Breaking down barriers to in a joint paper by London Councils and the London Cycling Campaign introduction

ondon is facing a significant transport challenge. ’s (TFL’s) LTransport 2025 report, published in November 2006 states that total travel in London is projected to increase by four million journeys a day by 2025, yet acknowledges that the current TfL Investment Programme can not provide the required increase in public transport capacity to support this growth. Many parts of the system are already struggling to cope with existing passenger numbers, particularly in peak hours where many travel in highly crowded, uncomfortable conditions. There are also parts of London where public transport connections remain poor. It is recognised that mass road building to provide greater capacity for private car use is not effective, and, in most urban cases not a feasible option. and TfL are actively encouraging private car users to transfer to other modes through a variety of measures. Solutions need to be identified and implemented to support such modal shift while addressing other challenges, in particular the need to provide ‘greener’ transport options to address environmental problems. increasing cycling’s modal share

London Councils and the London Cycling Campaign figures released by TfL in July 2008 reported that, (LCC) share the Mayor’s view that cycling offers while one in three people in London have access to a significant potential to absorb the increased bike, only half of these have actually used it over the demand for transport and reduce pressure on the past 12 months. As a starting point to encourage public transport system. To make London’s transport greater cycling it is essential to understand and system work, we need to encourage as many journeys address the barriers that will allow us to unlock latent to be made by bicycle as can reasonably be achieved. demand for cycling. Maximising this latent potential One in five people say they wish to cycle but that can reduce car and public transport journeys and choice is not open to them because of actual or increased cycling also brings with it a number of perceived barriers. other benefits to the community, including: • better individual health and therefore a healthier The has already pledged to making workforce and reduced health care costs London “a genuinely cycle-friendly city” in his • reduced air and noise pollution manifesto and has committed to exceeding the • greater social inclusion by providing a convenient previous Mayor’s target for cycling growth, namely a form of transport for the 38% of Londone’s 400% increase in cycle journeys from 2000 to 2025. households which do not own a car. TfL have announced that £55 million will be invested • reduced demand for car parking because in cycling in London this year, an increase from £36 households which include cycle users may choose million last year, which will be invested in cycle not to own a car, to own fewer cars or use them routes, cycle parking facilities, a bicycle hire scheme, less frequently. education, training and events. The increased support for cycling initiatives from the Mayor and TfL is The proposed introduction by the Mayor of London, welcomed and will build on the growth in cycling that , of a ‘Velib’ cycle hire scheme, similar has already been achieved. to that operated in Paris is also expected to stimulate demand for cycling. However, it is important that the Cycling is already a significant mode of transport in introduction of such a scheme should be considered as London: figures published by TfL note that more than complementary to other cycling initiatives and not as half a million journeys are made by bike in London a replacement. A cycle hire scheme is every day and cycling use in London (as measured by likely to primarily replace short trips around central daily journeys) has increased by 91% since 2000. London and is unlikely to encourage a significant modal shift in Outer London. In order to support and There is strong evidence of latent demand for cycling. encourage potential regular cyclists in Inner and A survey at workplaces undertaken by the LCC found Outer London and achieve a large scale modal shift to that one in five people would cycle to work if cycling, additional infrastructure improvements need conditions were right. The success of the British to be put in place and existing barriers to increased cycling team at the 2008 Beijing Olympics is likely to participation in cycling need to be addressed. stimulate additional interest in cycling. However,

breaking down barriers to cycling in london: a joint paper by London Councils and the London Cycling Campaign 3 increasing cycling’s modal share

