossing. Note - Drawing shows permanent interventions, cost estimate is for temporary interventions including: - Traffic calming (raised table). - Gravel foot path widening/creation. - 20 mph speed limit. |
• Short section of shared-use pavement created.
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• Shared-use sign and footway route not obvious. |
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| 04 | Resaurie (NCR1) | |||
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• Pedestrian and cycling pinch point caused by barrier which is in place to prevent vehicular access.
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• Remove gate and replace with temporary bollards capable of accommodating bike trailers and trikes.
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• Done as described. Central bollards removable for key-holders.
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• Long overdue and very welcome. • As a bonus, walls under bridge have been painted white. |
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| 05 | Cradlehall Neighbourhood Centre (Core Path) | |||
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• Pinch point for heavily-used active travel route between neighbourhood centre and NCR 1 caused by narrow path and vegetation.
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• Vegetation removal, path widening with gravel to 3m.
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• Done as described.
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• Path is much improved. Needs to be kept like this.
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| 06 | Cradlehall Business Park (Core Path) | |||
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• Pinch point for active travel caused by narrowing of path due to vegetation and drainage issues.
• Pedestrian and cyclist safety risk at crossing point. |
• Vegetation removal, path widening.
• Increased signage and road markings, temporary raised table. |
• No problem noted. Path is clear and uniform width.
• Signs and markings seem fine. Couldn't see a raised table but it may not be needed. |
• Needs to be kept like this.
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| 07 | Inverness Campus to Inshes Roundabout (NCR1 and COVID-19 Testing Centre) | |||
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• Pinch point for active travel caused by metal barriers, and single shared path on one side of road on western side overbridge.
• Pedestrian and cyclist safety risks due to potential for speeding/ extreme speeding and need to step into carriageway to social distance. |
• Convert eastbound carriageway west of Inshes roundabout to Inverness Campus junction into segregated 2-way cycle lane using water-filled barriers, signage and stencil and spraypaint road markings.
• Remove metal barrier west of Inshes roundabout to increase footpath width and reduce speed to 20 mph. • Reduce call-time delay for pedestrians and cyclists at lights-controlled crossing at Sir Walter Scott Drive. |
• Fence barriers on location but not deployed.
• Unsure which metal barrier this is. (?) • No information about light controls. |
• Waiting with interest.
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| 08 | Raigmore Hospital Access | |||
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• Multiple desire line access points into hospital poorly formed/informal.
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• Formalise with gravel or grass mat installation.
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• Three paths indicated (west, middle, east).
• East path done - fair quality. • Middle path connects from main road to side road where there are no dropped kerbs. The remainder across Maggie Centre remains as rough path. • West path is possibly the most and has had no attention. |
• What has been done is welcome particularly in wet weather.
But spoilt by lack of dropped kerbs and continuity.
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| 09 | Old Perth Road and Fluke Roundabout | |||
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• Very narrow footway prevents safe social distancing for key workers and general public.
• Mini-roundabout prevents safe crossing and artificially narrows footpath. |
• Footpath widening into carriageway using water-filled barriers.
• Temporary lights controlled crossings on roundabout. • Removal of metal barriers to widen footpaths. |
• Is this still planned?
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• Could be difficult to achieve.
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| 10 | Culcabock Road | |||
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• Narrow footpaths and cyclists using these (less confident cyclists don't use bike lane).
• Road safety concerns for cyclists from potential speeding vehicles. |
• Improved signage/marking to advisory bike lane.
• Speed reduction to 20 mph to reduce safety risks for on-road cycling. • Surface repairs to make bike lane safe for use. • Extension of segregated bike lane to Fluke roundabout and junction at Kingsmills Road. |
• Improved signage/marking (?)
• Speed reduction (?). • Surface repair (?) • Extension of segregated bike lane to Fluke roundabout. 1.1 m wide advisory cycle lanes have been painted on both sides of the road. They extend from the existing cycle lanes to the roundabout. • Extension of segregated bike lane to junction at Kingsmills Road. (?) |
• Extension of segregated bike lane to Fluke roundabout.
A cyclist heading east from Culcabock Road and following the cycle lane
will be badly positioned to continue east through the roundabout.
• Similar problem cycling west through the roundabout staying on Old Perth Road. • The narrow cycle lanes will encourage close passing by motor vehicles. There is a pinch point of 0.8 m approaching the roundabout from the east. • Extension of segregated bike lane to junction at Kingsmills Road. (?) • Could the cycle lanes be widened by removing the centre line as on Culduthel Road? |
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| 11 | Kingsmills Road, Annfield Road and Southside Road | |||
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• No safe cycling route.
• Footpaths feature multiple pinch points. • Risk to on-road cycling from speeding traffic. |
• Improved signage/marking to highlight on-road cycling.
• Speed reduction to 20 mph to reduce safety risks for on-road cycling. • Advance stop signs for on-road cyclists. |
• The intention to improve safety is welcome
but not detailed enough to comment on properly.
• Where are the pinch points? • No intervention observed so far. |
• Relates to three quite different roads:
Kingmills Road, Annfield Road, and Southside Road.
