Cycling Action Plan February 2004 Cycling Plan 2004-FINAL 27/2/04 10:44 Am Page 2 Cycling Plan 2004-FINAL 27/2/04 10:44 Am Page 1

Cycling Plan 2004-FINAL 27/2/04 10:44 am Page 50

MAYOR OF LONDON

Creating a chain reaction The London Cycling Action Plan February 2004 Cycling Plan 2004-FINAL 27/2/04 10:44 am Page 2 Cycling Plan 2004-FINAL 27/2/04 10:44 am Page 1

Content

Foreword by Mayor Ken Livingstone 2

Part 1: About the Action Plan 3 1.1 Introduction 3 1.2 Stating the vision 4

Part 2: Cycling 6 2.1 Scope for change 6 2.2 Why do Londoners cycle? 7 2.3 Who cycles in London 8 2.4 Trends 10 2.5 Journey purpose 12 2.6 Benefits to London and Londoners 14 2.7 Barriers to cycling in London 16

Part 3: The Action Plan 22 3.1Policy in practice 22 3.2 Headline targets 23 3.3 Objectives and actions 25 3.4 Delivering the Plan 25 3.5 Links to local authority cycling plans 26 3.6 Review and monitoring 27 3.7 Funding 28 3.8 Objectives 28 Objective 1 – Introduce quality conditions on the London Cycle Network+ 28 Objective 2 – Increase cycle safety, access and priority 31 Objective 3 – Increase cycle parking provision 32 Objective 4 – Support innovative cycling schemes 33 Objective 5 – Promote cycling and improve its status 34 Objective 6 – Incentives and support for target groups 36 Objective 7 – Increase mutual awareness and respect between cyclists, pedestrians and other road users 37 Objective 8 – Promote cycle links and interchange schemes 39 Objective 9 – Optimise the contribution to cycling from other schemes 40 Objective 10 – Improve coordination and partnership 42

Appendices 44 Appendix 1: Supporting organisations and glossary 45 Appendix 2: Bibliography 47

We would like to acknowledge the copyright of photographs by Jason Patient used in this publication. Cycling Plan 2004-FINAL 27/2/04 10:44 am Page 2

Foreword by Mayor Ken Livingstone Cycling has an important part access to good information and to play in making London training resources. more sustainable. It is a quick, healthy, affordable and Innovative projects such as a non-polluting form of travel flagship ‘bike station’, will offer that has the potential to commuters an opportunity to increase capacity on London’s combine cycling and public busy roads. More cycling will transport trips by providing lead to less congestion by cycle information, cycle hire reducing the number of short and secure parking. car trips. It will also help reduce air pollution and bring TfL will work to ensure that improvements in London’s cyclists’ needs are addressed in street environment. all transport projects. This will allow cyclists to share the My long-term target, a 200% benefits of projects such as increase in cycling in London, area-wide improvements and reflects the important benefits bus priority schemes. that cycling can bring to the Capital, and by 2010 I expect to The London Cycling Action Plan see an 80% increase in cycling. provides a comprehensive and Ken Livingstone interlinked set of actions that Mayor of London At my request, Transport for will deliver significant benefits London (TfL) established a to London’s cycling Cycling Centre of Excellence environment and encourage to take forward a new dynamic more Londoners to take to their strategy for delivering bicycles. We have already been improvements in every aspect successful in encouraging of the cycling environment. Londoners to switch from car travel to public transport, and Infrastructure works will now we need to put in place concentrate on improving cycle the changes that will enable safety, access, parking and more people to take up cycling. implementing the London Cycle Network plus, a London-wide I hope that I can rely on network, which has 900 whole-hearted support and kilometers of high demand co-operation from the many strategic cycle routes. partner organisations in London who can make a substantial This will be supported by contribution in helping us promotional campaigns that will deliver our ambitious cycling raise the profile of cycling and programme. make sure Londoners have

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Part 1: About the Action Plan

1.1 Introduction As a public document, the During the comprehensive London Cycling Action Plan is public consultation before the available to anyone with an Mayor’s Transport Strategy was interest in cycling, particularly published, many Londoners organisations who have a role voiced concern about the to play in delivering the Mayor’s difficulties of cycling in London. vision for cycling in London. In particular, they supported measures to reduce traffic Key organisations and sectors congestion and local initiatives include TfL, other transport that would encourage more providers, London’s local cycling. The Plan identifies authorities, statutory agencies solutions to overcome many such as education barriers to cycling in London, establishments, the police, and establishes a framework for businesses and voluntary sustained growth. sectors.

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1.2 Stating the vision

The Mayor’s vision is to make London a city where people of all ages, abilities and cultures have the incentive, confidence and facilities to cycle whenever it suits them. Cycling is integral to the Mayor’s vision to develop London as an exemplary sustainable world city.

In 2001, the Mayor released his framework for the development the Department of Transport in Transport Strategy (GLA 2001a), of cycling. The NCS included 2001, and the Cycling Forum for providing a basis for changes ambitious targets, a 100% England now oversee progress. and improvements in the way increase over 1996 levels by transport operates in London. 2002, and a 300% increase by The Plan sets out a balanced Cycling is an integral part of this 2012. The strategy was package of measures that will strategy and a key action has endorsed by the Government in help achieve this vision and been the establishment of the the 1998 White Paper (DETR deliver all the lifestyle and Cycling Centre of Excellence 1998). This gave rise to economic benefits of cycling. (CCE) to coordinate the increased expenditure on The Plan addresses how cycling development of cycling in cycling, including the will contribute to achieving key London. introduction of the National priorities from the Mayor’s Cycling Network, and was Transport Strategy in a way that The Plan builds upon the reflected in the Transport 2010: recognises London’s cultural, National Cycling Strategy (NCS) The Ten Year Plan (DETR geographical and social of 1996, which gave English 2000a). The National Cycling diversity. authorities a strategic, coherent Strategy Board, established by The objectives Objective 1: Introduce quality Objective 2: Increase cycle include bike loan systems, conditions on the London access, cycle safety and cycle encouraging off-highway Cycle Network plus (LCN+) priority cycling and new concepts The LCN+ is a 900 km London- Priority locations for safety and techniques in traffic wide network of routes for work will be identified and management and policing. cyclists, due for completion in there will be increased 2009/2010 (subject to available technical support (subject to Objective 5: Promote cycling funding). available funding). and its status London’s cycle guides will be Objective 3: Increase cycle updated. Market research will parking provision underpin a Marketing and Gaps in provision for cycle Promotion Plan that will provide parking at public spaces, a focus for promoting cycling. schools, workplaces or in TfL will sponsor international residential areas will be and local cycling events. addressed (subject to available funding). Objective 6: Incentives and support for target groups Objective 4: Support TfL will develop cycle training in innovative cycling schemes London in partnership with TfL will support the boroughs boroughs and support in developing an innovative measures to encourage a approach to cycling that will range of target groups such as increase the appeal and children, women, commuters advantage of cycling. This will and disabled people.

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Objective 7: Increase mutual their mode of transport will awareness and respect include cycle information. between cyclists, pedestrians and other road users Objective 9: Optimise the Targeted activity will highlight contribution to cycling from the varying perspectives of other schemes different types of road users to Guidance will be published create greater understanding of on how cycling is affected each group’s needs. by initiatives such as the congestion charge, and how Objective 8: Promote cycle cycling benefits can be links and interchange schemes optimised in bus priority Bike stations with a full range schemes and new of cycle facilities will be developments. introduced (subject to available funding). Interchange guidelines Objective 10: Improve will ensure that new or co-ordination and partnership improved rail interchanges This work will focus on ensuring include good quality cycle effective working partnerships access and facilities. Campaigns and the development of to encourage people to change professional capacity and training. Funding Many of the actions contained case for delivering the Mayor’s in this Plan will be achieved Transport Strategy. In order for through improved the vision to be fully realised, it co-ordination. The level of is necessary that these funds activity, however, depends upon are secured, together with the provision of funding. the support of the London boroughs and other partners As part of the submission for delivering key actions. The to the Government’s Plan will be reviewed to ensure Comprehensive Spending that any available funds and Review 2004, TfL has set out resources are targeted at areas the case for additional where the maximum benefits resources to enable delivery of can be achieved. this Plan as part of the wider

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Part 2: Cycling The facts, benefits and barriers

2.1 Scope for change

London has a high potential for London’s geography is ideal being a cycling city: for cycling, as Central Bicycle ownership is high London and many parts of with approximately 1.4 Inner and Outer London are million bicycles owned in relatively flat. London (TfL 2002d). LATS 2001 shows that 46% Around 32% of households of all trips made by London in London own at least one residents are under a mile bicycle (DfT 2002a). and nearly 85% are less than Most people know how to five miles (Table 1). 55% of ride a bicycle. A recent all car trips are less than two survey of commuters at miles long. There is clear Waterloo station found that potential for cycling to of 2000 individuals replace some short car and interviewed (all over the age public transport trips. of 16), only 3% had never ridden a bicycle (TfL 2002a). 6 Cycling Plan 2004-FINAL 27/2/04 10:44 am Page 7

Table 1: Percentage of journeys by distance and mode made by London residents (LATS 2001)

Mode Under 1 mile 1 - 2 miles 3 - 5 miles 6 - 10 miles 10+ miles Walk 92% 6% 2% 0% 0% Bicycle 46% 22% 24% 7% 1% Motorcycle 13% 10% 35% 28% 14% Car/van 32% 23% 28% 12% 5% Taxi/minicab 24% 28% 32% 11% 5% Bus/tram 23% 32% 36% 7% 2% Tube/DLR 3% 9% 38% 39% 11% Rail 1% 2% 17% 49% 31% All modes 46% 17% 21% 12% 4%

International comparisons with is high potential for increases in journeys made by women the Netherlands highlight two cycling throughout all age cyclists to match levels of men. areas for changes in cycling groups, and secondly there is patterns (Table 2). Firstly, there potential for the percentage of