London Councils and LCC recognise that people implemented to secure the best value. One way of choose to cycle for a range of reasons. This requires augmenting infrastructural changes is through an cycle routes that reduce road danger for those who integrated programme of bicycle support measures, are already cyclists and routes that enable the one in such as that delivered in LB Ealing through their five people who wish to cycle to feel more confident Direct Support for Cycling programme, which uses about doing so. Proper consideration needs to be a formally constituted Bicycle Support Team. given to the wide variety of reasons why people Marketing campaigns to increase the awareness choose to cycle and the service industry, education of the improvements and their location, and cycle and infrastructure that will be needed in order to training are other examples of additional measures enable them to make that choice. This may depend that need to be put in place to support on the area they live in, the kind of cycling they wish infrastructure improvements. to do, their level of experience and the opportunities that they have for cycle storage and parking. For It is also important to note that improving some people, cycle training and route information infrastructure for cycling does not automatically may be necessary, for others, changes in translate into policies that have negative impact infrastructure leading to road danger reduction on other road users. In the majority of cases the may be more important. improvements will be part of general enhancements to the public realm which will benefit those who A key element of designing infrastructure is an walk, cycle, drive or use public transport. This should understanding of people’s needs. Well designed cycle be a consideration when carrying out any type of routes, whether cycle ‘corridors’ or other cycle routes, area based scheme. serve both experienced and new riders. Improvements at junctions, in particular, assist all cycle users. The This report sets out what London Councils and LCC presence of regular cycle users along well marked or believe to be the six key barriers which deter people popular routes can serve to make drivers more aware from cycling, or from cycling as much as they would of the presence of cyclists and therefore helps to like, in London and includes 14 recommendations that reduce road danger, which in turn makes the routes seek to address these barriers. more cycle friendly for occasional cyclists. Work must be undertaken with boroughs and cycling groups to identify where people want to cycle and to match Barrier 1 – Incomplete London policies to desired routes. Cycle Network

Infrastructure improvements should not be considered London boroughs, TfL and cycling groups have worked in isolation, however. Experience shows that opening together to develop a network of linked cycle routes: up the choice of cycling to more people works the London Cycle Network+ (LCN+). The development through a package of measures which all need to be of network was initiated by London boroughs as the

4 breaking down barriers to cycling in london: a joint paper by London Councils and the London Cycling Campaign London Cycle Network (LCN) and then revised in 2001 consistently identified such locations as a significant to deliver the shorter but higher quality LCN+. LCN+ obstacle to increased cycling. These are often in key management reports that more than half the network locations, for example Swiss Cottage and Elephant is complete. London Councils and LCC recognise that and Castle, and represent highly visible deterrents to the remaining barriers preventing the completion of a people considering cycling and may also be locations fully functioning cycle network for London need to be where walking access is difficult and the general removed in order to achieve the true potential of a public realm is poor. London-wide cycle network, and the use of comprehensive data gathered as part of the LCN+ Such barriers are not insurmountable. At Hyde Park project will be essential to achieve this. London Corner, the provision of crossing facilities has Councils and LCC would like to work with TfL to unlocked a significant barrier on a popular cycling determine the prioritisation of key works which will route and has also provided pedestrians with an deliver the best possible network that meets the alternative to a subway crossing. The return of the needs of all cyclists by 2010. London Councils and Shoreditch Triangle to two-way working in 2002/03 LCC are also aware that the growth in cycling is demonstrates the potential of gyratory removal in offering the opportunity to identify new desire lines improving the public realm and facilitating walking on routes outside of those currently defined and TfL and cycling: the area has seen a boom in trade should work with the boroughs and LCC and its local following the change. The improvements benefitted groups to identify where new routes are needed. from a process of consultation with stakeholders. On other streets, different solutions will be more In order to achieve a functioning network, it will be appropriate, such as considering whether alternative necessary to resolve a number of ‘high risk’ barriers routes can be provided on local roads or identifying some of which pose difficult engineering solutions, of other ‘quick wins’ that could be implemented. One which the most critical are two dozen one-way example may be to allow cyclists two-way access to gyratories and major junctions. Cycle users have certain one way streets, a policy that has been rolled

