Benefits of Investing in Cycling
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Cycling an Equal First Choice Transport Mode with Along with Walking and Using Public Transport
Cycle Strategy and Action Plan 2007 – 2017 Cycle Strategy and Action Plan 2007-2017 © City of Sydney Council, Sydney - February 2007. This work is copyright. Apart from any use as permitted under the Copyright Act 1968, no part may be reproduced by any process without written permission from the City of Sydney Council, GPO Box 1591, Sydney, NSW 2001. Enquiries about this publication should be directed to City of Sydney Council, Strategic Planning and Project Development Division, Transport Strategy Unit: Telephone: 1300 651 301 DISCLAIMER Any representation, statement, opinion or advice, express or implied in this publication is made in good faith but on the basis that the City of Sydney, its agents and employees are not liable (whether by reason of negligence, lack of care or otherwise) to any person for any damage or loss whatsoever which has occurred or may occur in relation to that person taking or not taking (as the case may be) action in respect of any representation, statement, or advice referred to above. City of Sydney Council Town Hall House 456 Kent Street PO Box 1591 Sydney NSW 2001 tel: 1300 651 301 web: www.Cityofsydney.nsw.gov.au 2 Cycle Strategy and Action Plan 2007-2017 Executive Summary Background The City of Sydney Cycle Strategy and Action Plan 2007-2017 (the Strategy) is Council’s commitment to making cycling an equal first choice transport mode with along with walking and using public transport. The Strategy will provide the infrastructure to ensure a safer and more comfortable cycling environment and the social initiatives to encourage more people to cycle as a means of ordinary transport. -
Tfl Strategic Cycling Analysis Report
Strategic Cycling Analysis Identifying future cycling demand in London June 2017 Contents Page Executive Summary 1 Introduction 3 PART ONE Chapter 1: The Strategic Cycling Analysis 8 Chapter 2: Cycling Connections 15 PART TWO Chapter 3: Healthy Streets benefits of the Strategic Cycling Analysis 25 Chapter 4: Area-wide opportunities to expand Cycling Connections 43 PART THREE Chapter 5: Conclusions and next steps 49 Executive Summary The Strategic Cycling Analysis The Mayor has asked Transport for London to put the The report considers four broad areas of analysis: Healthy Streets Approach at the heart of its decision making. Where are the cycling connections with the greatest Set out in ‘Healthy Streets for London’, this approach is a potential to contribute to cycling growth in London? system of policies and strategies to help Londoners use cars less and walk, cycle and use public transport more often. How could these connections be prioritised? How could these connections contribute towards To achieve this it is important to plan a longer-term and achieving Healthy Streets goals? coherent cycle network across London in a way that will What opportunities are there to deliver area-wide complement walking and public transport priorities. This cycling improvements? document provides a robust, analytical framework to help do this. Each chapter addresses one of these questions, describing the datasets, methodology and findings together with next The Strategic Cycling Analysis presents what the latest steps. datasets, forecasts and models show about potential corridors and locations where current and future cycling Next steps demand could justify future investment. It also identifies The Strategic Cycling Analysis identifies a number of where demand for cycling, walking and public transport schematic cycling connections which could contribute to the coincide, thus highlighting where investment is most needed growth of cycling in London and help achieve the Mayor’s to improve all sustainable transport modes together. -
Westminsterresearch Diversifying and Normalising Cycling in London
WestminsterResearch http://www.westminster.ac.uk/westminsterresearch Diversifying and normalising cycling in London, UK: An exploratory study on the influence of infrastructure Aldred, R. and Dales, J. NOTICE: this is the authors’ version of a work that was accepted for publication in Journal of Transport and Health. Changes resulting from the publishing process, such as peer review, editing, corrections, structural formatting, and other quality control mechanisms may not be reflected in this document. Changes may have been made to this work since it was submitted for publication. A definitive version was subsequently published in Journal of Transport and Health, doi:10.1016/j.jth.2016.11.002, 2016. The final definitive version in Journal of Transport and Health is available online at: https://dx.doi.org/10.1016/j.jth.2016.11.002 © 2016. This manuscript version is made available under the CC-BY-NC-ND 4.0 license http://creativecommons.org/licenses/by-nc-nd/4.0/ The WestminsterResearch online digital archive at the University of Westminster aims to make the research output of the University available to a wider audience. Copyright and Moral Rights remain with the authors and/or copyright owners. Whilst further distribution of specific materials from within this archive is forbidden, you may freely distribute the URL of WestminsterResearch: ((http://westminsterresearch.wmin.ac.uk/). In case of abuse or copyright appearing without permission e-mail [email protected] Author version of paper; published in Journal of Transport and -