Table 2: Percentages of all journeys made by bicycle in Britain and the Netherlands according to age group and gender (BMA 1990)

Age 11 – 15 16 - 20 21 - 29 30 - 59 60 - 64 65+ All Male Britain 13.4 5.9 2.6 2.1 2.1 2.2 3.2 Netherlands 60.6 47.7 22.2 18.2 21.4 26.4 24.8 Female Britain 3.8 1.8 1.3 1.5 1.3 0.5 1.5 Netherlands 60.3 46.9 26.6 30.6 25.1 23.1 31.6

2.2 Why do Londoners cycle? Londoners cycle for a range healthy’ (19%), ‘public transport The same survey also shows of different reasons, such is unreliable’ (11%), ‘cycling is that more women and young as improving health, enjoyable’ (10%), ‘have adults are beginning to cycle convenience or lifestyle. friends/family who cycle’ (6%) compared with existing cyclists. and ‘cycling is cheaper than This indicates that recent A recent survey (TfL 2003c) alternatives’ (6%). Those who cycling improvements might shows that the main reasons choose to cycle, do so because be having an effect on the for cycling were ‘roads are too it is acceptable and convenient cycling profile. congested when driving a car’ to their lifestyle. (mentioned by 23%), ‘cycling is

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The statistics above are ready to reconsider their journeys are the fastest mode supported by recent transport choices and, with of transport for both short developments. For example, the appropriate encouragement, door-to-door journeys between the early indication of the cycle more. Central and Outer London, and success of congestion charging for journeys entirely within suggests that Londoners are A survey found that cycle Central London (DETR 2000b). 2.3 Who cycles in London? Gender behaviour (LRTS 2001) showed four days a week, while a Cycling in London is more that 5% of men cycle five or further 10% of men and 6% of popular with men in line with more days a week, compared to women cycle less than once a the national trend (DfT 2002b). only 2% of women. 9% of men week (Figure 1). A survey of Londoners’ travel and 5% of women cycle one to

Figure 1: Frequency of cycling in London by gender (LRTS2001)

40%

30% 5 or more days a week 20%

1 - 4 days a week 10%

0% Less than once a week Women Men

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Age There is a drop in cycling levels group, cycling levels pick up Cycling is most popular in the in the 16-24 age group, where again, before consistently 11-15 age group where 7% cycle 4% cycle five or more days a declining as the age groups five or more days a week and week and only 9% cycle at least increase (Figure 2). 25% cycle at least once a week. once a week. In the 25-44 age

Figure 2: Frequency of cycling in London by age (LRTS 2001)

40%

30% 5 or more days 20% a week 1-4 days a week 10% Less than once 0% a week 11-15 16-24 25-44 45-64 65+

Ethnic background frequency of cycling within week. Those from Asian There are no comprehensive different communities (TfL backgrounds are the least studies on the connection 2003c). Those of mixed ethnic frequent cyclists with only 5% between cultural background backgrounds are the most cycling once a week or more and cycling. However, there are frequent cyclists with 7% (Figure 3). relevant variations in the cycling five or more days a

Figure 3: Frequency of cycling by ethnic background (TfL 2003c)

40%

30% 5 or more days 20% a week

1-4 days a week 10% Less than once 0% a week White Asian Black Mixed Other

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Income Geographic spread Of the six boroughs with the While cycling is a low cost form 11% of all trips are made in next highest frequency of of transport, Londoners from Central London, 41% in Inner cyclists (4% – 6%), five are households with lower incomes London and 48% in Outer located within Inner London, cycle less than those with London (LATS 2001). the exception being Richmond- higher incomes. In low-income upon-Thames. Conversely, of households, 9% cycle at least Figure 4 uses data from the the 15 boroughs with the once a week, compared with London Census 2001 to lowest frequency of cyclists 14% in middle-income highlight the geographic (0 – 2%), only two are households and 17% in diversity of cycling to work. in Inner London: the City of high-income households. It maps out the percentage of London and Newham. The people in employment cycling figure also suggests that people Possible barriers for low-income to work, borough by borough. in Central and West London households could include the Hackney contains the highest generally cycle more that those cost of bikes, lack of storage percentage of cyclists, at 6.8% in the east. space and lack of security at of its working population. home.

Figure 4: Proportion of residents in employment cycling to work, by borough (London Census 2001)

2.4 Trends London has experienced a However, in recent years, Thames has risen by 40% within long-term decline in cycling particularly in Central and Inner five years. Figure 5 plots the since 1950. London, cycling has been number of bicycles making steadily increasing. journeys across the river from Hampton Court Bridge to The number of cyclists making Woolwich Foot Tunnel. journeys across the River

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Figure 5: Number of bicycles crossing all bridges across the River Thames (7am to 7pm) (TfL 2003a)

35 000 30 000 25 000 20 000 15 000 10 000 5 000 0 1996 1998 2000 2001 2002 2003

In addition, congestion charging Overall baseline data on cycling 300,000 are made by bicycle. has had a very positive effect levels in 2000/2001 is limited. Roughly the same number of on cycling levels in central However, TfL’s London Travel journeys are made by taxis, London. Cycle flows into the Report 2003 (TfL 2004) shows minicabs and the Docklands charging zone have increased by that of the 26 million journeys Light Railway (DLR) together around 30%. made every day in London, (Figure 6). including people commuting,

Figure 6: Daily trips by transport mode in London (TfL 2003a)

DLR 0.1 Taxi 0.2 Bicycle 0.3 National Rail 1.8

Mode LUL 2.6 Bus 4.2 Walk 5.5 Car/Motorcycle 11.0

0.0 2.0 4.0 6.0 8.0 10.0 12.0 (Daily trips in millions)

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Comparing London with other work between 1991 and than 2%, is low compared to parts of the UK reveals a more 2001 (Table 3). other European cities (4.5% in positive message. London had Vienna, 10% in Berlin, 13% in the largest increase in Despite the recent rise, the Munich, 20% in Copenhagen percentage of people cycling to level of cycling in London, less and 28% in Amsterdam).

Table 3: Cycle journeys to work as a percentage of journeys to work (Parkin 2003)

2001 in % 1991 in % Change in % London 2.55 2.05 +0.50 North East 1.76 1.56 +0.20 South West 3.76 3.72 +0.04 West Midlands 2.47 2.50 -0.03 North West 2.48 2.64 -0.16 East MIdlands 3.59 3.80 -0.21 South East 3.41 3.68 -0.27 Yorkshire and Humbs 3.17 3.45 -0.28 East 4.29 4.91 -0.62

2.5 Journey purpose In London, 48% of all cycle trips represents just 2.55% of all Figure 7 shows the purpose of are commuter journeys or journeys to work. cycle journeys in London. other work journeys but this

Figure 7: Cycle journeys in London by purpose (LATS 2001) 3%

23% Work Shopping/services Other Education Leisure 18% 48% 8%

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There is much potential for colleges could encourage increasing the different types of more students to cycle. Also, trips, for example: parents bringing their children to school by car accounts for Work - Provision of cycle up to 20% of traffic at the peak parking at rail, underground school travel time at 8.50 in the or bus stations can allow for morning (DfES 2003). Therefore, combined cycle/public cycle training for children and transport trips to replace longer adults, safer routes and more car journeys. 25% of rail secure cycle parking facilities commuters would find it can increase the advantageous if cycle parking number of children cycling to and access were improved to school significantly. allow them to cycle from home to the station (CARN41 2001). Leisure - Secure cycle parking 24% of employees say they facilities, good and comfortable would cycle to work if adequate cycle routes and adequate facilities such as cycle parking travel information such as maps were in place (LCC 1996). This and guides can increase the would also help replace short number of diverse local trips car or public transport trips. and encourage more cycling purely for leisure purposes. Shopping - Modern services such as online shopping and Most trips include more than home delivery could reduce one purpose and these can be the dependency on cars and, easily completed on a bicycle. together with an adequate For example, parents could supply of cycle parking, increase cycle with their children to shorter trips to local shops and school and then cycle straight markets. to work, shops or a public transport station. Similarly, Education - Cities such as cycling can be ideal for utility Oxford or Cambridge have a trips with several destinations very high proportion of such as shops or markets, as it students cycling to their allows the rider to go door-to- universities. Improved facilities door. at London universities and

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2.6 Benefits to London and Londoners Cycling is more than just a Strategy, cycling is integral to cycling will provide real benefits cheap and efficient form of many of the Mayor’s other to London. transport. It contributes to strategies. making London a better place Figure 8 shows some of to live and work. In light of London’s forecast cycling’s contributions to As well as being an important population growth over the next society and to the Mayor’s part of the Mayor’s Transport 10 years, encouraging more strategies.