breaking down barriers to cycling in london: a joint paper by London Councils and the London Cycling Campaign 5 out across a number of streets in LB Hackney since opportunities in Central London offers significant 1995 and LB Ealing since 1998 and is currently being potential to address congestion on public transport. trialled in RB Kensington and Chelsea. Such measures Ensuring that these routes are permeable will also are often referred to as improved ‘permeability’ for enable them to be used for shorter journeys, which cycling and can facilitate cycling through a wide area will provide additional local links. Minor, low cost and enable cyclists to avoid busy main roads. measures on roads adjoining corridors would serve to Provision of low quality infrastructure by highways improve permeability and assist those who wish to authorities and a failure to co-ordinate across take advantage of all or part of an arterial route. By authority boundaries can result in facilities that are ensuring that the corridor routes also link in to the not well used. Consideration and co-ordination needs existing cycle network, the maximum number of to take place to ensure that infrastructure measures people could be provided with access to cycle- are developed to meet the needs of their users and friendly streets. are consistent across local authority and TLRN boundaries. Such measures need to be periodically Corridors require the sequenced unlocking of reviewed to assess their effectiveness and to identify contiguous barriers (whether difficult junctions, whether additional capacity is needed. Good practice flyovers, gyratories or hostile stretches of road), must be shared across London boroughs. management to promote growth in flows, consistency and continuity across authority boundaries and visual We understand that a Programme to Completion of advertisement to encourage mode shift. They might LCN+ is being prepared by TfL. London Councils and also include features to encourage greater cycling, LCC stand ready to examine the report and consider such as: all aspects of the programme as well as examining • advanced stop lines at signalised junctions unless the reasons behind non-implementation of proposed there are exceptional circumstances which dictate works at key barriers and locations where road danger otherwise can be reduced. • time advantages at signalised crossings where possible • permeability on and off the corridors (for example Cycle Corridors cycling contra-flows on one way streets) • obvious and visible cycle parking London Councils and LCC believe that significant • where appropriate, extra wide bus lanes improvements to cycling could be achieved through • segregation where necessary the development of strategic cycle corridors. While • addressing problems created by gyratories, the overall aim is for all London’s streets to be cycle whether that is removing them all together or friendly, London Councils and LCC recognise that identifying solutions based on evidence from what prioritisation is required to upgrade routes on key has worked (Hyde Park Corner) and what has not desire lines and to tackle road danger reduction. A (Vauxhall Cross). targeted corridors programme that facilitates access to central and inner London could rapidly address Visibility of these routes will be critical and this will some of the key barriers that have prevented the be an opportunity to consider alternative approaches completion of potentially popular cycle routes. to signage of these routes, possibly through Tackling junctions, flyovers and gyratories is critical developing high quality architecture as a form of in this regard, whether they are located along signage that will clearly identify a route, yet enhance existing cycle routes or along newly identified the general streetscape. corridor routes. The creation of inviting, well managed and visible strategic radial routes for commuting and accessing leisure and cultural

6 breaking down barriers to cycling in london: a joint paper by London Councils and the London Cycling Campaign Barrier 2 – Obtaining Funding for Cycling Improvements

Historically, funding for cycling route improvements in London prioritised the completion of LCN+. In addition, TfL also provide boroughs with funding for cycling through the Cycling on Greenways programme, for cycle training and education, for cycle parking and through funding for travel demand management initiatives. There is also some funding available for non LCN+ schemes, which focuses on improving local links and access for cyclists. London Councils and LCC would like to see greater funding available through this route to enable boroughs to implement more improvements to local cycling routes and permeability, for troubleshooting and addressing Cycling corridors will cross a number of authority specific needs. For example, LB Camden have used boundaries, on highways managed by both boroughs non LCN+ funds to support a number of schemes, and TfL. Therefore it is vital that an effective including implementing orbital cycle links across the structure is in place to oversee the delivery and borough which have been identified in partnership ongoing management of these routes. London with local cycling groups. Councils and LCC suggest that the London Bus Priority Network management structure could be used Improved, good quality, local links are imperative as a model. This divides London into five sectors, to support greater cycling use as some people start with a lead borough responsible for delivery of routes cycling on quieter, local roads for short journeys in their own sector, supported by sector consultants. before progressing to longer journeys on busier Such a structure would assist in securing a roads. Greenways are a key element of some cycle partnership arrangement between the boroughs and routes, notably in Outer London, and improvements TfL which can seek to address the physical and along their routes can assist cycle users and also behavioural barriers to the completion of strategic reduce conflict with pedestrians. There needs to cycling corridors. The role of LCC will be critical in be an effective balance of strategic, pan-London mobilising local groups in this process. cycle initiatives led by TfL and devolved, borough-led initiatives. Recommendation – Boroughs, LCC and TfL to identify how a London-wide cycling network can Recommendation – Boroughs to ensure that be completed. This work should include identification they consider the that will of priority routes for completion and the need for be necessary to meet projected demand and the development of new routes outside of those include proposals setting out how they intend to currently defined. meet this demand in their LIPs.

