2006-2011 LTP Annex 2

Introduction

Warwickshire County Council has for many years supported the promotion of cycling as a healthy, environmentally friendly, affordable and accessible mode of transport, publishing its first Cycle Action Plan in 1995. Since the adoption of the Government’s National Cycling Strategy in 1996, national transport policy has increasingly emphasised the importance of cycling within an integrated and sustainable local transport system.

Warwickshire’s first Local Transport Plan (LTP), published in 2000, included a number of policies and actions aimed at increasing the amount of cycling. The LTP cycling strategy has been instrumental in progressing the development of cycling in the county over the past five years and directing considerable investment towards new cycle infrastructure.

The production of the second Local Transport Plan in 2005 provides an opportunity to review progress towards the overall aim of increasing cycle use and to take on board relevant new policy developments and guidance in order to produce an updated cycling strategy for Warwickshire. Cycling is relevant to each of the government’s ‘shared priorities’ for transport, which form the underlying themes of the second LTP: safer roads, improving accessibility, improving air quality and reducing congestion.

The purpose of the Cycling Strategy is to bring together in a single document the policies and actions required to further improve conditions for cycling and deliver an increase in cycle journeys in Warwickshire. The strategy sets out a framework for the further development of cycling in Warwickshire as part of the overall integrated LTP strategy.

The Cycling Strategy will aim to consider the needs of users of all types of cycles, including tandems, folding bikes and electric cycles. Electric bikes are classified as cycles so long as they are limited to a maximum speed under power of 15mph and an average power of 200W.

It must be emphasised that this document forms a long-term strategy for cycling and it will not be possible to achieve everything within the life of the next Local Transport Plan or even the subsequent one. The action plan at the end of the strategy lists the key steps that the County Council will take over the short, medium and long term, to encourage more people to cycle.

This document outlines:

• The objectives of the strategy;
• The local and national policy framework for cycling;
• Problems and opportunities in the development of cycling;
• The current situation in Warwickshire;
• The strategy to be developed in response to the above; and
• An action plan to guide implementation of the Cycling Strategy.

Aims and Objectives

The Cycling Strategy is a daughter document of Warwickshire’s LTP and is therefore guided by the wider local transport objectives of the LTP.

The overall aim of the Cycling Strategy is encapsulated in the statement below:

'To bring about an increase in the amount of cycling in Warwickshire by improving the safety and quality of the cycling environment and promoting cycling as a healthy, sustainable and attractive transport choice.'

The objectives of the Cycling Strategy are as follows:

• To encourage more people to cycle instead of using cars for short journeys;
• To develop safe, convenient, and attractive cycle route networks;
• To address real and perceived concerns regarding cycle safety;
• To integrate cycling with public transport facilities and services;
• To ensure that the needs of cyclists are considered in all new highway and development schemes;
• To promote the benefits and raise the status of cycling as a mode of transport; and
• To publicise and improve opportunities for recreational cycling across the County.

The goal is to get more people cycling for utility journeys – the journeys that people do everyday to school, to work, to the shops, to the rail station and to other locations and facilities. Encouraging more recreational cycling can also contribute towards this goal by helping to develop a ‘cycling culture’ and maximising the wider benefits of cycling for health and the environment.

The Policy Context

The Strategy has been developed within the National, Regional and Local policy environment and aims to be consistent with the wider framework.  An overview of the policy background is provided in Annex 1 of the LTP. 

Since the adoption of the Government’s National Cycling Strategy in 1996, there have been a number of key transport policy developments emphasising the importance of cycling within an integrated and sustainable transport system.

The National Cycling Strategy provided a framework for the development of cycling, and set a challenging target to double existing levels of cycle use by the end of 2002 and to double that again by the end of 2012. Local authorities, other public bodies and private organisations were invited to set local objectives and targets that contributed to this central target. The key elements of the strategy were making travel sustainable, improving cycle security, promoting cycling and changing attitudes, and ensuring transport planning makes adequate provision for cycling.

The Transport White Paper in 1998 set out the Government proposals to create a better, more integrated transport system both nationally and locally. Cycling was identified as being key for achieving modal shift for short journeys up to 4 miles. The White Paper introduced the requirement for local authorities to produce Local Transport Plans, including a strategy to encourage cycling.

Planning Policy Guidance Note 13 (PPG13) on Transport aimed to integrate planning and transport to promote more sustainable transport choices, promote accessibility to jobs and services by public transport, cycling and walking and reduce the need to travel. It contained specific guidance on how local authorities should encourage cycling through development plans and determining planning applications.

In 2000, the Government published its 10 Year Plan for Transport up to 2010-11. This included a target to treble the number of cycling trips from their 2000 level by 2010, replacing the previous National Cycling Strategy target.

The Future of Transport White Paper, published in July 2004, outlined how the government intends to increase cycling and walking over the coming years, through a combination of local action planning, strong marketing, sharing good practice and national demonstration projects. A key development was the abandonment of the national cycle use target in favour of more focused local targets to increase cycling.  Around the same time, an Action Plan for Cycling and Walking was published, detailing a range of practical actions that the government will take to support the efforts of local authorities to encourage more walking and cycling. It also describes a number of best practice case studies.

The publishing of the Government’s public health White Paper ‘Choosing Health: Making Healthy Choices Easier' in October 2004 recognised the importance from a public health perspective of encouraging walking and cycling.  One of the overarching priorities of the White Paper is to increase the amount of exercise that people take. Walking and cycling are highlighted as having key roles to play because they are regular forms of physical activity that can be easily fitted into peoples' daily routines. Improving opportunities to walk and cycle will be part of a strategy to market healthy lifestyles and the White Paper also endorses the importance of the National Cycle Network for achieving better public health.

