York Green Party strongly welcomes this long-overdue initiative to implement this critical bus priority measure, for which funding was secured from the previous government (as part of £17m funds granted to the previous Green/Lib Dem council in September 2022). As such it should be something which can command cross-party support to help reverse the declining reliability of bus travel through the centre of York.
We support the broad approach proposed, notably taking the opportunity to look for enhancements to public space and extensions of hospitality and increased pavement space, cycle parking, floral displays etc into the street on Micklegate.
While it is understood that this scheme is a ‘trial’ which can be adjusted in the light of early experience, we do have concerns that we should try to avoid the covid experience of unsightly red and white plastic barriers on Micklegate and at other locations, using more appropriate materials for trial pavement extensions and cycle lane segregation. Similarly care must be taken to avoid placing of A board style road signs which obstruct pavements, cycle lanes, bike parking etc
Q 15 + 16 How the measures should operate
We support the broad approach of restricting access to buses, cycles and emergency vehicles only, with authorized delivery vehicles allowed to use North St – Tanner Row. Timed loading restrictions for the bus lane and premises on Tanner Row itself should be considered to prevent the route and the contraflow cycle route being obstructed during peak travel times.
Hours of operation for the ‘bus gates’: To maximise the benefit of the scheme, we would favour the hours of operation being 7am – 7pm or 10pm. We do feel the council needs to consider the indirect impact on cyclist and pedestrian safety in the wider area which has significant levels of activity outside bars and nightclubs. Depending on the scheme rules, there could be a significant increase in flow of taxis on the ‘diversion loop’ (and potentially an increase in illegal exit through Micklegate Bar). The hours we propose would also enable business deliveries to be planned around them. The hours of operation of Coppergate might need to be reviewed to provide consistency with this scheme.
Q19 + 20 20mph limit and the one way loop for Toft Green and Micklegate
We strongly support the proposal for a 20mph limit, but this must apply from the outset of the scheme. In particular the existing 20mph limit already applies to most of Bishophill. As such this should be extended to cover Micklegate, Bar Lane and Toft Green/ Tanner Row and North St from the outset of the trial, to provide a clear signal of the change in status for these routes, now that they will no longer serve as through routes but operate for access only. This would be in line with LTN1/20 guidance for contraflow cycle lanes and is especially needed on Micklegate which is downhill for general traffic. Given that Skeldergate is already 20mph, the opportunity could be taken to relocate the boundary to this area from Bridge St so as to cover all of the bus gates plus Rougier St and North St within an extended 20mph area. This is appropriate to enhance active travel modes during the trial. In due course this would then link up to the whole of the station route being designated 20mph limit.
Given the location of the entrance to the NCP car park we support the York Civic Trust proposal that two-way traffic be retained on the short section between the car park and Rougier St/ George Hudson St to reduce the level of traffic otherwise being sent around the loop to exit the area (or worse, drivers being tempted to exit via the Grand Hotel pedestrian area, or the ‘wrong way’ out through Micklegate Bar). This would also fit better with facilitating safe operation of parking for the Grand Hotel who take customers cars to and fro between their entrance and the NCP car park (which are not directly opposite each other!)
We understand that there may be changes to the proposal in regard to Trinity Lane – Fetter Lane, in which case the new proposals should be subject to consultation to gain a wider perspective than that of local residents alone.
We have some concerns about leaving Victoria Bar open to the increased risk of rat- running along Victor St – Cromwell Rd and either onto Skeldergate Bridge or along Terry Ave and up Clementhorpe as happens now. If this is done there needs to be close monitoring with a view to closing it off to all (except cycles) if this proves to be needed within the first few months of operation.
We also consider that there needs to be monitoring of traffic (notably taxis) using Coney St at night if the bus gate is operational later than 8pm as there is a risk this could become an alternative through route in the evenings. Keeping the HVM barriers closed at the Coney St corner except 5am – 10.30am for delivery access might be a solution.
We do think that the proposed revised layout for cyclists at some of the key junctions could be problematic and need further discussion with the York Cycle Campaign prior to implementation. We don’t think that there is a need to exempt cyclists from the right turn ban from George Hudson St to Micklegate (South) as this would delay bus movements and put cyclists in dangerous conflict with traffic following the bus route on a sharp corner. Cyclists approaching from Rougier St are far more likely to use Tanner Row to reach the area.