Recommendation – Boroughs, LCC and TfL to Recommendation – TfL should provide greater identify key radial routes that could perform the flexibility within the LIP funding structure and function of strategic cycle corridors through the ensure that more money is available to boroughs removal of barriers and agree a programme for the delivery of local cycling improvements for delivery. such as making streets permeable to cycling

breaking down barriers to cycling in london: a joint paper by London Councils and the London Cycling Campaign 7 Barrier 3 – Lack of an individual improvements is strongly advised and will serve to area based approach to improving enhance town centres. The data and recommendations town centre access gathered as part of the LCN+ review and development process will be valuable in informing the development London Councils and LCC believe that there is of schemes. By identifying ways to improve cycling considerable potential to increase cycling and reduce provision within these existing projects and providing car use for shorter, local journeys. This is particularly the additional funding necessary to achieve this, such true of Outer London. However, currently across works could be tied in to general public realm London, decisions on routes are informed by route or improvements. While there are synergies between street-based studies without a comprehensive area- public realm improvements and cycling schemes, care based assessment. It is important not to look at town should be taken to ensure that cycle funding is not centres in isolation but to consider them as part of a diverted into general street improvements that do not wider area based strategy, developed in partnership deliver benefits for cycle users. Oversight will be with boroughs and the LCC’s local groups. required to ensure this. Once funding is approved the programmes need to be swiftly and effectively Focusing on an area will allow an analysis to take implemented. place to identify how people want to access local centres and which barriers they currently encounter Furthermore, this is also an opportunity for the Mayor to cycling, providing a clear indication of the and TfL to take the initiative and work with London infrastructure needed to address this. Permeability of boroughs to deliver a lasting Olympic legacy through streets to cycling is an important element of this restoring the public realm into areas that welcome work. The area focus also offers the opportunity to walking and cycling. In additional to creating a high structure engagement with the health sector, quality, iconic streetscape, this will also assist in architects, designers, walking and cycling promoting a more active lifestyle and provide those organisations, community groups and other relevant living and visiting the capital with a public realm organisations. that they can enjoy and appreciate.

London Councils and LCC also suggest it would be The delivery of such initiatives need to be taken beneficial if work on improvements to town centre forward through a compact involving a range of cycling infrastructure was complementary to existing organisations, including those key stakeholders TfL initiatives, such as area-based schemes and involved in the health, environment and transport Streets for People. There are also further sectors and including the Olympic Delivery Authority. opportunities offered by integrating cycling This will provide a wide variety of expertise and improvements into traffic calming schemes. While experience and enable a range of funding there may be a need to focus on cycling to ensure opportunities to be accessed. It is suggested that that cycling goals are achieved, the programme overall responsibility for the development and should not be so narrowly cast so as to exclude other delivery of the project is taken forward through a strategic partners and opportunities. Cycling is a partnership between boroughs and TfL, similar to that good entry point into broader neighbourhood and put in place to deliver the Smarter Travel Sutton public realm improvement strategies. Project, which has been a very successful arrangement. Area based cycling schemes offer an opportunity to open up the choice of cycling for local journeys and Recommendation – TfL should increase the funding will require additional funding from TfL. Integration available to boroughs for area based scheme of area based schemes with public realm initiatives

8 breaking down barriers to cycling in london: a joint paper by London Councils and the London Cycling Campaign Recommendation – Boroughs, LCC and TfL to TfL and boroughs with the ability to enforce these develop comprehensive area based assessments facilities will assist in improving the cycling of cycling needs to support cycling improvements environment. Boroughs, TfL and LCC should work in town centres, which can be linked to overall together to identify areas where there are particular improvements to the public realm and delivered problems and targeted enforcement should take place. as part of the Olympic legacy. An appropriate partnership structure, such as the Smarter Travel Sutton model should be created to deliver these Parking improvements. London Councils and the LCC welcome the Mayor’s manifesto pledge to improve cycle parking. Lack of Barrier 4 – Enforcement, Parking cycle parking is one of the main barriers to cycling and Facilities and the most significant in numerical terms in deterring new cyclists from continuing to ride in Enforcement London. Reported thefts in London amount to approximately 17,000 bikes per year and the police London Councils and the LCC note that lack of say actual thefts may be much higher. Greater enforcement of cycle lanes and advanced stop lines investment needs to be made available to provide a represents a significant barrier to participation in large increase in cycle parking provision. cycling. London Councils and TfL have worked jointly to address this issue through proposing the inclusion of The location of facilities is likely to vary as there are powers to decriminalise cycle lane enforcement in the areas where there is space to provide additional on- London Local Authorities and Transport for London Bill, footway facilities, but in some boroughs this will be a which received Royal Assent in July 2008. The London challenge. Consideration should therefore be given to Local Authorities and Transport for London (No2 Bill), identifying other ways of providing locations for cycle which was introduced into the House of Lords in parking, such as the trial currently underway in RB November 2007 includes provision for the enforcement Kensington and Chelsea to provide cycle parking in of advanced stop lines. It is anticipated that providing underused pay and display car parking bays.