The Current Situation

The National Picture

Cycle use in the UK has been declining as a form of transport for many years, and now accounts for less than 2% of all trips and 0.6% of distance travelled. 

This is significantly lower than other European countries with climates and topography no less conducive to cycling than the UK. In Germany, 11% of trips are made by cycle and in Denmark this figure is 18%. In the UK, only 2% of secondary children cycle to school regularly compared with 60% in the Netherlands.

Despite low levels of cycle use for utility journeys, there is a strong interest in recreational cycling in the UK. Cycle ownership in the UK is also high, with around 20 million people owning a bicycle, indicating that there is clearly potential to increase the amount of cycling. This is particularly the case when it is considered that 42% of journeys are under 2 miles, and most journeys less than 5 miles. However, there are a number of perceived or actual barriers to cycling for many people, of which concern about safety when cycling in traffic is perhaps the most prominent one. 

Whilst most statistics have continued to point to a decline in cycling, there have been some positive signs that cycling levels may be increasing. DfT traffic statistics showed a 3% increase in pedal cycle traffic in the first quarter of 2004. Monitoring on the Sustrans National Cycle network has shown a 10% increase between 2002 and 2003.

The Local Picture - Progress to Date

Warwickshire’s first Cycling Action Plan (1995) set out a number of policies and actions aimed at increasing the amount of cycling. The first LTP, published in 2000, built on this strategy and committed considerable resources to the further development of cycling in the county. Efforts have been focused on developing cycle networks in the urban areas of the county and working with Sustrans to deliver the National Cycle Network. To date, approximately 60 km of dedicated cycle lanes and cycle tracks have been implemented in the main towns. The County Council has also developed 11 leisure cycling routes throughout the county.

The needs of cyclists are now considered as part of all new highway and transport schemes and as part of the planning process for new developments, ensuring that further improvements for cyclists are secured through wider scheme delivery and the land use planning system.

The County Council, in conjunction with the five District/Borough Councils have established cycle forums in Warwick District, Nuneaton and Bedworth Borough, Rugby Borough and Stratford District, to act as a means of consultation with local cycle interest groups and other bodies involved in the development of cycling. Cycling interests are also represented on the Warwickshire, Solihull and Coventry Local Access Forum, and Warwickshire’s Countryside Access Liaison Group, who have advised on the production of the CAROWIP.

In 2002, the English Regions Cycling Development Team (ERCDT) completed a detailed study of cycling policy and practice of each highway authority in England, producing an overview of the state of cycling in the authority and an assessment of its performance against ten key criteria. Warwickshire received an above average assessment score within the West Midlands region in 2003. This score was further improved in a review carried out in 2004, after the County Council embraced many of the recommendations arising from the assessment. The remaining recommended actions from this assessment have been integrated into the new Cycling Strategy.

The Citizens Panel 2004 showed that 41% of respondents thought that cycling and pedestrian facilities in the main towns had improved over the past 5 years.

Cycling in Warwickshire

Warwickshire is a relatively flat county, with towns that are generally compact and an ideal size for cycling. Most cycling takes place in the urban areas, where distances between peoples' homes and key services and facilities are generally short. However, monitoring has revealed a similar picture in Warwickshire to the national trend in that cycling accounts for only a small proportion of journeys.

The main sources of information on cycle use in Warwickshire are:

• Census data, produced every 10 years;
• Cordon counts carried out every two years in each of the main towns;
• Automatic cycle counters installed on all new cycle tracks; and
• Consultation process for the CAROWIP.

Although some increases in cycling have been recorded where new cycle facilities have been constructed, cordon count data and census data indicate an overall decline in cycling levels in Warwickshire, in line with national trends.

Cordon counts show that cyclists made up only 1% of traffic entering Leamington town centre in 2003, down from 1.1% in 2001. This figure is slightly lower for each of the other main towns in the county. However, cordon counts are not able to provide an accurate picture of cycle use in the county, because they are carried out on the main radial routes in each town on only one day every two years. Cycle use is greatly affected by seasonal variations and weather conditions, and also does not necessarily take place only on the main routes.

Census data shows that the number of people cycling to work in Warwickshire has declined significantly over the last 20 years.  In 1981, 5.6% of journeys to work were made by cycle, but this declined to 3.8% in 1991 and to 3% in 2001.  Levels of cycling to work also vary across the county (see Table 5.1 below).

Whilst the average distance that people travel to work has increased in recent years, about a fifth of all working people in Warwickshire live within 2km of their work place and just under another fifth live between 2 and 5kms, indicating the clear potential for more commuter journeys to be undertaken by bike.

The annual School Travel Survey carried out by the County Council has recently revealed an increase in cycle journeys to school. Results of the 2004 survey recorded 4% of journeys were undertaken by bicycle, up from 2% in 2000.

Whilst utility cycling has continued to decline, leaflet sales for the numerous leisure cycling routes throughout the county indicates that recreational cycling is increasingly popular.

A dedicated cycling questionnaire was circulated as part of the Countryside Access and Rights of Way Improvement Plan (CAROWIP) consultation process in 2004. Over 50% of respondents cycle in the Warwickshire Countryside at least once a week, and nearly three quarters of respondents cycle for at least an hour, with most respondents cycling from their home.

Consultation

The Citizens Panel provides useful information from the public on a wide range of transport issues, including cycling. In 2001, 51% of respondents thought improving services for cyclists was essential or very important. However, 59% of respondents never used a cycle, and only 9% were regular cycle users. When people were asked what would make them cycle or cycle more or more often, the responses received are shown in Table 5.2.