Figure 8: Cycling’s contributions to society and links with the Mayor’s strategies Transport Environment Energy

Health & lifestyle Biodiversity

Economy Air Quality

Business Cycling Noise

Children & Young Social inclusion People

Crime & safety Culture

Recreation & tourism Spatial Development

Economic Development

Contributions to society Contributions to Mayor’s strategies

Environment bicycles can fit in a single car This helps fulfil the objectives Cycling is a non-polluting form parking space. of the Mayor’s Energy Strategy of travel that helps reduce (GLA 2003a). congestion and contributes to Road traffic emissions are the better air quality. Increasing main cause of London’s poor air The careful development and cycling is an important way of quality, so increasing cycling can upgrading of cycle routes in reducing carbon dioxide and lead to cleaner air, supporting designated parks and open other vehicle emissions. the Mayor’s Air Quality Strategy spaces will promote Additional environmental (GLA 2002a). Additionally, accessibility to all. This will benefits include the minimal cycling relies only on an be done ensuring minimum noise produced by cycling and individual’s own energy supply disturbance in places the small amount of road and and does not contribute to a supporting sensitive species, parking space required. For build up of greenhouse gases which will assist in fulfilling the example, eight to sixteen and consequent climate change. Mayor’s Biodiversity Strategy (GLA 2002b). 14 Cycling Plan 2004-FINAL 27/2/04 10:44 am Page 15

Health and lifestyle travel. The initial cost of a Economic Development Regular cycling has a positive bicycle is low and running costs Strategy (GLA 2001b). effect on fitness and health. are negligible. With no tax or The link between regular fuel costs to pay, the cost of Social inclusion exercise and good health has cycling is approximately 5% of As a low cost form of travel, been established in research the cost of car travel (Rough cycling is accessible to most studies throughout the world Guide 2003). It is necessary to of the population. A national including publications of the consider not only direct costs, survey in 1990 found that 99% British Medical Association but also external costs of any of adult men and 87% of adult (BMA 1990). Health benefits type of travel. For example, women claimed they were able from cycling range from cycle commuting can reduce to ride a bicycle (Mintel 1990). maintaining a healthy heart to business costs as employees Another survey found that developing strength, stamina, spend less time in traffic almost 55% of Londoners have and good posture. Cyclists queues and are likely to take access to a bicycle (TfL 2003a). generally have a greater sense less sick leave because of of well-being and often have greater health (EC 1999). Cycling allows children, lower stress levels than those Cycling can increase London’s teenagers and adults to be who do not cycle. These transport capacity by making independent and helps them benefits far outweigh the better use of road space, to access education, jobs, potential exposure to pollution therefore reducing the need for shopping, leisure activities and and danger on the roads. investment in new transport entertainment. Furthermore, infrastructure. On existing roads there are plenty of employment Cycling could also help cycling has a lower physical opportunities for those with prevent the serious health impact on the road surface than cycling skills. This is in line consequences that face a large motor traffic, reducing the need with the Mayor’s Spatial number of children who do not for road maintenance. Development Strategy (GLA exercise. More children could 2002c). According to the be encouraged to cycle to Business Mayor’s Children and Young school by developing safer and Cycling makes good business People Strategy (GLA 2003b), more appropriate cycle routes, sense. Cyclists are excellent the cost of public transport is along with training. This consumers as they need frequently cited as a barrier for supports the Mayor’s Children minimal parking space and children, hence cycling has the and Young People Strategy (GLA purchase the same quantity of potential to enhance inclusion 2003b). goods as motorists (EC 1999). for children into society.

Cycling is highly time efficient, Cycle courier companies take Cycling is often not considered being faster than any other advantage of the fact that as an appropriate form of travel transport mode available for cycling is the quickest way to for people with disabilities. short to medium distances in complete an average five mile However, work by the London London. It also offers flexibility, radial door-to-door journey Cycling Campaign (LCC) has with individuals able to between Central and Outer personalise the route their London. Cycling can therefore journey takes according to their help tackle congestion and specific needs. Cycling creates unreliability where they act as greater travel choices, as people barriers to London’s economic do not have to cycle every day efficiency and competitiveness, if it is not convenient. especially areas such as Central London, Canary Wharf and Economy West London. In this way, Cycling is an economical mode cycling can make a direct of transport compared to car impact on the Mayor’s

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shown that bicycles can be street infrastructure has helped activities whether to improve easily adapted to give people improve road safety by personal fitness, to meet with disabilities a way of contributing to lower traffic friends or simply enjoy a day travelling around London speeds. In general, cities with out with the whole family. As independently. higher levels of cycling have cycling is faster than walking better road safety records than and more individually specific Crime and safety London. For example, both than public transport, it offers More cyclists using London’s Copenhagen and Odense in effortless access to many sights roads on a regular basis can Denmark have experienced an and cultural and social points of reduce the opportunity for increase in cycling and a interest. Therefore, it presents unobserved crime contributing corresponding decrease in an excellent way for individuals to safer streets. In particular, accidents involving cyclists to explore local areas or to the presence of cyclists and (McClintock 2002). discover London. Consequently, cycling police officers on less cycling can contribute to the frequented streets can help Recreation and tourism Mayor’s Culture Strategy (GLA pedestrians feel safer. In other Cycling is a leisure activity for 2003d), where it cites that ‘as parts of Europe, work to many individuals. Bicycles are more people can access an encourage cycling by improving often used for recreational area, its cultural life can bloom’. 2.7 Barriers to cycling in London Some of the areas where TfL This has been reinforced by The Plan includes measures and the Mayor believe there is a recent survey of the near that will address both actual great potential for increasing market of cycling in London (TfL and perceived barriers the level of cycling in London 2003c), where danger, effort to cycling. The barriers are have been outlined in the and poor cycling environment examined more closely below. first part of this section. It is were stated as the main important to understand the reasons for not cycling in Danger barriers that currently deter London. The analysis of accidents and people from cycling. To casualties in Greater London maximise its success in Work to overcome practical shows that 414 cyclists were encouraging more cycling, TfL barriers such as lack of cycle killed or seriously injured in the needs to identify ways to parking has a clear physical capital in 2002 (LAAU 2003). overcome these barriers and solution but it is also important This represents a decrease of release the potential for cycling to overcome perceived barriers 11% over 2001 and a decrease to become an everyday form of to cycling. Perceived barriers are of more than 35% since 1990. travel for more Londoners. factors that prevent people Seven barriers to cycling have from cycling because they do While cycling accounts for less been identified through various not have access to information than 2% of all trips in London, surveys: to show that cycling is a viable cyclists accounted for over 7% option for their trip. For of all road casualties in 2001. Danger example, infrequent cyclists Male cyclists are more likely to Effort often believe that planned be killed or seriously injured Weather journeys are too long to make and men accounted for three Poor cycling environment by bicycle when in fact, the times more injuries than Cycle theft distance can be covered more women in 2000. Lack of information quickly and conveniently than and skills by other available modes. Culture, attitudes and credibility

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In March 2000 the Government of pedestrians, cyclists and the last two decades and the announced new targets for powered two wheeler riders in targets set for reduction. reducing casualties nationally. its London’s Road Safety Plan TfL adopted these targets and (TfL 2001). Figure 9 shows the applied them for each category cycle casualties in London over

Figure 9: Cyclists killed or seriously injured 1980 - 2002 (LAAU 2003)

900 800 700 600 500 -40% 400 300 200 100

Killed or seriouslyinjured cyclists Killed or seriouslyinjured 0 1980 1982 1984 1986 1988 1990 1992 1994 1996 1998 2000 2002 2004 2006 2010

Certain types of collision are frequently occurring collision is when another vehicle turns more common than others. resulting in the death of a left across the path of the Figure 10 shows that the most cyclist from 1994 to 2002, bicycle (24%).

Figure 10: Cycle fatalities in London 1994 – 2002: Contributory factors (LAAU 2003)

Other vehicle turns left across the 24% path of the cycle Cycle and other vehicle travelling alongside each other 38% Other vehicle runs into rear of cycle Cycle changes lane or turns right from nearside across path of other vehicle Cycle rides off footway into path of other vehicle 11% Cycle hits open door/swerves to avoid open door of other vehicle All other collisions 6% 9% 6% 6%

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The type of vehicle which 2002, 48% of cyclists killed to be involved in a crash with poses the biggest threat to were involved in a collision with cars and taxis (Figure 11). Only cyclists (killed or seriously a goods vehicle. However, 0.4% of cycle crash casualties injured), is a heavy goods looking at the frequency of involved a collision with other vehicle. Between 1980 and crashes, cyclists are most likely cyclists.

Figure 11: Cycle accidents by type of vehicle involved (LAAU 2003)

0.4% 1% 3% 10%

4% Cars and taxis

Goods vehicle

Other vehicle Bus or coach Powered two-wheeler

Pedal cycle 82%

Minimising the risks of cycling reduction in road casualties as (and parking) all make cycling in an urban environment could well as the perception of a safer hazardous. Cyclists are likely to involve a combination of street environment. It seems benefit from improvements in engineering (for example the more cyclists there are, the the enforcement of traffic and constructing more cycle routes), lower the risk associated with parking regulations. Although education (for example cycle cycling. This relates to the speed is not a direct training) and enforcement (for concept of critical quantity: as contributory factor in cycling example fining motorists that cyclists increase their presence casualties, fast flowing traffic park their cars in cycle lanes). on roads, it becomes safer to in close proximity is very In the city of York and many cycle (Wardlaw 2002). intimidating and increases the other European cities where risk of collision. Measures that there has been sustained Across Europe, higher modal lower vehicle speeds can make investment in cycling, high share of cycling is associated a significant contribution to levels of cycling have with a lower rate of cycle increasing cycling. contributed to an overall casualties as well as a lower number of casualties for all Good road maintenance is road users. Odense in Denmark particularly important for has seen an 80% reduction in cyclists. Potholes, debris or serious injuries to children over uneven surfaces create ten years. At the same time, additional hazards, which can modal share for cycling more be dealt with through a than doubled. co-ordinated system of road maintenance. High volumes of motor traffic, illegal or inconsiderate driving

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Conflicts can also occur with walking, particularly for older cycle say there is too much pedestrians, although in 2002 and more vulnerable effort involved. Figure 12 only six incidents were pedestrians. indicates some of the factors recorded, of which two were non-cyclists use in their classified as serious. The Effort decision not to cycle, and the perceived safety issue of Cycling is very competitive for proportion that indicated each pedestrian and cycle conflicts is trips under two miles and often of these reasons as being the far more significant. Illegal and requires less effort than other biggest barrier to them cycling inconsiderate pavement cycling modes for longer journeys. in London. can be a major deterrent to However, people who do not

Figure 12: Effort-related barriers to cycling for non-cyclists in London (TfL 2002a)

Not fit enough

Too lazy

It takes too long

Have to cycle too far Biggest barrier Will get hot and sweaty on way Strong factor to work 0% 10% 20% 30% 40%