breaking down barriers to cycling in london: a joint paper by London Councils and the London Cycling Campaign 9 Adequate cycle parking provision needs to be a part London Councils and LCC also believe that it is of the planning requirements for new developments, important that cycle parking capacity needs to be whether domestic, commercial or public. There is a developed in addition to anything required for particular need to consider the provision of a ‘Velib’ style cycle hire scheme. Infrastructure appropriate home parking, particularly in areas where improvements need to take place over and above there is inadequate space for satisfactory and secure what is needed to support the scheme in order to storage of bicycles for convenient everyday use. This provide sufficient cycle parking for those who already must include the retrofitting of housing estates and own bikes and require secure parking facilities. In in areas where cycle parking was not obtained as part order for a cycle hire scheme to be successful of planning consent. Many boroughs are already appropriate densities need to be established, so close attempting to address this problem, such as in LB co-operation with boroughs and LCC regarding Ealing and LB Southwark where secure cycle lockers locations and design will be necessary. have been installed on some residential estates where there is no secure area in which to leave bicycles. Recommendation – Mayor of London should Engagement with housing associations to encourage commit to providing funding to deliver an increase them to consider the need for secure cycle parking in in cycle parking, particularly in residential areas. developments and retrofitting where possible will be TfL, the boroughs and LCC should work in important in meeting the growing demand for secure partnership to identify appropriate locations and cycle parking from residents on estates. London the types of facilities needed in each area. Councils and LCC request that TfL ensure that This should at the minimum match the target sufficient funding is available to support the for planned growth in cycling. This should be over provision of greater cycle parking, particularly in and above facilities required as part of a ‘Velib’ residential areas. At the minimum, the Mayor should style cycle hire scheme. fund an increase in cycle parking to match the target for cycling growth. Recommendation – TfL should review the work carried out in LB Southwark, LB Ealing and City of TfL, the boroughs and LCC should work in partnership Westminster to develop a London-wide GIS system to identify appropriate locations and the types of to provide a database of cycle stand locations. facilities needed in each area. TfL is also encouraged to build on the work undertaken in LB Ealing, Recommendation – TfL should work with boroughs LB Southwark and City of Westminster to develop a and the LCC to ensure that appropriately located, GIS system to provide a database of cycle stand secure cycle parking is rolled out across all London locations, which would be helpful, not only to Underground and Overground stations, provide information to users but also to identify areas stations and especially at major transport hubs. where provision is poor. Recommendation – TfL should consult with In particular, TfL should be leading the way in boroughs and LCC regarding the location and type improving the amount of secure cycle parking of infrastructure that will be needed to support the available at major transport hubs, Underground and introduction of a ‘Velib’ style cycle hire scheme. Overground stations. This could build on the work carried out in LB Waltham Forest, where secure bicycle compounds accessed by a smartcard have been provided at a number of rail and Underground stations.