Of those who would consider cycling more, the majority cited cycleways segregated from other traffic as the measure most likely to make them cycle more. Whilst a significant amount of progress has been made over the past decade in developing cycle route networks, it seems likely that the greatest benefit in terms of increasing cycle journeys will be achieved at a stage when more comprehensive and connected route networks are in place, enabling cycling to be a viable mode of transport for local journeys.

The CAROWIP cycling consultation attracted 228 responses and revealed that nearly 50% of respondents would be discouraged from cycling where they had to ride along or cross fast roads, and over 60% of cyclists are discouraged by paths in poor condition.  The three most popular factors that would make a recreational cycle ride more enjoyable are better surfaces, more Greenways and named / way marked routes. Awareness of the 11 recreational cycle trails varied between 20% (From Pooley Country Park) and 55% (Stratford  - Welford).

Problems and Opportunities

The decline in cycling is the result of a combination of socio-economic, demographic and cultural changes largely associated with the rise in car ownership. Despite the wide-ranging benefits of cycling as a mode of transport, there are significant physical and psychological barriers to cycling that the cycling strategy must address in order to increase the amount of cycling for local journeys.

Safety

Increased traffic levels have resulted in a general deterioration in cycling conditions on many roads in the county. A recent UK study showed that the major deterrent to increased cycle use among both existing and potential users was the perception of danger and the lack of cycle friendly infrastructure. Poor driver behaviour was a particular concern raised by local cyclists during cycle forum discussions.

Addressing these safety concerns must clearly be central to the Cycling Strategy. Physical improvements to the road network as well as cycle training and promotional campaigns aimed at both drivers and cyclists are  important in tackling the actual and perceived safety barriers to cycling.

Although cycling on roads is often perceived as a dangerous activity, accidents involving cyclists have in fact declined greatly over the past decade within Warwickshire.  Cyclists were the road users with the largest fall in casualties. In 2003, the number killed or seriously injured was 18, which is reduction of 62% from the 1994-1998 baseline figure. However, this decline may possibly be partly attributed to the decline in cycling levels.  It is also likely that many cycle accidents or near misses go unreported. Safety at junctions is a key issue, as around three quarters of cycle casualties occur at or near to junctions.

It is worth acknowledging that the British Medical Association have concluded that the benefits of cycling are likely to outweigh the loss of life through cycling accidents by 20-1. You are far more likely to suffer illnesses such as heart disease, stroke and diabetes than be injured whilst cycling.

Cycle Security

Fear of bicycle theft can be a major deterrent to cycling for local journeys. Good quality cycle parking at convenient locations in town centres, at public buildings, rail stations and other public transport interchanges and local shops has a role to play in reducing theft and providing cyclists with the necessary reassurance that they will find a secure place to leave their bike at the end of the journey.

Many people are deterred from considering cycling to work or school / college due to a lack of facilities at their workplace, such as secure parking, lockers and showers. Employers can be encouraged to provide facilities for cyclists through the adoption of Travel Plans, either voluntarily or as a requirement through the planning process. School Travel Plans can also include the provision of cycle parking for pupils and staff.

Increasing Journey Lengths

Demographic changes, changes in patterns of employment and living, rising car ownership and decades of planning for the car have resulted in a dramatic rise in average journey lengths. Land use planning policies now aim to reverse this trend and encourage more sustainable forms of development that support cycling as a viable mode of transport.

However, despite the above trend, a quarter of all car journeys are under 2 miles, and around two thirds are under 5 miles, distances which can easily be cycled by most people. Longer journeys can often be undertaken by cycling in combination with public transport. Cycling can clearly play a greater role as a mode of transport for these local journeys, particularly in urban areas, where residential areas and key trip generators are generally within cycling distance. The average length of utility cycling journeys is about 4km.

Social Attitudes

In the UK, many people hold negative views of cycling as a mode of transport, and often associate cycling with low social status. This contrasts with many other European countries, where cycling is part of the culture and is viewed as the best way to get around in towns and cities for all sectors of the population. Changing ‘hearts and minds’ and improving the image and status of cycling is a difficult task, and is likely to be a long-term process, however, it is important that the County Council grasp the opportunity to raise the status of cycling. Convincing individuals that the health, fitness, cost saving and often time saving benefits that cycling can offer them outweigh the perceived disincentives is a major challenge for cycle promotion initiatives. 

Congestion

Congestion is a serious and growing problem on the U.K. road network, costing the economy billions of pounds every year and negatively affecting quality of life for many. Reducing and mitigating the effects of congestion at a local level is a major objective of the government’s transport policy and cycling has a role within the overall strategy to address this problem. Congestion is particularly severe in urban areas during peak hours, and many of the car trips contributing towards the problem are short local ones, often driver only, which could easily be undertaken by cycling or cycling in combination with another mode such as the train. Cycles take up significantly less space than cars, and are therefore a far more efficient use of available road space. In addition, cycling can often be the fastest mode of transport for short urban journeys.

Air Quality

Cycling produces no emissions or adverse affect on the environment and can therefore contribute towards air pollution reduction objectives, both locally and globally. Emissions from transport make up a quarter of UK CO₂ emissions. Whilst air quality across the county is largely good, there are a few areas where Air Quality Management Areas have had to be declared or will soon be declared due to poor air quality (more details are provided in Part 2 of the LTP).  All of the potentially emerging air quality issues in Warwickshire are related to road traffic in and around the County’s town centres and along major commuter arterial routes and junctions. Improving cycling conditions along these corridors in order to encourage more people to cycle, instead of using their cars for local journeys, can therefore play a part in the overall strategy to improve air quality.