However, new bicycles are one that suits them. Using attitudes to cycling shows that lighter, faster and more breathable clothing can reduce effort-related concerns are comfortable to use and bike the effects of getting hot and often of higher importance for loan schemes allow the general sweaty on the way to work. non-cyclists than for active public to try out different types Also, most cycle journeys are cyclists (Table 4). of fast, modern bicycles to find short. A survey of individual

Table 4: Effort-related barriers to cycling (TRL 2001)

Agree or very much agree Cyclists Non-cyclists I am not fit enough to cycle 9% 35% I am too lazy to cycle 26% 39% There are too many obstacles 24% 65% preventing me from cycling

Nevertheless, for some people children), effort will represent Extra resources may be needed from socially excluded groups one of the most relevant to help them to overcome this (people with a disability, older barriers to cycling. barrier. people and people with

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Weather clothing can help to make 73% think that reducing car Poor weather is a factor that cycling a comfortable year traffic to improve streets and deters people from cycling. In a round activity. public spaces should be a recent survey (TfL 2003c) 6% of medium to high priority. non-cyclists say that weather is Poor cycling environment a reason for not cycling. People see London’s cycling Further evidence of the need environment as unattractive for a better cycling environment In fact, London is one of the because of pollution, traffic comes from a London Cycling driest places in the UK, with an volumes and speeds, and poor Campaign survey in which 24% average rainfall of 585mm a quality on-street measures. of employees say they would year. In practical terms this There is also seen to be a lack cycle to work if adequate means that those who of segregated routes and facilities were in place commute by bicycle every day conflict with other vehicles over (LCC 1996). can expect to experience heavy use of road space. Potential rain only once a month. cycle commuters are also It is imperative that planners discouraged by a lack of address the needs of cyclists In comparison, Copenhagen has shower/parking facilities at work when considering all new a similar pattern of rainfall to and train operators’ restrictions transport projects, for example London, yet the Danes make on carrying bicycles. Much of enforcing cycle parking 18% of all their journeys by this reinforces the perception standards in future bicycle compared to just 2% in that cycling itself is not socially developments. London (CIT 2001). Bicycles acceptable. fitted with lights and Bicycle theft mudguards and technical A study commissioned by TfL Fear of bicycle theft has a to establish top priorities of direct impact on cycling levels. particular TLRN stakeholders London-wide data from the shows that cyclists’ top three Metropolitan Police shows that demands are provision of over 15,000 bicycles were uninterrupted cycle routes, reported stolen in 2002. The better quality road surfaces police believe this represents and more cycle lanes (Outlook only around 25% of actual Research 2002). The Central thefts. London Partnership’s Business Cycle study (CLP 2001) Data from the Transport confirms the popularity of Research Laboratory shows that routes through parks and the 17% of cyclists nationally had importance of direct fast routes suffered bicycle theft in the for the main part of a past three years (TRL 1997). commuter journey. This has a dramatic effect on cycle levels. Some 24% no Transport 2000’s YouGov longer cycle at all and 66% Survey from 2002 indicates cycle less often because of the strong support for cycle risk of theft. measures as a way of helping to reduce traffic congestion. Metropolitan Police data shows It found that: that 33% of stolen bicycles 67% of Londoners say they were left unlocked, unattended want more cycle lanes and on-street. This illustrates 56% want to see road space the need for secure cycle converted to bus lanes, cycle parking at work, in residential and pedestrian use developments and in public places. 20 Cycling Plan 2004-FINAL 27/2/04 10:44 am Page 21

Lack of information and skills obstacles preventing them from Cycling is often seen as a cycling, compared to just 24% difficult option because too of existing cyclists. few people know how to access information about suitable Perceptions about cycling vary routes, reliable parking, fitness from community to community. required and acceptable Cultural differences tend to distances/logistics for cycle reinforce and be reinforced by trips. Many people also lack inequalities in the cycling the confidence or road skills environment. This can and has to cycle. been successfully addressed through tailored initiatives for Studies to assess the impacts socially excluded groups, for of recent initiatives such as example the cycle training The Rough Guide to Cycling in programme explicitly for Asian London or adult cycle training girls (Southall Transport Exercise show that both new and Project STEP). experienced cyclists are finding the information provided Driver attitudes and behaviour helpful. They are more likely can also be a deterrent to to consider cycling, more likely cycling. A survey in 2001 to have an enjoyable experience revealed that driver attitudes when cycling and are more towards cyclists prevented 26% likely to cycle further and of cyclists from cycling more more often. often (CIT 2001). Cyclists recognise that the attitudes of Culture, attitudes and other road users are significant. credibility Illegal and anti-social behaviour Many people see cycling as by cyclists intimidates and eccentric, heroic, socially annoys pedestrians and unacceptable or of limited reinforces negative attitudes relevance. A national study by towards cycling generally, as the Transport Research well as individual cyclists. Laboratory indicates that 38% of non-cyclists worry that friends would laugh at them for cycling (TRL 2001). This compares to only 4% of existing cyclists. Concern that others see cycling as having a low social status is a deterrent that will only be overcome by a critical mass. This means that it will become an accepted and ‘normal’ form of transport when there are greater numbers of cyclists on the roads. The same report shows the importance of perceived barriers, as 65% of non-cyclists believe there are too many

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Part 3: The Action Plan

3.1 Policy into practice The level of cycling in London is travel option, available to low compared to other cities in everyone in London. the UK and Europe. Delivering the Mayor’s vision of reversing TfL and the Mayor believe there the long-term decline in cycling is clear potential to increase the will need much work in many level of cycling in London and in different areas to address doing so, deliver substantial actual barriers and alter benefits to the Capital. The perceptions and behaviour. Mayor is committed to achieving a threefold increase The value of cycling to London in cycling over the 2000 levels. and Londoners provides an important stimulus for action. TfL’s priorities will be to London needs an Action Plan address the needs of those to raise the status of cycling currently cycling, encourage and overcome the problems new people to cycle, raise the experienced by cyclists and status of cycling in London, potential cyclists. Cycling must remove barriers to cycling, and become an attractive and safe promote equality and social inclusion. 22 Cycling Plan 2004-FINAL 27/2/04 10:44 am Page 23

3.2 Headline targets London-wide targets acknowledges the benefit in they implement their own In order to measure and setting London-wide targets. cycling plans. TfL has monitor progress, targets are These will provide guidance and developed the following an important tool and TfL direction to local authorities as headline target:

Headline target To achieve at least an 80% increase in cycling levels by 2010 and a 200% increase by 2020 compared to cycling levels in 2000.

The short-term target is: To achieve measurable increases in cycling levels and to establish benchmarks.

The medium-term targets are: To increase the modal share of cycling trips. To increase the number of cycle trips per person per year. To increase the level of London’s ‘cyclability’ and user satisfaction with London’s cycling infrastructure and environment in terms of people’s perceptions.

The long-term target is: 200% increase in cycling levels by 2020.

TfL has analysed success a cycling plan supported by stories from several European a sustainable transport and UK cities that have made a strategy significant investment in cycling coherent and attractive cycle to assist in forecasting what route networks might be achieved in London sufficient and secure cycle by 2010 and 2020. In particular, parking facilities TfL has reviewed the policies traffic and speed reduction and measures implemented, initiatives timescales and money spent on broad public support for increasing cycling levels in these cycling cities. high profile, innovative projects such as city bikes, Analysis found that there is no bike stations, bike bridges single formula to increase and flagship routes cycling levels, rather every city implements a combination of an integrated marketing measures that are tailored for strategy. their situation. However, some common activities in cities that successfully increased and sustained cycle use are:

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Table 5: Case Studies

City From To Number Baseline End mode Average of years mode share share annual increase in cycling flows

Strasbourg 1996 2002 6 8% 12% +7.0% Vienna 1986 1999 13 2% 4.5% +6.4% Graz 1979 1991 12 7% 14% +5.9% Munich 1980 2002 22 4% 13% +5.5% Hanover 1979 1990 11 9% 16% +5.4% Nottingham 1991 2001 10 3% 4.8% +4.8% Freiburg 1976 1992 16 10% 20% +4.4% Munster 1981 1992 11 29% 43% +3.6% Berlin 2002 2015 13 10% 15% +3.2% Zurich 1981 2001 20 7% 11% +2.3% Delft 1979 1985 6 40% 43% +1.2%

There is a clear relationship and used to produce TfL’s planned expenditure levels for between investment and forecasts. London set out in a business increased cycling levels. case for cycling in London an Data on the achieved and An average increase in cycling increase of 80% in cycling levels forecast increases in cycling levels of 0.35% per million by 2010 has been forecast. flows per million pounds of pounds spent has been derived Figure 13 shows the expected expenditure in Vienna, Munich, from Berlin and Munich figures increase in cycling. Munster and Berlin have been and the current London compared with London data development. Based on the

Figure 13: Forecast increases in cycling 290 308 300 274 258 250 243 229 216 204 200 192 180 170 149 159 150 139 130 113 122

Index: March 2000=100 100

50 11/12 11/12 09/10 09/10 10/11 12/13 13/14 14/15 15/16 16/17 17/18 18/19 01/02 00/01 02/03 03/04 04/05 05/06 06/07 07/08 08/09 19/20

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Local level targets others are still in the early In order for the Plan to be stages. Local authorities may successful, it is crucial that wish to consider setting specific local authorities translate the targets for journey types (for broad London-wide targets example trips to work or trips outlined above into meaningful to school) or for specific times local targets, as it is recognised (peak hours or weekends). It is that local circumstances vary essential that local targets are greatly across London. reliable and take full account of Some local authorities have the inter-relationships between already established cycling cycling and the other transport strategies with local targets, choices.