10 breaking down barriers to cycling in london: a joint paper by London Councils and the London Cycling Campaign Barrier 5 – Safety identifies standards for vehicles, such as the inclusion of an EU compliant set of proximity mirrors, adequate Concerns about safety represent a significant barrier driver training which includes awareness of cycle to increased cycling in London. London Councils and users and working practices that do not impose LCC believe that concerted action is needed to reduce unreasonable time targets for drivers. the number of collisions in London. Pedal cyclists account for a disproportionately high number of Recommendation – TfL London Road Safety those killed and seriously injured on London’s roads. Unit should work with LCC and boroughs to identify Continued efforts need to be made to reduce the and develop new campaigns to raise awareness of number of cyclist casualties, both by boroughs but safety issues among cyclists and drivers. As a also by TfL on the network of major routes which priority, campaigns should be developed to target make up the TLRN road network, where cyclists can taxi drivers and drivers of light goods vehicles. be particularly vulnerable. TfL, through the London Road Safety Unit (LRSU), have been working to Recommendation – TfL should use the existing develop a number of cycling safety campaigns and Freight Operators Recognition Scheme to require London Councils and LCC would like the LRSU to work freight operators to adopt a code of practice to seek with LCC and boroughs to identify and develop new to reduce the number of fatal and serious collisions campaigns to raise awareness of safety issues, both involving cyclists and heavy good vehicles among cyclists and drivers. As a priority, campaigns should be developed to target taxi drivers and drivers of light goods vehicles. Barrier 6 – Training, Information Of particular concern is the unacceptable number of and Education fatal and serious collisions involving cyclists and heavy goods vehicles. TfL, through the Freight This joint report has focused on the physical Operators Recognition Scheme (FORS), should require infrastructure barriers to cycling, such as road danger lorry operators to adopt a code of practice that and insufficient cycle parking, which are identified by many potential cycle users as key barriers to cycling. London Councils and LCC, however, recognise that in order to achieve a significant increase in the numbers of people cycling in London, improved cycle infrastructure has to be accompanied by training, information and education programmes.

Training

Provision of adequate cycle training is vital to encourage greater take up of cycling. Experience in London has demonstrated that programmes such as the cycle training delivered by boroughs in schools are a successful way of introducing children and their parents to cycling. Such training not only helps to develop confident on-street cycling but also assists children in understanding responsible road behaviour. Training at an early age is vital to encourage children

breaking down barriers to cycling in london: a joint paper by London Councils and the London Cycling Campaign 11 to become cyclists of the future. Cycle training also parking facilities and cycle routes should be available assists adults in urban cycling and initiatives such as at all Underground and Overground stations, on maps, ‘bike buddy’ accompanied riding schemes are valuable on journey planner and other relevant marketing. in developing confidence and provide support for TfL should also work with Network Rail to encourage both new cyclists and existing cyclists who wish to them to provide this information at their stations and cycle more. TfL should work with London boroughs on publicity. and LCC to ensure that funding and support is available to enable the demand for cycle training in The role of events such as the London Freewheel and schools and for adults in London to be met. the London stage of the Tour de France are also important in making people more aware of cycling. It is therefore essential that all the people who attend Information and Education these events are provided with access to the information that they need to make cycling part of It is vital that existing programmes of information their daily lives. TfL, the boroughs and LCC and its and education continue to be properly funded and many volunteers all have important roles to play in new projects developed. An example of an existing this process. initiative is the Direct Support for Cycling programme offered by LB Ealing, which aims to address non- Recommendation – TfL and boroughs to seek to infrastructural barriers that deter people from cycling, ensure that existing programmes of information and such as lack of confidence or skill, unsuitable or education, such as the Direct Support for Cycling inadequate equipment or clothing or a disability. Lack initiative in LB Ealing and TfL’s schools and of knowledge regarding maintenance and repair community programmes, continue to be properly represents another barrier to greater participation in funded and new projects developed cycling and public bicycle ‘health check’ events play a key role in addressing this. LB Ealing provide bicycle Recommendation – TfL should ensure that maintenance training courses to provide cyclists with information on local cycle parking facilities and the information that they need to keep their own cycle routes is available at all Underground and bicycles in good working order. TfL should ensure that Overground stations, and to provide information sufficient funding is provided to support such about parking on maps, on journey planner and projects, which are essential to address individual other relevant marketing. TfL should also work concerns that discourage people from cycling. with Network Rail to encourage them to provide Community projects are also vital in enabling people information on cycle parking at their stations and in hard to reach groups to learn about the benefits on their publicity offered by cycling and access information and support.