Health Benefits

Increasingly sedentary lifestyles, largely due to an over dependence on the car, have contributed towards a number of public health problems that are increasing at an alarming rate in the UK. Rising levels of obesity, heart disease, diabetes and strokes are now of serious concern to the health sector. The government’s public health white paper recognises the value of walking and cycling as forms of physical activity which an easily be incorporated into people’s daily routines. Both are activities which most people are able to undertake because they require no special skills and minimal financial outlay.  

The Health Select Committee’s report on obesity (May 2004) states, ‘If the Government were to achieve its target of trebling cycling in the period 2000-2010…that might achieve more in the fight against obesity than any individual measure we recommend in this report’.

The Countryside Access and Rights of Way Improvement Plan (CAROWIP) consultation revealed that the main reason why people cycle in the countryside is for health and fitness. Capitalising on the raised public awareness of the need to take more exercise offers perhaps the greatest potential for encouraging more people to cycle, and this will be a key aspect of cycle promotion activities.

Cycling also offers wider benefits for public health, including contributing towards air pollution reduction, improving road safety, and improving social cohesion.

Social Inclusion

Improving access to key services has emerged as a major strand of the government’s transport and social inclusion agenda. Whilst levels of car ownership are higher in Warwickshire than the West Midlands or England and Wales as a whole, 19% of households do not have a car and therefore may experience problems accessing employment opportunities and essential services.

Cycling is a low cost mode of transport, requiring no tax, insurance, MOT or parking fees and minimal maintenance costs. With some basic training, cycling an activity that almost everyone is able to undertake, from children to elderly people. It is therefore a mode of transport available to most sectors of the population, providing a means of access to jobs, education and basic services necessary for everyday life.

The new local accessibility planning agenda will help identify how improvements to cycling infrastructure can improve accessibility to key services and opportunities for those groups and areas experiencing particular barriers to access.

The Strategy

Meeting the overall objective of the Cycling Strategy to increase cycle use will require a combination of elements. These can broadly be broken down into ‘hard’ measures to improve physical conditions for cycling and ‘soft’ measures to promote cycling and behavioural change, including education, training and publicity.

The following section sets out a range of policies to encourage more people to cycle.  A brief discussion of each policy and the actions required to implement it is included. A list of actions, together with timescales, can be found in the Action Plan at the end of the document.

Consultation and partnership working

Cycle forums have been established in Warwick, Stratford, Nuneaton and Rugby as a means of consulting with local cyclists on general cycling matters, cycling schemes and wider strategy issues. It is also important to consult with those who currently do not cycle, as well as existing cyclists, if we are to encourage more people to take up cycling. Opinion surveys, such as the Citizens Panel, will also be used to inform the implementation of the Cycling Strategy. Public consultations are carried out on all new cycle schemes, and we are also carrying out route user surveys to obtain further qualitative data on cycling in Warwickshire.

Delivering the objectives of the Cycling Strategy will also require partnership working with a number of groups and organisations, including District / Borough Councils, Sustrans, British Waterways, local employers, schools and colleges and the health sector. This is necessary to improve cycling infrastructure, maximise sources of funding and to develop successful promotional initiatives.

Cycle route networks

A key element of the strategy is to improve physical infrastructure for cyclists through developing coherent and connected cycle route networks. Cycling has the most potential for short journeys within urban areas, where residential areas are generally within easy cycling distance of schools, shops, town centres, rail stations and other key trip generators. Developing cycle infrastructure in urban areas is therefore also generally the most cost-effective use of resources.

Town cycle route network plans

In consultation with local cyclists, cycle route network plans have been developed for each of the main towns in the county: Leamington Spa, Warwick, Nuneaton/Bedworth, Rugby and Stratford. The main priorities in developing the cycle network plans are to establish good cycling links serving key trip generators such as schools, colleges, employment areas, town centres, public transport interchanges and leisure centres.

The cycle network plans will be used to co-ordinate the development of future cycle routes through the LTP programme, partnership initiatives and opportunities arising from new developments.The plans are working documents and are likely to be amended in the light of further audits and reviews, new development opportunities and consultations. Whilst the plans highlight the strategic corridors where it is desirable to improve cycling conditions, traffic volumes and physical conditions may mean it is difficult to provide quality cycle infrastructure. In such cases, alternative routes away from the heavy traffic flows may be investigated and promoted. However, directness of cycle routes will also be a key consideration alongside safety issues.

The cycle network plans include proposals for off-highway cycle links through open spaces and along riversides/canal towpaths where opportunities exist. These green corridors provide convenient, attractive, traffic-free routes for both leisure and utility journeys. Development of these routes will require joint working with District and Borough Councils and other organisations such as British Waterways and other landowners.

Copies of the proposed cycle network development plans for each of the main towns of the County can be found on the Warwickshire website (www.warwickshire.gov.uk).

Prioritising routes

To prioritise routes for implementation the County Council will assess the potential of each route to increase levels of cycling and contribute towards reducing congestion, improving air quality, improving road safety and improving accessibility. Now that the basic networks have been established in each of the main towns within the County, the need to link up routes within these urban areas to develop a coherent and connected network is also a key consideration and high priority will be given to completing ‘missing links’.

Safer Routes to School

Over the past ten years, the number of children walking to school has halved, while the number being driven to school has doubled. The Safer Routes to School initiative aims to encourage children to walk or cycle to school, by improving the safety of pedestrian and cycle routes.