3.3 Objectives and actions

Beneath these broad headline Maximising the shared There are links and overlaps targets are 10 objectives that benefits to cyclists from between work areas, objectives are supported by a set of other programmes and and actions, so each must corresponding actions. The initiatives. contribute to the overall impact objectives all support: of all planned measures. For A set of objectives has been example, other cities like Improving London’s cycle developed to achieve the Vienna have found that infrastructure to deliver a overall target set out above. introducing new cycle facilities better quality, safer and Each objective is then broken without adequate information more convenient cycling down into detailed actions, to or promotion has little effect environment. be delivered by TfL, the London on levels of use, particularly if boroughs and other organisa- Marketing and promotional other transport initiatives have tions. activities to provide people a negative impact on cycling. with information, skills and Objectives and actions need positive examples or role Partnerships with the London to be ‘SMART’, which means: boroughs, cycling groups and models that will build the Specific further stakeholders will popularity of cycling. Measurable contribute to the monitoring Improving public transport- Attainable and review process of the cycle links to make cycling Realistic targets and actions. feasible as part of longer Targeted. journeys. 3.4 Delivering the Plan

TfL takes an innovative the past cycling provision was potential benefits for cycling approach to delivering the opportunistic and planned in that can accrue from other Mayor’s vision for cycling. This isolation without a clear programmes and initiatives, for follows a year-long review in appreciation of the impacts example national campaigns to walking, cycling and area-based on others. tackle the school run. By schemes (TfL 2002d). recognising changes that will TfL’s approach is to learn from encourage more people to cycle A strategic approach world best practice and ensure and by delivering these changes A key aim is to create a that measures, which support a in a planned and consistent strategic cycle programme that growth in cycling, are built into way, London can create clearly identifies and meets all transport schemes. Similarly, conditions that will make people’s needs. Too often in it is important to recognise the cycling an attractive and

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convenient travel option in schemes designed to help cycling; the impacts on other without having a large negative them. TfL’s aim is to apply road users, particularly socially impact on other road users or and maintain consistently high excluded target groups; focused pedestrians. standards to all new schemes activities for people with that can be used with special needs such as children, The approach also includes a confidence by everyone, parents, older people or focus on changing attitudes regardless of their experience minority ethnic people; and towards cycling, for example or journey purpose. Schemes the development of design building credibility and providing should offer benefits to cyclists and delivery standards. Close the necessary information and whether they are making a short attention will be given to skills to make Londoners feel trip to the shops or commuting feedback from users. Annual confident about cycling in to work every day. reviews of progress towards London, in a manner that will the set targets will allow TfL to attract public respect. Business approach direct resources towards the Cycling has economic benefits areas that are delivering the Consistent quality as a low-cost, healthy and greatest increases. The quality of cycle schemes pollution free mode of travel built in the past has been that contributes to reduced This business focused approach variable. In part this has been congestion in London. Initial to finance, planning and due to a lack of co-ordination work to quantify the benefits measuring the effectiveness between the many agencies of investment in cycling has of schemes, including the likely with responsibility for design, been completed and further impacts on others, will help building or maintenance of work is planned. ensure that cycle schemes cycle schemes. deliver genuine benefits for To ensure that cycle schemes cyclists and that the economic A deficiency of quality has help reduce transport and other benefits of cycling as a mode created conditions in London social inequalities, a systematic of travel are fully realised. where those who cycle analysis will be undertaken of occasionally lack confidence Londoners’ attitudes towards 3.5 Links to local authority cycling plans TfL has an ambitious plan for The London boroughs and the delivery and responding to local cycling in London, which offers Association of London needs. TfL will be available to benefits to a wide range of Government (ALG) have a vital support boroughs in carrying stakeholders. Success depends role in developing cycling in out these responsibilities, and on developing positive London. The boroughs will be the output from delivery of partnerships, improving responsible for implementing these schemes will directly communication and many elements of the London impact on achieving targets to co-operation around shared Cycling Action Plan, from make the cycling environment objectives. planning and building new cycle safer and more convenient, schemes to delivering cycle attracting increased use and training and local marketing. reducing social and economic inequalities. Boroughs will be involved both as individual organisations Regular liaison is key to TfL’s and as stakeholders in sub- role in supporting boroughs and regional partnerships. Their improving co-ordination. TfL’s responsibilities include ensuring CCE has hosted one-to-one accessibility, successful service meetings with borough cycling

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officers to establish local The boroughs are encouraged baselines and priorities for to deliver their own cycling action. Regular meetings with action plans, which should take Camden as the leading borough into account the objectives in for the LCN+ have already been the Plan. The borough plans established and good progress will also need to reflect local has been made in ensuring characteristics and make sure successful programming, local needs can be identified delivery and monitoring of and met while still delivering the network. broader strategic improvements that will benefit everyone who The CCE and boroughs will chooses to cycle. TfL’s funding work together to deliver cycle priorities will be for schemes improvements, including those that closely match the strategic outside the scope of the LCN+, objectives set out in this Action and are developing systems to Plan and for projects that have improve co-ordination of local clear stakeholder involvement initiatives and the LCN+ and local support. TfL is in developments and regeneration programme across London. discussion with the NCSB and projects. When aiming for Monitoring will be essential, the DfT to provide additional growth, it is essential that providing boroughs with a clear support for the development existing cycle parking standards indication of what has been of action plans and local be strictly enforced, both in achieved. It will also help benchmarking. commercial and residential identify priorities for future developments. Boroughs are activity. TfL will provide extra The boroughs will also have a encouraged to include cycle funding for monitoring where critical role in ensuring cyclists’ parking standards into their required. needs are met in new building Unitary Development Plans.

3.6 Review and monitoring

Clear, measurable monitoring an inventory of existing cycle This approach aims to ensure procedures and performance education programmes and that realistic and relevant indicators (PIs) are essential other community based targets are set for each area, to establish whether progress projects which will combine to ensure is made towards meeting methodologies and surveys steady progress is made each the overall targets and action- to measure cyclists’ year towards achieving the specific targets. Relevant data attitudes to other road users Mayor’s vision for cycling and procedures include: and vice versa. by 2010. surveys of current cycle traffic volume TfL will develop PIs in A Review and Monitoring Group an asset and condition conjunction with London will be established in 2004. survey of all cycle schemes boroughs to ensure a common This will include representatives methodologies and surveys commitment to reporting from TfL, ALG, project partners for measuring cyclists’ progress. To implement this, and user groups. The NCSB will satisfaction the CCE will work with borough also be kept advised of progress. information on bicycle representatives to discuss and ownership and usage from agree data requirements and the LATS 2001 survey appropriate targets for each borough, programme and project.

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3.7 Funding

In 2003/2004, a business case schemes annually. Further the case for additional for cycling in London was financial support for non-LCN+ resources in order to enable developed. To achieve a target schemes can be bid for through delivery of this Action Plan (as increase of 80%, £147 million TfL’s annual Borough Spending part of the wider case for will be required. In addition, a Plan (BSP) process. TfL also delivering the Mayor’s agenda positive contribution from other finances new cycle facilities on for transport). In order for the programmes will be needed the TLRN and invests directly vision to be fully realised, it is to meet these targets. For in high-profile projects. In necessary that these funds are example the impact that addition, TfL will seek increased secured, together with the congestion charging brought financial contribution towards support of the London to increasing cycling levels in cycling projects through boroughs and other partners for central London. partnerships with private delivering the key actions. The organisations. Action Plan will be subject to The level of activity is ongoing review to ensure dependent on the provision of As part of the submission available funds and resources funding from TfL to enable their to the Government’s are targeted at areas where the delivery. Boroughs are granted Comprehensive Spending maximum benefit can be funding to develop LCN+ Review 2004, TfL has set out achieved. 3.8 Objectives

Objective 1: Introduce quality conditions on the London Cycle Network plus (LCN+) Improving London’s designated road space and covering the whole of London, infrastructure for cyclists more parking facilities will which will be completed in will have a significant and encourage more Londoners to 2009/2010. This follows the positive impact on the level of cycle. Measuring cycle flows recommendations of a year cycling. Well-designed cycle before and after cycling long review of investment in routes, reduced traffic speeds, improvement work was walking and cycling undertaken undertaken in London shows by a specially convened Task that partially isolated cycle Force and involving cycling schemes deliver average cycle stakeholders (TfL 2002d). flow increases of 10%-30% per Figure 13 shows the planned year (TfL and borough cycle extent of the LCN+. Also, figures). Higher increases can additional routes need to be be expected as a result of a identified and developed coherent network, implemented for regeneration areas and and maintained to a consistent introduced as transport demand level of service. increases.

Much of the work to improve London’s cycle infrastructure will be carried out as part of the LCN+. The LCN+ is a planned 900km network of radial and orbital routes for cyclists

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Figure 14: The London Cycling Network plus

Quality needs are reflected in new cycle identify people’s needs and This major project is being schemes. design creative, high quality developed and implemented by schemes to meet them TfL and the London boroughs. As different areas of London communicate scheme The LCN+ will be characterised may require different measures benefits to users and by: to suit local conditions, the stakeholders effectively to a socially inclusive cycling LCN+ Network Plan will not improve attitudes towards environment where high aim to impose one standard cycling engineering solution. However, quality standards are set standards for ongoing maintained while an emphasis on local design, maintenance, needs is important, it must be routes that are continuous, enforcement and monitoring developed within a consistent fast, safe, comfortable and of schemes London-wide framework that easy to use Ensure good programme and ensures quality schemes clear guidance on surface project management skills so and quality programme treatment and road markings schemes are co-ordinated management. This framework where there is potential and the process for designing and delivered on time and conflict between cyclists and and implementing effective within budget. other road users. cycle schemes will be set out The overall costs of the LCN+ in the Network Plan. LCN+ Network Plan are expected to be around £140m, with around £30m The LCN+ Network Plan will be Advice on cycle scheme design a detailed technical framework, already spent by the end of is widely available, but the 2003/04. The London Borough bringing together all the LCN+ Network Plan will elements of TfL’s new of Camden has been appointed provide a whole-life project as the leading borough for approach. In developing and management approach to cycle implementing the LCN+ LCN+ and is responsible for schemes for the first time. It liasing with, and supporting, Network Plan, TfL aims to will cover how to: involve cyclists, ensuring their all other boroughs.