Bikenorth Home
No 69, March 2010 Contents Paris to Dakar by bike Paris to Dakar by bike 1 By Bill Tomlin Reminder: 9th Bike North 3 Century Challenge Editor's note: Back in Oct Chainmail we gave you some exerpts of Bill's blog Can you ride here? 5 from the first month of this ride – here is his overall trip summary. Mutual Community Challenge The Paris to Dakar car rallies of the past created the legend … but as real people 5 Tour 2010 donʼt need engines, cycling is the best way to live the legend. So . whoʼs idea was this? 7 It is the flagship ride of the Dutch company Bike Dreams and after doing their La Inaugural Semaine Federale (in bella Italia tour in 2008, I wasted no time in signing up for the ride of a lifetime. 9 Australia) The tour took 10 weeks, leaving Paris from the Eiffel Tower in early September and Operation Recover Trek 9 arriving at the resort at Lac Rose, Senegal in mid November. The trip is broken into BraveHeart and Wuss-in-Boots 59 stages with 11 rest days, travelling an average of 120 kms per day. The cost 10 discover teamwork included all accommodation (camping plus a couple of hotels), all food and drinks on cycling days and full support, including a nurse and bike mechanic. Calendar Other Editions The introduction to cycling 120 or so kms each day is through the beautiful Bourgogne region, which is pretty much flat. The climbing began gradually as we continued through the Massif Central and into the Languedoc Roussillon region in Editor:Jennifer Gilmore the south-west. -
Cycling in Ealing 2014/2015
Cycling in Ealing 2014/2015 EALING COUNCIL Contents 1.Introduction 2 2. Cycling in Numbers 3 3. Ealing's Cycling Goals 12 4. Funding and Investment in Cycling 15 5. Mini Holland 18 6. Quietways 19 7. Schools 21 8. Cycling in 2014 25 9. The Year Ahead 31 Appendix: Key Stakeholders and Useful Links 33 1 1. Introduction Ealing Council proudly continues to support and develop its cycling initiative on its roads and open spaces. Ealing has demonstrated its commitment to cycling by continuing to increase its investment and delivering award winning cycling schemes. Our goal has always been simple: to encourage cycling as a normal part of everyday life, where every cyclist can feel safe and comfortable on the road. We have worked hard targeting all areas of the borough to promote mass participation, regardless of demographics and we have seen the number of cyclists in our borough grow year on year. Here are our some of the major achievements in the past year: 1. Securing a Transport for London (TfL) award of £150,000 to further develop our Mini Holland proposals for Ealing Town Centre. 2. The completion of London’s first ever Danish style cycle friendly roundabout in Acton 3. A successful comprehensive cycle/lorry collision trial leading to the roll out of the system on all of our fleet. 4. A three mile upgrade of towpath, providing a new off-road cycle route in Southall 5. Completion of the North Acton Cycle Hub This report provides an overview of the status of cycling in Ealing. -
Cycling in London Report
CYCLING IN LONDON A report by Jenny Jones Green Party Assembly Member January 2012 (This report sets out my individual views as an Assembly Member and not the agreed views of the full Assembly) Introduction Cycling is one of the healthiest and greenest ways to get around London. More and more people are choosing to travel by bike as an attractive alternative to the car or public transport. Since 2000 the number of cyclists on the capital’s major roads has more than doubledi. But Outer London residents only make around 166,600 cycling trips each weekday, while inner London residents make 214,600 tripsii. Figure 1: Map of Inner and Outer London boroughsiii The Mayor’s focus has been on two large scale schemes: the Central London cycle hire and the largely Inner London Cycle Superhighways. Unfortunately the cycling basics have too often been ignored. As a result there are significant problems across London that prevent or discourage people from cycling. This report describes these common issues, along with specific examples provided by individual cyclists, and sets out a number of recommendations to ensure that basic cycling requirements are met. “Over the past year I have visited every London borough to meet cyclists. These visits have provided an opportunity for cyclists to raise issues they felt were important and suggest ways they thought the situation could be improved. Using the feedback from cyclists I have outlined a set of basic recommendations. The bulk of London hasn’t even benefited from the launch of the London cycle hire or the Cycle Superhighways. -
Report Of: for Decision Superintendent of Hampstead Heath