New cycle routes developed under the Safer Routes to School project will form a significant part of each of the town cycle networks, and are often equally useful for other utility journeys, particularly for novice cyclists. Co-ordination between the development of these schemes and development of the wider cycle route network will ensure that maximum benefit is achieved.

Advisory cycle routes

A cycle route network does not consist only of cycle tracks or cycle lanes. Quieter roads with low traffic volumes and low speeds are often ideal for cycling and can be used as a means of access onto dedicated cycle routes, or as an alternative to busy roads for less confident cyclists. These cycle-friendly roads will be identified and promoted as ‘advisory cycle routes’ where appropriate, particularly where they provide useful links to key trip generators or onto the dedicated cycle route network.

Inter-urban and rural cycle routes

Whilst priority over the lifetime of the LTP 2006-11 will be given to further developing the cycle route networks in the five main towns for the reasons outlined earlier in this section, key inter-urban routes will be identified so that improvements can be considered if and when opportunities arise, such as through use of developer funding. Development of inter-urban routes using LTP funding will be a medium to long term priority. However, the County Council is committed to continuing to work with Sustrans to complete the National Cycle Network within Warwickshire, which will include some infrastructure improvements on inter-urban sections (see Policy CY3).

Limitations on resources will make it unlikely that the County Council will be able to provide significant funding in the short term for cycle routes in smaller towns and rural areas, beyond supporting development of the National Cycle Network. In some cases there may be relatively low cost opportunities to upgrade specific public footpaths to cycleways or to improve specific public bridleways (where cycling is already permitted).   The CAROWIP will aim to identify a range of key links and routes from urban centres to the recreational network and linking missing sections within the rural network.  Each identified section will be assessed on a case-by-case basis and may include for example upgrading existing footpaths or creating new routes parallel to busy roads.

Canal towpaths

Canal towpaths provide attractive, traffic-free routes for cyclists, both for utility and leisure journeys. They can form important links within town cycle route networks and also provide useful sustainable transport links between rural and urban areas. There are 106km of canal towpaths within Warwickshire, and it is the long-term aim of British Waterways to upgrade the entire length to ‘multi-user path’ status. The County Council will work with British Waterways to achieve this aim, particularly in urban locations, where canal towpaths can contribute towards the objective of increasing cycle use for utility journeys.

Sustrans National Cycle Network

Sustrans, the sustainable transport charity, has responsibility for co-ordinating the development of the National Cycle Network. The network currently extends to over 10,000 miles with more planned in the future.  Much of the network utilises traffic-free routes or quiet roads to encourage more people of all ages and abilities to cycle, both for leisure and for utility journeys.

There are 4 National Cycle Network routes within the Warwickshire, which have been developed or are under development through partnership working between Sustrans, the County Council and other organisations:

• NCN 5: Stratford – Birmingham (opened 2000);
• NCN 41: Rugby to Leamington Spa (opened June 2005);
• NCN 52: Stratford-upon-Avon - Warwick – Coventry – Nuneaton – Derby (partially complete); and
• NCN 53: Birmingham – Coventry – Rugby (partially complete).

The County Council recognises the importance of the National Cycle Network in the overall promotion and development of cycling.  Monitoring of the National Cycle Network shows an increase in cycling journeys from 60 million journeys in 2000 to 126 million in 2003. Whilst many of these journeys are for recreational purposes, it is believed that encouraging people to cycle for leisure may lead to more people cycling for utility journeys. The National Cycle Network routes often form the backbone of the town cycle networks and also provide valuable inter-urban cycle links. Developing links onto the National Cycle Network will be an ongoing aim of the cycling strategy, to enable as great a proportion of local people as possible to access the network.

The consideration of cycling within improvements to the wider transport network.

Cycle lanes and cycle tracks form only part of the network for cycling, and the aim is for cyclists to be able cycle safely and comfortably on the wider transport network. The County Council will improve cycling conditions where possible through traffic management and safety improvement schemes, such as traffic calming, speed reduction initiatives, advanced stop lines at junctions, contra-flow cycle lanes on one-way streets and gaps for cyclists at road closures. Providing improvements for cyclists through non-cycling schemes help to develop 'invisible infrastructure' for cycling and creates a more friendly environment.

Cycle audits

The County Council carries out formal cycle audits to assess the cycle-friendliness of all new highway schemes at various stages of design and implementation. A cycle audit is defined as ‘a systematic process, applied to planned changes to the transport network, which is designed to ensure that opportunities to encourage cycling are considered comprehensively and that cycling conditions are not inadvertently made worse’.

Cycle audits are undertaken on proposed local safety schemes and measures to serve new developments as well as general road improvement schemes to ensure that cyclist’s needs are considered.These audits will include the needs of recreational cyclists to ensure that highway schemes do not sever or compromise the recreational network.

Improving safety at problem locations

Cycle accident data and feedback from local cyclists / cycle interest groups can help identify particular problem locations for cyclists. This information can be used to investigate the potential for remedial action where it could address a potential safety problem or release significant suppressed demand for cycling.

Remedial action may be taken either to improve the existing highway or to remove the cyclists from the highway or upgrading footpaths to multi-user routes where they provide a commodious alternative route.

Recreational cycling

Despite the overall decline in cycling levels, cycling is increasingly popular as a leisure pursuit and as a means of enjoying the countryside. The growth in sales of mountain bikes and hybrid bikes has led to an increase in off-road cycling, particularly in attractive countryside areas.

As well as the wider health and environmental benefits of recreational cycling, it is believed that encouraging people to cycle for leisure may lead to some considering cycling for utility journeys. Promoting opportunities for recreational cycling is therefore an important component of the overall strategy to increase cycling.