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Case study: New cycle facilities on Cable Street/Royal Mint Street The segregated cycle tracks along Royal Mint Street and Cable Street were finalised in 2002/3. This provides nearly 2 km of LCN+ route. User surveys performed in 2003 (TfL 2003e) show that four in five cyclists are very satisfied with the new facilities and feel much safer now. 54% say they now cycle more in the area and 64% state they have improved their journey time. In addition, around 25% say they have replaced journeys made by other modes with cycling because of the new facilities.

Objective 1 actions Lead agency &key partners Delivery

1.1 London Cycle Network +: Provide cyclists with fast, safe TfL, LCN+, LB 200 km complete by end of 2006 and comfortable conditions on 500 km complete by end of 2008 key high demand routes. 900 km complete by end of 2010 (subject to available funding)

1.2 Programme and project management: Improve resources and TfL, Network Plan complete by end of 2004 procedures for co-ordination, LCN+, LB, LoTAG, LCC programme and project Annual report and review management and delivery of CRISP studies on all appropriate the LCN+ and individual links. links complete by end of 2008, (subject to available funding)

1.3 Maintenance, enforcement and monitoring: Develop consistent maintenance, TfL, LCN+, LB Review during 2004/05 enforcement and monitoring LoTAG, project partners Establish by end of 2005 plans of LCN+ links.

1.4 Design standards: Establish performance standards TfL Agree London Cycling Design for LCN+ infrastructure that will LoTAG, NCSB Standards by end of 2004 meet the needs of cyclists, Review standards during 2006 attract higher flows and reduce threats of cycling to pedestrians.

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Objective 2: Increase cycle safety, access, and priority

Case study: Roundabout safety schemes New traffic lights and a network of on-street and off-street cycle routes can significantly reduce casualty rates at roundabouts. An analysis of accidents at 10 standard roundabouts before and after signal implementation showed an 80% decrease in collisions involving cyclists. In the 36 months before the changes, there were 70 accidents involving cyclists compared to 14 in the 36 months after the changes.

Objective 2 actions Lead agency &key partners Delivery

2.1 Remedial safety: Agree priority locations for a TfL, LB Programme starts 2004, rolling programme of remedial (subject to available funding safety work on the TLRN and in future years) encourage the boroughs to undertake a similar programme.

2.2 Audits and checklists: Publish and promote audits and TfL Publish in spring 2005 checklists of cyclists’ needs and LB, LoTAG, ways to minimise the negative project partners impacts of cycling upon pedestrians and other road users.

2.3 Hotline: Establish a technical cycling TfL Set-up mid 2005 advice hotline

2.4 Advanced stop lines: Investigate the effectiveness of TfL, LB Research into effectiveness existing advanced stop lines completed in summer 2004 (ASLs) and in collaboration with the boroughs install ASLs at Installation ongoing, signalled junctions where (subject to available funding appropriate. in future years)

2.5 Legislation: Review current legislation to TfL Start in spring 2004 simplify procedures for giving DfT, ALG, NCSB greater priority to cyclists.

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Objective 3: Increase cycle parking provision Appropriate and good quality personal, leisure and shopping reported bicycle thefts occur cycle parking is a key element purposes, while medium-stay in and around the owner’s in the development of cycling. to long-stay parking is needed home (TRL 1997). Cycle parking However, a variety of cycle for education, business, facilities need to be fitted with parking facilities is required to commuting and at stations. good lighting, in order to assure meet the different convenience There is also a need for secure safe and secure access for and security needs of cyclists. overnight parking facilities in everyone and to reduce For example, short-stay parking residential areas. Theft figures opportunities for anti-social on-street is needed for show that more than 50% of or criminal activity.

Case study: Cycle parking at Barking, Havering and Redbridge NHS Trust TfL has funded the installation of covered, CCTV monitored parking for 40 bicycles on two sites owned by Barking, Havering and Redbridge NHS Trust. The stands will be promoted via the Trust’s Environmental Travel Plan and at public information points in the two hospitals.

Objective 3 actions Lead agency &key partners Delivery

3.1 On-street parking: Review and publicise existing LB Additional 3000 to 5000 stands provision in each borough, LCC by end of 2010, identify deficiencies, develop (subject to available funding) costed programmes and accommodate demand.

3.2 Cycle parking at schools: Implement a programme to TfL Starts 2004 introduce quality cycle parking LB, schools 5000 spaces installed by at London schools and further end of 2005, education establishments (subject to available funding)

3.3 Cycle parking at workplaces: Examine impacts and set-up a TfL Programme starts in spring 2004, programme to support provision LB, business (subject to available funding) of good quality and secure cycle partnerships, LCC parking to meet commuter and workplace needs

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Objective 3 actions Lead agency &key partners Delivery

3.5 Cycle parking at home: Encourage provision of good LB Ongoing, quality and secure parking for TfL, LCC (subject to available funding) residents (particularly in regeneration areas and new developments), targeting places with known demand, a high proportion of people on low incomes.

Objective 4: Support innovative cycling schemes There are many opportunities that, where it is a matter of funding, new regulations and to develop cycling by extending space, sufficient width is build other practical support. The it into new areas. Innovative in at the outset. Each scheme impact of the schemes will be and high profile cycling will be assessed in terms of reviewed in terms of their infrastructure such as new demand and benefit. effect on public attitudes, bridges and routes alongside contributions to other mayoral canals or through parks, Other types of schemes such strategies and public policy motivate people to cycle. It as ‘city bikes’, pedicabs or objectives, as well as for their is essential to ensure that emergency services on bikes contribution to cycling. pedestrians also benefit and are likely to require start-up

Case study: Cycling in the Royal Parks Two of the main pedestrian paths within Kensington Gardens were converted on a trial basis to pedestrian/cycle shared use in spring 2001. A user survey taken before and after the scheme’s introduction showed that there was a large increase in the proportion of cyclists, from an average 2% to over 13%. There has been a substantial reduction in the number of pedestrian/cycle accidents and near misses, and a reduced opposition of other users. As a result, cyclists will be allowed to use the two paths on a permanent basis.

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Objective 4 actions Lead agency &key partners Delivery

4.1 Off-highway routes: Encourage the development of TfL, LB, RPA Ongoing cycling through parks and green LCC, Sustrans corridors

4.2 Using bicycles for work: Support the greater use of TfL, Metropolitan Annual 999 London Cycling bicycles for work, initially Police, LAS Awards start in early 2004 targeting the emergency services, health sector and local government

4.3 Transport for freight and people: Investigate the potential for TfL Licensing pedicabs to be licensing pedicabs and promote Pedicab, delivery and examined by end of 2004 use of bicycle for freight and courier companies, LB delivery services and by couriers

4.4 Bike loan systems: Investigate the development of TfL Viability to be determined by bicycle loan and pool bike private suppliers, LB, end of 2004. schemes project partners Scheme introduced by end of 2006, (subject to available funding)

Objective 5: Promote cycling and improve its status Marketing and promotion are investment in cycling and There are a number of aspects central elements of TfL’s secure lasting improvements to TfL’s marketing activity to commitment to optimise in the level of cycling. promote cycling as a viable

Case study: London Cycle Guides In April 2002, TfL and the London Cycling Campaign launched the new London Cycle Guides – a series of 19 free maps for cycling in London. Almost 2 million copies have been distributed to date and a second edition is planned for 2004. Some 25% of the map users consider themselves to be beginner or occasional cyclists, almost half confirm that they cycle more often and 80% state that they have changed routes as a result of the maps. Overall, 90% of the map users found the maps very useful or useful.

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mode of transport. It will that take cycling to the wider under-used if they are not include practical cycling and community. promoted adequately. route information and publicising advantages, Current and potential cyclists Organised cycling events will support for London based often criticise the lack of increase publicity and highlight events and facilities such as cycling information. Cycle cycling as part of a London cycle parking and campaigns facilities are likely to be lifestyle.

Objective 5 actions Lead agency &key partners Delivery

5.1 Cycling information: Develop, update and make TfL London Cycle guides (2nd widely accessible route, parking, edition) in spring 2004 LB, LCC, Rough Guides, Rough Guide ebook and TfL trip planning and other practical NCSB, project partners cycling information through cycling website in summer 2004 mapping, print and electronic media.

5.2 Market research: Conduct market research into TfL Research strategy complete by end of 2004 cycling to fill knowledge gaps LB, LCC, Sustrans and provide information to ensure effective targeting of investment

5.3 Marketing and promotion plan: Marketing and promotion plan to TfL Publish in summer 2004 provide a focus for those who ALG, Sustrans, NCSB are promoting cycling in London. LCC, LCN+ This will include ‘taking’ cycling project partners to the wider community

5.4 Flagship events: Investigate the feasibility of TfL, GLA, LB, LCC Large central London event international flagship events and Project partners starts in 2004 and annually sponsorship and support local International flagship cycling initiatives event by end of 2008

5.5 Role models, culture and lifestyle: TfL Major campaign starts in Identify and promote positive GLA, project partners spring 2004 cycling role models and relevance of cycling to achieving individual Londoners’ lifestyle aspirations

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Objective 6: Provide incentives and support for target groups Widening the appeal of cycling London’s cyclists are currently will aim to persuade them to in London is essential to disproportionately made up of continue cycling in London achieving the benefits of this adult males in employment. throughout their active life. programme. In addition to To make cycling more socially infrastructure and information, inclusive, a range of carefully In addition, groups such as it is important to help people targeted initiatives is required employers, schools, colleges to gain the confidence to cycle to meet the needs and and clubs all offer a context for in an urban environment. concerns of those seeking incentives and support. Cycle training for children and support. In particular, cycle adults can lead to significant training for children and benefits both for road safety teenagers will be made a and take-up of cycling. priority and promotional work

Case study: Cycle training and bicycle support team in London Borough of Ealing In 2002/03, the London Borough of Ealing provided high quality cycle training for 36 adults and 480 children. Around 30 primary and secondary schools and four community groups were trained in on-street cycling, especially along routes to school. A Bicycle Support Team has been established to extend cycle training into local communities and businesses (and provide maintenance checks and information).