Committee(s) Dated: Highgate Wood Joint Consultative Committee 22 April 2015 Subject: Public Cycling in Highgate Wood Report of: For Decision Superintendent of Hampstead Heath Summary This report provides information for the Highgate Wood Joint Consultative Committee to make a recommendation to the Hampstead Heath, Highgate Wood and Queen’s Park Committee on whether the cycling ban in Highgate Wood should be upheld. A member of the public, and a cyclist, has requested that the prohibition of cycling in Highgate Wood be lifted based on the safer cycling environment that Highgate Wood offers and the national and local policies on encouraging and supporting cycling and its health benefits. This report will provide evidence for both lifting and upholding the cycling ban in the light of recent information, and the increasing popularity and political support for sustainable transport. Recommendations Members are asked to: Note the report, and make recommendations to the Hampstead Heath, Highgate Wood and Queen’s Park Committee that the Officers will raise the issue of improving cycling safety and provision along the Muswell Hill Road with the London Borough of Haringey. Officers also recommend that Byelaw 10 be maintained and enforced but that children under the age of 12 be allowed to ride a bicycle under close supervision. Main Report The growing popularity and benefits of cycling 1. There has been a massive increase in cycling in London over the last 15 years; a report issued by Transport for London in 2011 reported a 150% rise in cycling in the 10 year period between 2000 and 2010, and there has been a corresponding campaign at both governmental and local authority level to encourage Londoners to get out of their cars and cycle instead. -
Cycle-Safety-Evidence-Received.Pdf
Written submissions received for the Transport Committee’s investigation into cycle safety in London Contents: Dr Rachel Aldred, University of East London 1 Brake 2 Brighton & Hove City Council 10 British Cycling 11 City of Copenhagen 14 Croydon Cycling Campaign 17 Cycxi Ltd 18 Cycling Buddy 20 Cycling Embassy of Great Britain 21 Dr Robert Davis, London Boroughs Cycling Officers Group Delegate 36 Dutch Cycling Embassy 46 The Freight Transport Association 48 Headway 50 Hounslow Cyclists 54 Kingston Cyclists 57 Kingston Upon Hull 60 London Borough of Croydon 61 London Borough of Ealing 62 London Borough of Hackney 66 London Borough of Hillingdon 74 London Borough of Southwark 76 London Councils 85 London Cycling Campaign 94 London School of Hygiene & Tropical Medicine 118 London TravelWatch 119 Metropolitan Police Service 145 Professor Parkin, South Bank University 149 Road Danger Reduction Forum 152 Road Haulage Association 163 Road Peace 168 Royal Borough of Greenwich 175 SRAM 179 Southwark Cyclists, RoadPeace and Southwark Living Streets 180 Cllr Vincent Stops, London Borough of Hackney 217 Sustrans 223 Transport for London 243 Wellington City Council 250 Wheels for Wellbeing 252 Peter Wood, Open University 262 Dr James Woodcock Cambridge 267 GLA investigation into cycling in London Written submission from Dr. Rachel Aldred, Director, University of East London Sustainable Mobilities Research Group, 24/07/2012 I am a sociologist focusing on sustainable transport. I have recently directed several relevant projects. One is Cycling Cultures, a two year Economic and Social Research Council funded project, looking at experiences of cycling in four relatively high-cycling English urban areas (see www.cyclingcultures.org.uk/). -
London's Cycling Infrastructure March 2018
Holding the Mayor to account and investigating issues that matter to Londoners Transport Committee London’s cycling infrastructure March 2018 Key findings • It is clear that good quality infrastructure makes cycling safer, and encourages more people to cycle. Getting more people cycling is good for people’s health, and makes more efficient use of London’s congested road network. It is a key part of the Mayor’s Transport Strategy. • The Mayor made a number of bold commitments on cycling infrastructure in his 2016 election manifesto. And he has promised an average of £169 million a year for cycling schemes over the next five years. Recently he has announced six new cycle routes, although without delivery plans. Some schemes planned under the previous administration are also being taken forward following delay. • The jury is still out on the Quietway programme of cycle routes. While journey volumes have increased on the QW1 route since it opened, at this stage there is insufficient data to judge the overall success of the programme. • So far, most cycling infrastructure has been built in inner London. But the greatest potential for cycling growth is for local journeys in outer London. • Overall, the performance of the boroughs in delivering cycling improvements has been patchy. The Mayor could raise the standard of new infrastructure across London by turning the London Cycling Design Standards into new formal planning guidance. • Inadequate cycle parking remains a problem and needs to be addressed alongside the installation of new routes. Cycle parking at train stations is particularly important.London Assembly Transport Committee I 1 Holding the Mayor to account and investigating issues that matter to Londoners Transport Committee London’s cycling infrastructure March 2018 Over the last decade, successive mayors and TfL have prioritised million daily journeys currently made by cars, motorcycles, taxis or getting more Londoners cycling. -
Inhabiting Infrastructure: Exploring the Interactional Spaces of Urban Cycling