The county’s rights of way network covers over 1,700 miles, although less than 20% of this network can be used by cyclists, i.e. it has public bridleway status or above.  These routes are generally open and available but their condition is more suited to mountain bike use than touring use.  Whilst much of the network is rural, it links communities, can provide an alternative to cycling on roads and verges making local journeys possible and more pleasant and provides access from urban and urban fringe areas into adjoining countryside.  Paths through open spaces in urban areas are also often used for recreational cycling.

The County Council has developed 11 way-marked countryside leisure routes using quiet roads, tracks, and bridleways, each accompanied by a high quality map / guide.  Greenways and Country Parks offer traffic-free cycling opportunities particularly suitable for novice cyclists and families, providing the ideal environment to gain skills and bike handling confidence.

We intend to deliver this policy by addressing the following priorities:

Information

• Promoting safe opportunities for cycling at country parks and other attractive countryside locations within Warwickshire;
• Providing information on cycling within the county:

• to raise awareness of local opportunities, both in towns and rural areas;
• to encourage local tourism;
• to promote opportunities to non-users;
• to improve confidence of all users and potential users.

• Working with others to provide accurate and high quality promotional material; and
• Liaison with Ordnance Survey over inclusion of promoted routes on OS maps.

Infrastructure

• Working to develop opportunities for cycling in parks, open spaces and along green corridors such as canal towpaths and disused rail lines, both within rural and urban locations;
• Maintaining and improving the path network;
• Improving the surface condition of selected routes where they provide a key link in the off road network;
• Protecting the existing networks, and evolve them to fit the requirements of the 21^st century; and
• Seeking to minimise the impact of fast and busy roads on promoted recreational routes by investing in verge improvements and “behind the hedge” schemes.

Events and activities

• Promoting, developing and hosting activities that encourage cycling and local tourism;
• Working in partnership with parish councils, community and user groups; and
• Organising sporting and leisure events, such as cycle races and guided cycle rides, to promote recreational cycling and the wider benefits of cycling.

Partnership Working

• Working with others to promote opportunities for safe cycling;
• Working with Parish Councils to develop safe parking in rural areas for cyclists; and
• Working with the Highways Agency and Network Rail to improve at-grade crossings and key verges of major roads and railway lines.
• Working with British Waterways to upgrade Warwickshire’s canal towpaths to multi-user status.

Cycle parking / cycle security

Cycle parking in public places

Lack of good quality, secure cycle parking at key destinations can act as a significant deterrent to cycling, particularly for journeys that involve leaving a bicycle parked for long periods of time.

The County Council aims to ensure an appropriate supply of good quality cycle parking is provided in town centres, at public buildings, suburban shopping centres, public transport interchanges and at country parks. For long stay cycle parking, cycle stands may not offer the necessary level of security and cycle lockers or secure cycle compounds may be more appropriate. This consideration is particularly relevant for rail stations (for further details on cycle parking at public transport interchanges see Policy CY7).

Cycle parking at workplaces and schools

Cycle trips to work and school are a key focus of the Cycling Strategy, but without adequate trip end facilities people will not consider cycling even if a dedicated cycle route is provided. The County Council will ensure that appropriate cycle parking facilities are provided at new developments through the planning process. Large employers are encouraged to provide cycle parking for employees and visitors as part of company travel plans. The Safer Routes to School programme can fund cycle parking facilities at schools and funding can also be secured from the DfT when a school travel plan is submitted. Leisure centres, doctors’ surgeries and community centres are other locations where cycle parking is particularly important and we will seek to encourage provision of parking at these destinations.

Integration with public transport

Cycling and rail travel are easily combined to enable longer journeys to be undertaken without the use of a car. Encouraging cycle use can improve access to the rail network and significantly increase the catchment areas of rail stations. The importance of ‘bike-rail’ journeys has been increasingly recognised by the rail industry in recent years. The Strategic Rail Authority published a Cycling Policy in November 2004, which seeks to increase the number of rail journeys that involve the use of a cycle through improved access and parking at stations, improved bike-rail integration and clearer information about services available to cyclists.

Cycle routes to stations

Good cycle links to public transport interchanges are vital to facilitate cycling as part of longer journeys. Rail stations are one of the key destinations on the town cycle route network plans, and links to stations will accordingly be given high priority in future implementation programmes. Rail stations in each of the main towns of the county are either on or in close proximity to the National Cycle Network.

Cycle facilities at stations

Of equal importance in encouraging bike-rail journeys is the provision of high quality, secure, covered parking facilities. Cycle lockers are now increasingly being installed at rail stations, as they offer complete security for commuters leaving their bikes for long periods of time. The County Council will work in partnership with train operators to improve cycle parking provision at rail stations, as well as ensuring good access within the station itself for cyclists. We will also seek to ensure that good publicity is provided for the ‘bike-rail’ journeys and for new cycling facilities at stations.

Cycling and bus travel

Whilst cycling is most frequently combined with rail travel, facilities for cyclists will also be provided at new bus stations and major bus stops where appropriate.

Planning and new developments

Land use planning has a major role to play in reducing car dependence and encouraging the use of more sustainable forms of transport. In line with national planning guidance, two specific objectives of Warwickshire’s Structure Plan (1996-2011) are to reduce the distances people need to travel and to support walking, cycling and public transport as alternatives to the private car.

Warwickshire’s Land Use and Transportation Strategy seeks to ensure the integration of land use planning and transport in order to promote sustainable patterns of development which reduce the need to travel, encourage more sustainable travel choices and promote accessibility to jobs and services by public transport, cycling and walking.