• "No safe cycling route." • Improved signage/marking is unlikely to make significant improvement to safety. They might even make it worse. • Speed reduction to 20 mph is good. • Advance stop signs - Where? Actually, not seen as a great benefit unless the cyclist can get into it safely. |
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| 12 | Culduthel Road (COVID-19 Assessment Centre) | |||
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• Very narrow footpaths.
• Risks to public safety from potential extreme speeding (road is mostly wide and straight). • Advisory cycle lanes present but put drivers and cyclists in conflict. |
• Footpath widening, space taken from ghost filter lanes and by temporarily suspending car parking.
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• Two additional maps are shown:
1. Near Cairn Medical Practice
2. Near Mackenzie Centre.
• Not clear was is proposed. • No intervention observed so far. |
• What evidence is there that drivers and cyclists are in conflict?
The only conflicts regularly observed are:
- caused by motor vehicles parked over the cycle lane
- drivers making risky overtakes near the uncontrolled crossing on the town side of Heatherley Crescent.
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| 13 | Castle Street and Castle Road 1-way System | |||
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• Very narrow footpaths and limited opportunity for social distancing.
• Risks to public safety if stepping into carriageway to avoid other people. |
• Create 1-way system around Inverness Castle.
• Create footpath widening and bike lanes. |
• The direction was changed to clockwise
and as well as Castle Street,
the 1-way system includes
View Place, Castle Road, and Bridge Street.
• A very short cycle lane is clearly marked heading down Castle Street, immediately turning right across a central island, and ends up meeting a pedestrian pop-up lane and heading to La Tortilla. • A short length of cycle lane near Zizi's is just long enough to contain the text End and a cycle symbol. • Advanced cycle greens added but needs review. |
• The pop-up lanes on Castle Road are marked for cyclists.
Almost all others are for pedestrians.
• There is a strong need for a cycling contra-flow lane on Castle Street and Bridge Street. • Many cycling issues at the Ness Bridge junction. - Cycle green too close to see easily. Far side cycle green would be more useful. - Intended routes no intuitive. • General impression is messy and confusing. |
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| 14 | Ness Bridge | |||
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• Narrow footpaths limit ability to social distance.
• Cyclists often cycle on footpaths due to reluctance to cycle on-road (safety). • Metal railings create pinch points and artificially reduce footpath widths. |
• Reallocate one carriageway on each side of bridge as segregated bike lanes in space gained.
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• The two pop-up lanes were created using barriers and cones.
• In the light of experience, the north lane was reverted to traffic. • To compensate, the south lane became 2-way cycling. |
• There are problems at both ends of this cycle lane.
• Motorist heading west and turning left of the bridge are now more likely to assume priority and collide with cyclists heading west and emerging from the protected pop-up lane. • Entrance to the cycle lane at the west end of the bridge is not obvious or easy to see from any approach. • Turning the bend between Castle Road and the east end of the bridge in either direction is the only easy route. • Continuity between the east end of the bridge and either Bridge Street or Bank Street in either direction is not defined. • The railings have not been removed. • The reduced clarity of cycle route seems to have resulted in increased cycling on the bridge pavements - the opposite to what was intended. |
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| 15 | Ness Walk and Bught Road | |||
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• Contraflow bike lane in place not safe (people in cars not aware of TRO).
• Lack of alternative due to pinch points on footpaths. • Risk to cyclists travelling north (into oncoming traffic). |
• Suspend parking along route and use space gained to create bike lane.
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• No intervention observed so far.
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• Suspending on-street parking would not be sufficient.
Footway build-outs would also need to be removed.
• Coaches picking up and dropping off at the Palace Hotel occupy space where a contra-flow cycle lane could run. Coaches also park there overnight. • Loading is allowed on the wide footway towards Ness Bridge. • Outdoor cafe furniture occupies part of the footway. • The contra-flow problem remains and needs a solution. |
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| 16 | Ness Walk and Bught Road | |||
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• Very narrow footpath, lack of cycling facilities.
• Road in poor state of repair. |
• Convert Ness Walk to one-way and install temporary cycling contraflow (scheme endorsed by Council).
• Introduce traffic calming on Bught Road. • Undertake surface repairs. • Footpath widening to and through Fisherman's Car Park. |
• A section of Ness Walk (from Ballifeary Lane
to Bught Drive) has been made 1-way away from town.
• There is no provision for contra-flow cycling. • The footway has been resurfaced to a uniform width of about 3 m. • No intervention observed at Fisherman's Car Park. |
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| 17 | Glenurquhart Road and General Booth Road South | |||
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• Current road works create multiple pinchpoints and artificial narrowing.
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• Rearrange traffic cones, barriers and Heras fencing to widen all active travel route to max possible (e.g. >3 m).
• Sweep "grubbed up" old road and open to active travel only. • Improve signage for active travel users. • Open up newly constructed road to active travel only. |
• Contractors have created and maintained
a route for pedestrians and cyclists.