Objective 6 actions Lead agency &key partners Delivery

6.1 Cyclist training: Support a rolling programme of TfL, LB Set standards, curriculum by cyclists’ training for children, CTC, NCSB, RoSPA, end of 2004 teenagers and adults that LARSOA, BC Costed five year plan by will meet London’s needs. end of 2005 This will build upon the work currently undertaken by the Completed by end of 2010, London boroughs and cycling (subject to available funding) organisations and link to developments in curriculum and quality control, supported by the National Cycling Strategy Board.

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Objective 6 actions Lead agency &key partners Delivery 6.2 Support for disabled people: Support a programme of TfL E-guide early 2004 measures to promote inclusion LCC, Disability groups Annual programme of events and encourage disabled people and standards by end of 2005 to cycle. This will include provision of all-ability cycling information, acceptance of standards for cycling infrastructure and full inclusion in cycling events and opportunities.

6.3 Children and schools: Work with partners to develop TfL, GLA Starts in spring 2004 cycling within schools. This will LB, schools, Sustrans, include support for cycle parking NCSB, BC facilities, developing incentives, training and marketing materials.

6.4 Employers: Encourage London employers Business partnerships Review of business requirements to facilitate cycling by staff, in spring 2004 TfL, LB, LCC, NCSB visitors and contractors. This will Costed plan by end of 2005 include TfL’s Bike and Business programme and support for Completed by end of 2010, travel plan co-ordinators. (subject to available funding)

Objective 7: Increase mutual awareness and respect between cyclists, pedestrians and other road users

Road safety campaigns and Code, local by-laws and other travel awareness programmes legislation), but this does not are successful in increasing provide a comprehensive code understanding and improving of rights and responsibilities. behaviour between road user There is direct evidence that groups. TfL will develop improved enforcement of traffic campaigns and work with law would reduce the number partners to manage conflict of cycling casualties. between users. Furthermore, anti-social behaviour by cyclists Cycling in London involves a undermines other efforts to great deal of interaction with develop cycling in London and other people. Cyclists are creates conflict with other road subject to traffic law and users. requirements (the Highway

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Case study: Cycling-HGV road safety campaign In 2002, TfL launched a road safety campaign in partnership with the boroughs, London Cycling Campaign and the Freight Transport Association. The campaign aimed to raise mutual road safety awareness among heavy goods vehicle drivers and cyclists. It addressed both points of view and informed drivers and cyclists on their respective behaviour at junctions.

Objective 7 actions Lead agency &key partners Delivery

7.1 Road safety campaigns: Develop road safety campaigns TfL Cyclist/HGV in summer 2005 and supporting material. LCC, project partners Cyclist/motorcyclist by end This will include extending the of 2005 Cycling/HGV campaign, a cyclist/motorcyclist and a Car-door by end of 2006 ‘car-door’ campaign.

7.2 Mutual awareness campaigns: Develop guidance and awareness TfL, Sustrans ASL awareness campaign by campaigns that promote respect LB, LCC, end of 2004 towards pedestrians and other project partners Respect campaign by end vulnerable road users. This will of 2005 include developing of a series of fact sheets and locally targeted campaigns.

7.3 Enforcement: Develop effective measures TfL, MET, LB Complete scoping study in for addressing problems caused LCC summer 2004 by cycling on the pavement and other offences and fully integrate cycling into enforcement regimes.

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Objective 8: Promote cycle links and interchange schemes

TfL aims to make cycling a adequate secure cycle (TfL2000a). Newly built ‘bike viable travel option to more parking stations’ have been introduced Londoners by linking cycling facilities for carrying bicycles in a number of European cities with public transport use. By on Tube and train journeys and have been very successful providing convenient cycling outside peak flows in increasing cycling use and links, people will be able to access to back-up services status. A TfL flagship scheme is cycle to train and main bus such as bicycle storage or to develop ‘bike stations’ with a stations, improving the viability repair at stations full range of cycle facilities. of off-peak services and Stations under initial considera- fully integrated travel complementing other measures information. tion include Waterloo, Finsbury such as congestion charging. Park, Wimbledon, Clapham A TfL survey at Waterloo Junction and Surbiton. In Cycling can only combine with railway station showed that addition, TfL intends to make public transport to become a more than 10% of travellers cycling an integral part of all rail real alternative to longer car had considered using a bicycle and interchange improvement journeys if there is: to continue their journey programmes.

Case study: Bike Station in Munster, Germany In 1999, Munster in north-west Germany (pop 280,000), built a large bike station facility at the city’s main railway station. The facility provides secure parking for 3,300 bicycles for a daily fee of 40 pence or £40 per annum. Integrated in the bike station is a bike repair shop, bike hire facilities, lockers and a tourist office. Every fourth rail customer now cycles to or from the station. Over 80% of all users are very satisfied with the facilities, the service and the price.

Objective 8 actions Lead agency &key partners Delivery

8.1 Cycle parking and cycle access at stations: Support the introduction of TfL, LB Improved access and parking at main rail stations by end of 2006 improved cycle facilities and LCC, Project partners cycle access at stations, through Borough Spending Plan and TfL Adequate cycle parking facilities interchange programmes at all Tube and rail stations by end of 2010, (subject to available funding)

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Objective 8 actions Lead agency &key partners Delivery

8.2 Bike stations: Develop the concept of bike TfL Bike station at Finsbury Park stations with a full range of cycle Project partners in spring 2005 facilities to provide first class Four bike stations at major rail cycle parking and cycle hire at stations by mid 2007, main interchange points. (subject to available funding) 10 bike stations at major rail stations by end of 2010, (subject to available funding)

8.3 Interchange guidelines: Ensure cyclists’ needs are being TfL Review by end of 2005 addressed in the planning and Project partners development of new schemes. This will include development and review of current guidelines and schemes and revision as necessary

8.4 Cycling as part of longer journeys: Actively promote cycling as an TfL Distribution of cycle maps at integral component of longer Project partners tube and rail stations journeys involving rail or Web-based publication of underground. Incorporate cycling information starts in into the marketing of the summer 2005 Overland Network (ON) and provide information at stations Comprehensive ‘journey planner’ and on-line in TfL’s web based by end of 2006 journey planner about local routes, cycle parking, other local facilities and carriage on trains.

Objective 9: Optimise the contribution to cycling from other schemes Successful cycling cities all have All TfL, borough, highway and engineers to design for growth a range of complementary development work and plans, in cycling. programmes that indirectly should aim to make the cycling support cycling. Achieving an environment safer and more In London, a wide range of 80% increase in cycling in attractive by using pro-cycling initiatives are planned over the London, will be dependent on design criteria. This includes next ten years. This will affect the positive contribution from improving road maintenance, cycling as a practical transport other integrated transport and reducing traffic volumes and choice. They can contribute in regeneration initiatives. decreasing vehicle speeds, by a variety of ways, for example: encouraging planners and

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remove barriers to cycling There is scope for engineers Integrating cycling offer advantages in terms of to be more creative in improvements into other infrastructure, access, safety, incorporating cycle schemes has the added comfort, journey time improvements into advantage of reducing affect attitudes and improvement schemes, for disruption and costs by making perceptions about cycling example, including upgraded sure works are carried out offer incentive to change cycle lanes in bus priority simultaneously. mode. projects.

Case study: Congestion charging The introduction of the congestion charge has had significant effects on cycling levels in Central London. Pedal cycling into the charging zone has increased by around 30%. Analysis shows that the large increase is strongly focused on the morning and evening peak periods, suggesting an increase in commuting by bike. It has also shown that there has been a 17% reduction in the number of cyclists involved in road accidents within the zone since the implementation of the congestion charge, despite the increase in the number of cyclists in this area.

Objective 9 actions Lead agency &key partners Delivery

9.1 Implication of new initiatives on cyclists: Research and publicise the TfL Ongoing implications for cyclists of new ALG, project partners transport initiatives such as congestion charging or new tram links.

9.2 Town centre, local area schemes and major developments: Ensure that cycling objectives LB Publish list of planned are achieved in town centre and TfL, LCC, Sustrans, schemes in spring 2004 local area schemes and major project partners Review and auditing tool to developments. assess quality of cycling environment by end of 2005

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Objective 9 actions Lead agency &key partners Delivery

9.3 Cycling, traffic and bus priority schemes: Seek synergies between cycling, TfL Procedures agreed in spring 2005 traffic and bus priority schemes LB, ALG Monitoring impacts in summer through co-ordinated planning 2006 and impact assessment.

9.4 Cycle parking standards: Update and further develop TfL, GLA Research use of standards end cycle parking standards. LB of 2004 Revision complete by end of 2005

9.5 20mph limits and zones: Support the introduction of TfL Research and publication of 20mph limits and zones and LB, project partners benefits in summer 2005 other conflict mitigation measures such as traffic calming at side roads and surface treatments.