Developer contributions

The County Council, as transport authority for Warwickshire, is consulted by the five District and Borough Councils on the transport implications of planning applications and can recommend measures that may be required to minimise any adverse effect on traffic flows. 

Where appropriate, contributions are secured from developers to fund new cycle infrastructure and improve existing routes for non-motorised users in the vicinity of the site, in accordance with the ‘Sustainability Criteria’ within the Land Use and Transportation Strategy. New developments are an important source of funding for new cycle routes and can make a significant contribution towards the development of the town cycle network plans. At the very least, it will be ensured that new developments do not sever existing or proposed cycle routes, or result in a net loss of network for non-motorised users.

Provision for cyclists at new developments

The County Council seeks to ensure that new developments encourage cycling, through provision of adequate cycle parking and good cycle access within the site. The County Council’s Transport and Roads for Developments document details the standards required for new road construction at new developments, including provision for cyclists and pedestrians.

Developments over a certain size are also required to produce a travel plan, in accordance with the County Council’s Practice Note for Developers. A travel plan coordinator must also be appointed and a target set for the car/employee ratio to not exceed a given percentage, with alternative modes of transport promoted for the journey to work.

Training and education

Cycle training

Training plays a key role in promoting safe and responsible cycling, and providing the necessary skills and confidence for cycling on today’s roads.

The County Council offers both on and off-road training, training over 3500 young people every year, and cycle training is promoted extensively through exhibitions, press releases and local events. The Government as recently launched a new national standard for child cycle training, and the County Council  will consider how this will impact upon their training programmes and strategy.

Adult training is available and actively promoted by the County Council, with the aim of targeting those who would like to take up cycling but lack confidence to cycle on roads. Training is now being promoted at key large employers through the travel plan process, with the County Council leading by example by offering training for it’s employees.

Cycling and pedestrians

As traffic levels have risen, many people perceive cycling on busy roads as unsafe and some opt to cycle on pavements and public footpaths to avoid cycling in traffic. In some locations, this can cause conflict with pedestrians, particularly elderly people or those with mobility impairments. Cycling on footways is illegal and therefore primarily an enforcement matter, but it is hoped that improving cycling conditions and providing cycle training to raise skills and confidence levels will lead to a decline in the numbers of people cycling on pavements. The County Council will also raise awareness of this issue through publicity, such as cycle map / guides and web pages.

On shared use cycle and pedestrian facilities and bridleways, the County Council will encourage responsible cycling and courtesy to pedestrians and horse riders through the cycle training programme and promotional initiatives, such as the town cycle route maps and guides.

Raising driver awareness

Poor driver behaviour was raised as a particular concern amongst local cyclists during consultations with cycle fora. The County Council will use publicity campaigns and promotional material to encourage courteous and considerate driving behaviour towards cyclists, and also raise the status of cyclists as road users.

Design

There are many factors influencing the type of cycle infrastructure that can be provided for cyclists along any proposed new cycle route, including traffic volumes and speeds, available road width, resource constraints, local priorities and the type of cyclists who will be using the route. The diversity of the county means that the appropriate provision is highly dependent on local circumstances.

Providing for the needs of different cyclists

When identifying the most appropriate cycling infrastructure along a particular route, we will typically consider the ‘design’ cyclist and the type of journeys the route is most likely to serve. There is also a need to consider those who currently do not cycle but whom we need to attract in order to increase cycling levels.

There are a number of different types of cyclists and each has their own requirements with regard to cycling facilities. Experienced cyclists generally prefer more direct on-carriageway routes, with minimum delays along the route. However, new or inexperienced cyclists may only feel confident cycling away from traffic or on quieter roads and place more emphasis on safety than directness.

Providing for the needs of different cyclists within available resources can be difficult. Most cycling takes place on the road and therefore the underlying principle is that where possible, the carriageway should be made safer for cyclists. A range of national guidance, including the recent Local Transport Note (2/04) on Planning, Policy and Design for Cycling and Walking, backs this principle. However, opportunities to provide traffic-free routes, which offer a safe and attractive alternative to direct on road routes, will be maximised. Cycle routes developed through the Safer Routes to School programme and as part of the National Cycle Network will generally offer the type of cycle facilities preferred by novice cyclists and children.

Shared use cycle paths

As stated above, the County Council will aim to improve conditions for cycling on the carriageway where possible. However, road conditions or the type of cyclists likely to use a particular route may mean that on-carriageway cycle facilities are not appropriate, and provision of off-carriageway facilities alongside the road may be more suitable.

Shared use footpaths / cycle paths can be unpopular with pedestrians and need careful consideration before they are introduced. Encouraging more walking is also a key national and local transport objective and we wish to avoid inconveniencing pedestrians when introducing new cycle infrastructure. In accordance with current guidance, the County Council will generally consider introducing shared-use facilities only under the following circumstances:

• Adjacent to roads with a speed limit of 40mph or more;
• As part of Safer Routes to School schemes;
• As part of National Cycle Network schemes;
• When a cycle facility is clearly desirable, but carriageway widths / conditions prohibit on carriageway cycle provision;
• Where the proposed route is not adjacent to a carriageway e.g. the need to upgrade a public footpath which crosses fields or runs between houses; or
• For key recreational routes where there is no existing surfaced pedestrian provision.

Cycle infrastructure design

Good design is of high importance when providing new cycle infrastructure intended to attract more people to cycle. Whilst existing highway conditions mean that there are often many constraints on the design of cycling facilities, the County Council will consider the five core principles when designing new cycle infrastructure, in accordance with Local Transport Note 2/04:

• Convenient;
• Accessible;
• Safe;
• Comfortable; and
• Attractive.