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• A route maintained in spite of difficulties posed by ongoing work.
• Hand-written signs. Short but tortuous diversion. |
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| 18 | General Booth Road North | |||
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• Road is wide and straight and therefore presents a risk of extreme speeding, creating a public safety risk for cyclists on-carriageway and pedestrians stepping out to social distance.
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• Focused widening of footpaths at pinch points caused by metal & concrete barriers.
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• Unknown.
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• Not clear what or where.
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| 19 | Kinmylies Active Travel Route | |||
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• Metal barriers, fencing, cobblestone edging, potholes, overgrown vegetation and trees blocking street lighting.
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• Remove metal barriers and replace with bollards.
• Clear and cutback vegetation, gravel widening if no appropriate surface below scrub/weeds. • Lift crowns of trees to enable street lighting to light more of route. |
• Appears to be complete.
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• Generally received as a very welcome improvement.
• It should now be possible to grit the surface in winter. Without the barriers, someone falling on ice could slide (for about a minute) all the way to the bottom of the slope. |
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| 20A | Academy Street - Proposed for Delivery | |||
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• Narrow footpaths and wide vehicle corridor presenting public safety risks.
• City centre location so demand for pedestrian access and likely increase in recovery phase. |
• Temporarily widen footways to 3 m both sides using water filled barriers.
• Introduce 10 mph speed limit. Note - further work is underway to consider if restricted access is appropriate for this route, see alternative options (20B, 20C). |
• Barriers and cones deployed.
• • |
• Main problem is lack of upright signs so road users are unsure
what the pop-up lanes are for (it's pedestrians not cyclists).
• More cyclists are now travelling in the pop-up (pedestrian) lanes as well as on the pavement. This detracts from the benefit of providing extra space for pedestrians. • The apparent need to allow space for coaches and buses to turn and for loading has distorted the barrier line resulting in an untidy look and pop-up lanes with varying widths. |
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| 20B | Academy Street - Included for Discussion | |||
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For • Rapid delivery. • Maintains vehicle access through city centre. • Provides social distancing. • Opportunity to provide more space for outdoor café culture. • Would allow opportunity to test appetite for full pedestrianisation of old town streets. |
Against • Traffic limits options for safe movement of pedestrians. • Public transport limitations during "open street" events. • Ongoing resource cost for 'open street' events. • Bus diversions in evenings. |
• No action observed.
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• Comment reserved.
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| 20C | Academy Street - Included for Discussion | |||
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For • Traffic limits options for safe movement of pedestrians. • Public transport limitations during 'open street' events. • Ongoing resource cost for 'open street' events. • Bus diversions in evenings. |
Against • Resistance from local businesses concerned about trade from car-based shoppers. |
• No action observed.
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• Comment reserved.
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| 21 | Millburn Road | |||
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• Limited width for safe social distancing for pedestrians and cyclists
using existing single 3m wide shared path.
• Straight wide dual carriageway road with potential for extreme speeding presenting risks to public safety. |
• Temporarily reallocate one lane each direction as segregated bike lane
using water filled barriers, stencils and spraypaint road markings and signage.
• Use of floating bus stops to maintain public transport access (bus stops on carriageway). |
• Changed decision:
No change to the carriagway on the north side (away from centre). The nearside lane of the carriageway on the south side is separated by water-filled barriers and cones to create a pop-up 2-way cycle lane. • Barriers and cones in place. Some cycle symbols on the road surface but no lane markings. • Lane markings added at junctions and access points. These break the cycle track and give priority to turning traffic. • The creation of places to join/leave the cycle pop-up lane at Millburn Roundabout appears to be work in progress. |
• The lack of priority at side junctions and accesses
makes using the pop-up cycle lane more awkward than the shared-use pavement.
It is also higher risk particularly heading inward near Cinnamon.
The traffic lane crosses the cycle track and at a very narrow angle
making it difficult for cyclist to look for traffic approaching from the right.
The driver's attention is more likely to be on the entrance to the car park.
• The paintwork on the road surface has problem: The route is 2-way but some signs are just 1-way. One sign has the arrows reversed. It would be helpful to have more 2-way arrows (cycle symbol not essential). • There are many A-board 'Keep Right' signs for motorists. Upright 'Cycle' signs would benefit all road users. The 'Shared-Use' signs on the lamp posts could be temporarily obscured to encourage cyclists to use the pop-up cycle lane. • The gap left in the barriers at Millburn Roundabout to allow cyclists to enter the pop-up lane is narrow and at right-angles to the direction of travel making it awkward/hazardous for cyclists. This should have been recognised and fixed immediately. |
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| 22 | Inverness Campus "North Bridge" | |||
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• A recently constructed bus and active travel bridge is closed to all users at Inverness Campus. This link would enable an additional connection for active travel between NHS sites and into the Campus where a drive through Covid-19 test centre is in operation.
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• Remove Heras fencing and open route, using barriers and signage to restrict access to active travel only.
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• The route is open as originally planned.
Access is for pedestrians, cyclists, and buses only.
Improper access is monitored by camera.
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• Done
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