Provision of adequate information to new cyclists is an important element of any cycling programme. New cycle routes and cycle parking, for example, can only attract new riders if they are informed about the facilities. Information such as the cycle maps produced by TfL and the information booklets published by the LCC on a range of issues including buying a bike, bike security and bike maintenance are a very useful resource. Information on local cycle

12 breaking down barriers to cycling in london: a joint paper by London Councils and the London Cycling Campaign Conclusion and Summary Recommendation 2 – Boroughs, LCC and TfL to of Recommendations identify key radial routes that could perform the function of strategic cycle corridors and agree a This paper highlights what London Councils and LCC programme for delivery. believe to be the most significant barriers to cycling in London and proposes some solutions that we Barrier – Obtaining Funding for Cycling would like the Mayor and TfL to work with us in Improvements partnership to implement. Our fourteen key recommendations to address barriers to participation Recommendation 3 – Boroughs to ensure that they in cycling are summarised below: consider the cycling infrastructure that will be necessary to meet projected demand and include Barrier - Incomplete Cycle Network proposals setting out how they intend to meet this demand in their LIPs. Recommendation 1 – Boroughs, LCC and TfL to identify how a London-wide cycling network can Recommendation 4 – TfL should provide greater be completed. This work should include identification flexibility within the LIP funding structure and ensure of priority routes for completion and the need for that more money is available to boroughs for the the development of new routes outside of those delivery of local cycling improvements such as making currently defined. streets permeable to cycling

breaking down barriers to cycling in london: a joint paper by London Councils and the London Cycling Campaign 13 Barrier – Lack of an individual area based Recommendation 10 – TfL should consult with approach to improving town centre access boroughs and LCC regarding the location and type of infrastructure that will be needed to support the Recommendation 5 – TfL should increase the introduction of a ‘Velib’ style cycle hire scheme. funding available to boroughs for area based scheme initiatives. Barrier – Safety

Recommendation 6 - Boroughs, LCC and TfL to Recommendation 11 – TfL London Road Safety Unit develop comprehensive area based assessments of should work with LCC and boroughs to identify and cycling needs to support cycling improvements in develop new campaigns to raise awareness of safety town centres, which can be linked to overall issues among cyclists and drivers. As a priority, improvements to the public realm and delivered as campaigns should be developed to target taxi drivers part of the Olympic legacy. An appropriate and drivers of light goods vehicles. partnership structure, such as the Smarter Travel Sutton model should be created to deliver these Recommendation 12 – TfL should use the existing improvements. Freight Operators Recognition Scheme to require lorry operators to adopt a code of practice to seek to Barrier – Enforcement, Parking reduce the number of fatal and serious collisions and Facilities involving cyclists and lorries

Recommendation 7 – The Mayor of London should Barrier – Training, Information commit to providing funding to deliver an increase in and Education cycle parking, particularly in residential areas. TfL, the boroughs and LCC should work in partnership to Recommendation 13 – TfL and boroughs to seek to identify appropriate locations and the types of ensure that existing programmes of information and facilities needed in each area This should at the education, such as the Direct Support for Cycling minimum match the target for planned growth in initiative in LB Ealing, and TfL’s schools and cycling. This should be over and above facilities community programmes, continue to be properly required as part of a ‘Velib’ style cycle hire scheme funded and new projects developed.

Recommendation 8 – TfL should review the work Recommendation 14 – TfL should ensure that carried out in LB Southwark, LB Ealing and City of information on local cycle parking facilities and cycle Westminster to develop a London-wide GIS system routes is available at all Underground and Overground to provide a database of cycle stand locations. stations, and to provide information about parking on maps, on journey planner and other relevant Recommendation 9 – TfL should work with boroughs marketing. TfL should also work with Network Rail to and the LCC to ensure that appropriately located, encourage them to provide information on cycle secure cycle parking is rolled out across all London parking at their stations and on their publicity. Underground and Overground stations and major transport hubs.

14 breaking down barriers to cycling in london: a joint paper by London Councils and the London Cycling Campaign London Councils is committed to fighting for more resources for the capital and getting the best possible deal for London’s 33 local authorities

London Cycling Campaign is a registered charity whose mission is to make London a world-class cycling city. Since 1978, we have been improving facilities, providing information and raising the profile of cycling across London. London Councils 1 59 /2 Southwark Street London SE1 0AL www.londoncouncils.gov.uk 020 7934 9558 design: Robson Crome images: Third Avenue publication date: November 2008