9.6 Cycling promotion within other schemes: Support the boroughs and other TfL, LB Review current arrangements for assessing demand, securing the stakeholders to maximise LCC opportunities for cycling growth, views and feedback from promotion and consultation cyclists, and dealing with where there is scope for cyclists complaints complete by end to benefit from other schemes. of 2005

Objective 10: Improve co-ordination and partnership Many individuals and development and the media such as websites, organisations have a role in environment. TfL will support newsletters and events. developing cycling in London. and assist such groups Understanding cyclists and Groups such as the NCS, where possible to explore their needs is a new concept LBCOG and the LCN+, are opportunities for innovative for many. Developing and already in place at a local and partnerships, to meet the needs delivering professional training sub-regional level, to improve of specific projects and local for planners, engineers, travel co-ordination between areas. plan co-ordinators and road stakeholders involved in cycle safety officers on cycling issues promotion. These stakeholders TfL will also support measures will improve cycling’s priority cover a wide range of to share information and best status. disciplines including retail, practice, as well as develop leisure, sport, health, tourism, synergies between projects and TfL values the partnerships it engineering, planning, crime programmes. This is likely to has developed with the ALG, prevention, community be achieved through different the London boroughs, and

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particularly Camden as project award-winning London Cycle To take its plans forward, managers of LCN+. TfL also Guides and the launch of the TfL will work to establish values its close relationship All Abilities Cycling Group. new partnerships, for example with the voluntary sector, An effective partnership has with health, education and particularly the London Cycling been forged with the tourism bodies, the business Campaign – a partnership that Metropolitan Police and London community, train and bus has already successfully Ambulance Service. Officers are operating companies and the delivered a range of initiatives trained to use bicycles as part voluntary sector. such as a series of free, of everyday operations.

Objective 10 actions Lead agency &key partners Delivery

10.1 Develop partnership working: Develop and facilitate TfL Borough plans from 2004/05 Annual partnership award and partnership working at all Project partners, LCN+ levels of the Plan’s delivery. networking event starts in spring 2004 Partnership process for review monitoring and reporting in spring 2004

10.2 Partnership projects: Develop new and existing TfL Ongoing partnership projects with a wide Project partners range of organisations around common objectives. New projects will focus on marketing, training and education and meet the specific needs of target groups.

10.3 Professional development: Develop London’s capacity to TfL Starts in summer 2004 deliver this Plan. Ensure that LoTAG, NCSB professional training courses reflect the needs of the cyclists in London.

10.4 Business case and monitoring framework: Develop qualitative and TfL Starts in spring 2004 quantitative business case and Project partners monitoring framework to ensure the efficient and timely delivery of the Plan’s objectives and targets.

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Appendices

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Appendix 1: Supporting organisations & glossary

Development of the London Cycling Action Plan has been Consultation list: a cumulative process, led by TfL with valuable input from Greater London Authority the National Cycling Strategy Board, Cycling Scotland, Mairie de Paris and many key London stakeholders. London Transport Users Committee London boroughs, Association of The process began late in 2001 when key stakeholders London Government responded positively to TfL’s challenge to London Cycling Campaign ‘reconceptualise’ cycling. The final report (Walking, CTC, National Cycling Strategy Board, Cycling and Area-based Schemes Review – TfL 2002d), English Regions Cycling Development attracted broad support from across the stakeholder Team, Sustrans spectrum. In addition, TfL took part in the CTC British Cycling Federation, Sport benchmarking scheme (2001/02), hosted the national England cycling campaign conference (2003) and held a series of one-to-one meetings with London Cycling Campaign, Confederation of British Industry, Sustrans, CTC, Association of London Government, London First, London Chamber of London Transport Users Committee and borough officers. Commerce and Industry, TEC’s local and regional business partnerships The benefits of a collaborative approach – sharing (CLP, Sweltrac, Kings Cross expertise and best practice – and co-ordination of Partnership, Thames Gateway, etc) projects and programmes wherever there is common London Tourist Board, British Tourist ground, cannot be emphasised enough. Authority London Schools Commissioner Finally, TfL would like to acknowledge the considerable contribution that many organisations and individuals have Department for Transport, made to the development of this plan and in particular, Environment Agency, Department of to recognise the generosity of everyone with an interest in Trade and Industry, Department for cycling in giving of their time and experience. Education, Department for Health, Health Development Agency, Royal Parks Agency All Party Parliamentary Cycling Group Groundwork London, WWF, Greenpeace, Friends of the Earth Transport 2000, Environmental Transport Association British Medical Association, British Heart Foundation, King’s Fund Living Streets, London Walking Forum British Motorcycle Federation, The Automobile Association, Fright Transport Association Greater London Forum for the Elderly, Age Concern London, London Older People’s Strategies Group Joint Committee on Mobility of Blind and Partially Sighted People Greater London Action on Disability (GLAD)

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Glossary ACC Automatic Cycle Counters LATS London Area Transport Survey ALG Association of London LB London Boroughs Government LBCOG London Borough Cycling ASL Advanced Stop Line Officers Group BMA British Medical Association LBI London Bus Initiative BC British Cycling LCC London Cycling Campaign BSP Borough Spending Plan LCN+ London Cycle Network plus CARN Countryside Agency Research LoTAG London Technical Advisers Note Group CCE Cycling Centre of Excellence LRTS London Residents Transport Central London The area bounded by London’s Survey mainline railway stations LTUC London Transport User CIT Commission for Integrated Committee Transport LUL London Underground Limited CLP Central London Partnership NCS National Cycling Strategy CRISP Cycle Route Implementation NCSB National Cycling Strategy Board Study Process ON Overground Network CTC Cyclists’ Touring Club Outer London 19 Boroughs of Barking & DETR Department of the Environment, Dagenham, Barnet, Bexley, Brent Transport and Regions (now DfT) Bromley, Croydon, Ealing, DfT Department for Transport Enfield, Haringey, Harrow, DLR Docklands Light Railway Havering, Hillingdon, Hounslow, GLA Greater London Authority Kingston upon Thames, Merton, GLAD Greater London Action on Redbridge, Richmond upon Disability Thames, Sutton, Waltham Forest Inner London Corporation of London and PCO Public Carriage Office 13 Boroughs of Camden, PI Performance Indicator Greenwich, Hammersmith & RAC Royal Automobile Club Fulham, Hackney, Islington, RoSPA Royal Society for the Prevention Kensington & Chelsea, Lambeth, of Accidents Lewisham, Newham, Southwark, RPA Royal Parks Agency Tower Hamlets, Wandsworth, TfL Transport for London Westminster TLRN Transport for London Road LAAU London Accident Analysis Unit Network LARSOA Local Authority Road Safety TRL Transport Research Laboratory Officers’ Association UDP Unitary Development Plan LAS London Ambulance Service

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Appendix 2: Bibliography BMA 1990 British Medical Association, Cycling towards Health and Safety, 1990 CARN41 2001 Countryside Agency Research Note 41, 2001 CIT 2001 Commission for Integrated Transport, European Best Practice in Delivering Integrated Transport, 2001 CLP 2001 Central London Partnership, Study of Cyclists’ Travel Patterns Within Central London, 2001 DETR 1998 Department of the Environment, Transport and Regions, A New Deal for Transport: Better for Everyone, The Government's White Paper on the future of transport: (Cm 3950), London July 1998 DETR 2000a Department of the Environment, Transport and Regions, Transport 2010: The Ten Year Plan, July 2000 DETR 2000b Department of the Environment, Transport and Regions, Journey Times Survey, Inner and Central London, 2000 DfES 2003 Department for Education and Skills, Department for Transport, Travelling to school: an action plan, 2003 DfT 2002a Department for Transport, Cycling in England, Fact sheet 5b, 2002 DfT 2002b Department for Transport, Cycling in Britain, Fact sheet 5a, 2002 EC 1999 European Commission, Cycling, The Way Ahead for Towns and Cities, 1999 GLA 2001a Mayor’s Transport Strategy, GLA, 2001 GLA 2001b Mayor’s Economic Development Strategy, GLA, 2001 GLA 2002a Mayor’s Air Quality Strategy, GLA, 2002 GLA 2002b Mayor’s Biodiversity Strategy, GLA, 2002 GLA 2002c Mayor’s Spatial Development Strategy – The Draft London Plan, GLA, 2002 GLA 2003a Mayor’s Energy Strategy, GLA, 2003 GLA 2003b Mayor’s Children and Young People Strategy, GLA, 2003 GLA 2003c Mayor’s Noise Strategy, GLA, 2003 GLA 2003d Mayor’s Culture Strategy, GLA, 2003 LAAU 2003 London Accident Analysis Unit, 2003 LATS 2001 London Area Transports Survey 2001 LCC 1996 London Cycling Campaign, Best Way to Work, 1996 London Census 2001 Department for Statistics, London Census, 2001 LRTS 2001 London Residents Transport Survey, 2001 McClintock 2002 McClintock, Planning for Cycling, 2002 Mintel 1990 Mintel, Bicycles, 1990 Outlook Research Outlook Research, 2002 Parkin 2003 Parkin, Comparisons of Cycle Use for the Journey to Work from the ’81, ’91 and 2001 Censuses, 2003 Rough Guide 2003 The Rough Guide to Cycling in London, 2003, p.10 TfL 2001 TfL, London’s Road Safety Plan, 2001 TfL 2002a TfL, After Rail Cycling, Research Report, 2002 TfL 2002b TfL, Based on Transport Statistics Great Britain, 2002 TfL 2002c TfL, Cycle Flow Measurements, Internal analysis, 2002

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TfL 2002d TfL, The Walking, Cycling and Area-based Schemes Review, 2002 TfL 2003a TfL, Cycle Study, 2003 TfL 2003b TfL, Congestion Charging 6 Months On, 2003 TfL 2003c TfL, The Near Market for Cycling in London, 2003 TfL 2003d TfL, Business Plan 2004/05 – 2009/2010, TfL 2003 TfL 2003e TfL, Impact of New Cycling Infrastructure Schemes – Customer Feedback, November 2003 TfL 2004 TfL, London Travel Report 2003, 2004 TRL 1996 Transport Research Laboratory Report 214, The Effectiveness of Child Cycle Training Schemes, 1996 TRL 1997 Transport Research Laboratory Report 284, Cycle Theft in Great Britain, 1997 TRL 2001 Transport Research Laboratory Report 481, A quantitative study of the attitudes of individuals to cycling, 2001 Wardlaw 2002 Wardlaw, Traffic Engineering & Control, Assessing the Actual Risks Faced by Cyclists, 2002

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Address: Transport for London Phone: 020 7941 2010 Windsor House Email: [email protected] 42-50 Victoria Street Website: www.tfl.gov.uk London SW1H 0TL