The County Council has developed internal cycling design guidelines, ‘Cycle Facilities: Standard Details and General Design Considerations’. These guidelines will be adhered to, as far as is practically possible, in the design of all new cycle schemes and within other highway schemes which involve provision for cyclists.

Maintenance

Maintenance is an important issue for cyclists as they can be particularly affected by problems such as poor road surface condition, poor drainage and overhanging vegetation.

Highway maintenance

Highway maintenance policies have been developed to take into account the needs of all road users, and, in common with other users, the main requirements for cyclists are networks that:

• Are free from dangerous surface defects such as potholes and uneven surfaces;
• Are free from branches and vegetation which reduce visibility or which overhang and cause an obstruction;
• Have non skidding surfaces;
• Are free of snow and ice; and
• Can be used without fear of crime.

However, cyclists generally use the edge of carriageways, where defects and obstructions can accumulate, meaning that they have specific needs in terms of highway maintenance. The County Council will consider the scope for taking the key routes for cycling more fully into account in its inspection, repair and winter maintenance procedures, including the cutting back of vegetation.  The forthcoming development of a Warwickshire Transport Asset Management Plan will include a review of maintenance standards. In winter 2004/5, a trial was carried out to grit cycleways in urban areas -  this will be extended with increased coverage during winter 2005/6.

A hotline line for reporting carriageway and cycleway defects is publicised, and all emergency repairs are made within 24 hours. It is also important for cyclists to be considered at roadworks, including those undertaken by utility companies.

Maintenance of off-carriageway cycle routes

Maintenance considerations are also of high importance for off-carriageway routes, as poorly maintained routes are unlikely to encourage more people to cycle. We will ensure that appropriate maintenance regimes are established at the development stage of new off-carriageway cycle routes.  Key issues include ensuring overhanging vegetation is cut back and that routes are swept at regular frequencies to keep them free from broken glass and other debris. 

Marketing and Promotion

Promotional measures are a vital component of the cycling strategy, as physical improvements to infrastructure alone are unlikely to generate a significant increase in cycling. There are a number of ways that cycling can be encouraged through ‘soft’ measures, including awareness campaigns, travel plans, cycling events, through publications and the media and through increased participation in recreational cycling.

There is now a stronger evidence base on the effectiveness of these soft factor interventions in encouraging a shift to more sustainable modes of transport and achieving behavioural change. We will therefore use new national best practice and guidance on the subject to explore new opportunities for developing soft measures to complement physical improvements to the cycling environment.

Workplace Travel Plans

Travel Plans are typically a package of practical measures to encourage and enable staff to choose alternatives to single-occupancy car-use. Expanding businesses and new developments are required by the County Council to adopt a Travel Plan in line with the May 2003 Practice Note for Developers in Warwickshire. Other large organisations are also encouraged to develop Workplace Travel Plans on a voluntary basis.

Travel Plans usually include measures to encourage employees to cycle to work, such as secure cycle parking, lockers and showers. Efforts to encourage the voluntary adoption of Travel Plans are currently being focused on public sector organisations such as local authorities and hospitals, which are major local employers. A new Travel Plan for Warwickshire County Council was produced in July 2004, setting out a range of new measures to encourage the use of alternative modes of transport for travel to work and business travel.

School Travel Plans

The Government aims to ensure that every school in England has a school travel plan by 2010. Warwickshire has a team of officers dedicated to working with schools to develop travel plans, which are then submitted to the DfT who allocate up to £5,000 for primary schools and £10,000 for secondary schools to implement measures inside the school grounds, such as cycle storage. 25 school travel plans were signed off in 2004/5 and it is hoped that this number will be exceeded in 2005/6.

Awareness campaigns

Cultural and attitudinal change towards cycling is needed if the potential of this mode is to be fully realised. Promotional initiatives focus on raising the status of cycling as a transport choice and overcoming the perceived barriers to cycling. There is evidence that promotional activity is most effectively targeted on those groups or individuals most likely to change their travel behaviour.

A range of promotional events are organised regularly by the County Council as part of the TravelWise initiative and in support of national events such as Bike Week. Other ongoing measures to raise the profile of cycling and promote the benefits it can offer include leaflets, bus advertising campaigns and regular press releases on a variety of cycling issues.

Information provision

Good quality information on local cycling opportunities and other cycling matters is important to both assist existing cyclists and to encourage those who do not currently cycle to take up cycling. Publicity for cycling includes route maps, network signage and web pages. The continuing development of the urban cycle route networks and the National Cycle Network means that there is a growing ‘product’ to market, making quality publicity and marketing measures increasingly important.

Health promotion

With growing public awareness of the health problems caused by sedentary lifestyles and poor diets, emphasising the health and fitness benefits of cycling offer perhaps the greatest opportunity for targeted promotional initiatives and within wider promotional activities.

Encouraging cycling as a leisure activity is important within the overall strategy, as it can increase personal fitness and confidence in cycling ability, and therefore increase the likelihood of cycling being used as a transport alternative. Participation in recreational cycling at an early age means that individuals are more likely to cycle as adults.

The Action Plan

The Action Plan below summarises the key actions within the Cycling Strategy and includes a timescale for these actions. For the purpose of the Action Plan, short term will be during the Local Transport Plan period 2006-11, medium term 2011-16 and long term 2016 onwards. 

The Countryside Access and Rights of Way Improvement Plan (CAROWIP) includes a range of actions which will contribute towards Cycling Strategy aims and objectives. The Action Plan therefore includes references to the specific actions in the CAROWIP relevant to each of the Cycling Strategy policies.