Environment and Planning A 2015, volume 47, pages 300-319 doi:10.1068/a140049p Inhabiting infrastructure: exploring the interactional spaces of urban cycling Alan Latham I Department of Geography, University College London, Gower Street, London WC1E 6BT, England; e-mail: [email protected] Peter R H Wood Department of Geography, Open University, Walton Hall, Milton Keynes MK7 6AA, England; e-mail: [email protected] Received 28 January 2014; in revised form 17 July 2014 Abstract. Contemporary cities are thick with infrastructure. In recognition of this fact a great deal of recent work within urban studies and urban geography has focused on transformations in the governance and ownership of infrastructural elements within cities. Less attention has been paid to the practices through which urban infrastructures are inhabited by urban dwellers. Yet in all sorts of ways infrastructures are realised through their use and inhabitation. This paper argues for the importance of attending to the ways that infrastructures are reinterpreted through use. Focusing on a case study of commuter cyclists in London, it explores the ways in which cyclists accommodate themselves to (and are in turn accommodated by) the infrastructural orderings of London’s streets. Confronted by the obduracy of a road infrastructure designed primarily for motorised traffic, cyclists show a diverse range of approaches to negotiating movement through the city on bikes. The paper describes how this negotiation can be understood in terms of the more or less skilful processes of navigation, rule following, rule making, and rule bending. This involves a polymorphous mix of practices, some common to driving, others to walking, and yet others unique to cycling. -
Reducing Cycle Theft: a Partnership Approach Between Transport for London and the Metropolitan Police Service
2011 Herman Goldstein Awards Reducing Cycle Theft: A Partnership Approach between Transport for London and the Metropolitan Police Service Section 1: Summary of Application The Mayor of London was elected on a promise of making London a ‘Cyclised City’. A shift from other transport options to cycling is required in order to meet the future demands on London's transport system; by 2031, there will be around 1.25 million more people in the Capital Research shows cycle theft acts as a barrier to cycling. Increasing discontent from London’s cycling communities regarding cycle theft and the lack of action being undertaken to tackle it, put politicians, police and TfL commissioners under pressure to act. MPS figures show 23,317 cycles were reported stolen during 2009/10. Cycle theft is a underreported figure; ‘true’ figures could be as much as fourfold. Analysis identified a number of contributory factors: • Cyclists were not using good locking practice • Cyclists did not keep bicycle records, making it difficult to prove ownership • High re-sale value, and easily removable nature, made cycles an attractive target • Online websites offered an legitimised avenue for re-sale • Low detection rates and sentences made cycle theft a low risk offence A co-coordinated, multi-faceted approach was needed. In partnership with London’s policing agencies, TfL developed and published a Cycle Security Plan, detailing a range of interventions to tackle cycle theft. A dedicated working group was formed, including representatives from cycling communities. TfL provided funding for a MPS Cycle Taskforce (CTF) within the Safer Transport Command (STC), made up of 30 officers dedicated to tacking cycle theft. -
Focus Groups
Report Sydney cycling research: focus groups prepared for City Of Sydney by Environmetrics February 2007 Client contact: Michelle Loosley Environmetrics contact: Pete Wilson Ref: 2357 Environmetrics Pty Limited. ABN 61 003 546 192 Locked Bag 2116 North Sydney 2059. T 02 9954 0455 F 02 9954 9046 [email protected] Contents Introduction 3 Research Aims 4 Methodology 5 Executive summary 9 Recommendations 11 Focus groups summaries 13 Detailed summaries 14 1. Semi-regular cyclists 14 2. Potential cyclists (Sydney LGA) 19 3. Potential cyclists (young females) 24 Reactions to infrastructure visuals 29 Appendix 33 2357 City Of Sydney Cycling Strategy Research: focus groups 2 Introduction City of Sydney is a capital city council, responsible for the commercial, financial and cultural hub of the greater Sydney area. This encompasses a community of 160,000 residents, 350,000 workers and more than 450,000 daily visitors. The City aims to meet local residents’ needs whilst advancing Sydney’s global position as Australia’s premier city, through the implementation of a range of services, programs and initiatives directed at residents, businesses and visitors. Cycle Strategy City of Sydney has recently developed its ten-year cycle strategy, which is being publicly exhibited until end September. All public submissions will then be considered by Council, before the final strategy is launched in November. The strategy provides overall direction and aims to achieve greater participation in cycling and has two parts; an infrastructure plan (to create a network of cycle routes, develop cycle signage and incorporating safety features such as traffic calming schemes) and a social initiatives plan to promote wider community awareness of the benefits of cycling and to encourage participation.