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MAYOR OF LONDON

Creating a chain reactionThe London Cycling Action PlanFebruary 2004

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

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

Foreword by Mayor Ken Livingstone 2

Part 1: About the Action Plan 31.1 Introduction 31.2 Stating the vision 4

Part 2: Cycling 62.1 Scope for change 62.2 Why do Londoners cycle? 72.3 Who cycles in London 82.4 Trends 102.5 Journey purpose 122.6 Benefits to London and Londoners 142.7 Barriers to cycling in London 16

Part 3: The Action Plan 223.1 Policy in practice 223.2 Headline targets 233.3 Objectives and actions 253.4 Delivering the Plan 253.5 Links to local authority cycling plans 263.6 Review and monitoring 273.7 Funding 283.8 Objectives 28

Objective 1 – Introduce quality conditions on the London Cycle Network+ 28Objective 2 – Increase cycle safety, access and priority 31Objective 3 – Increase cycle parking provision 32Objective 4 – Support innovative cycling schemes 33Objective 5 – Promote cycling and improve its status 34Objective 6 – Incentives and support for target groups 36Objective 7 – Increase mutual awareness and respect between cyclists, pedestrians and other road users 37Objective 8 – Promote cycle links and interchange schemes 39Objective 9 – Optimise the contribution to cycling from other schemes 40Objective 10 – Improve coordination and partnership 42

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

Content

We would like to acknowledge the copyright of photographs byJason Patient used in this publication.


Cycling has an important part to play in making London more sustainable. It is a quick,healthy, affordable and non-polluting form of travel that has the potential toincrease capacity on London’sbusy roads. More cycling willlead to less congestion byreducing the number of shortcar trips. It will also help reduce air pollution and bringimprovements in London’sstreet environment.

My long-term target, a 200%increase in cycling in London,reflects the important benefitsthat cycling can bring to theCapital, and by 2010 I expect tosee an 80% increase in cycling.

At my request, Transport forLondon (TfL) established aCycling Centre of Excellence to take forward a new dynamicstrategy for delivering improvements in every aspectof the cycling environment.

Infrastructure works will concentrate on improving cyclesafety, access, parking andimplementing the London CycleNetwork plus, a London-widenetwork, which has 900 kilometers of high demandstrategic cycle routes.

This will be supported by promotional campaigns that willraise the profile of cycling andmake sure Londoners have

access to good information andtraining resources.

Innovative projects such as aflagship ‘bike station’, will offercommuters an opportunity tocombine cycling and publictransport trips by providingcycle information, cycle hireand secure parking.

TfL will work to ensure thatcyclists’ needs are addressed inall transport projects. This willallow cyclists to share the benefits of projects such asarea-wide improvements andbus priority schemes.

The London Cycling Action Planprovides a comprehensive andinterlinked set of actions thatwill deliver significant benefitsto London’s cycling environment and encouragemore Londoners to take to theirbicycles. We have already beensuccessful in encouragingLondoners to switch from cartravel to public transport, andnow we need to put in placethe changes that will enablemore people to take up cycling.

I hope that I can rely on whole-hearted support and co-operation from the manypartner organisations in Londonwho can make a substantialcontribution in helping us deliver our ambitious cyclingprogramme.

2

Foreword by Mayor Ken Livingstone

Ken LivingstoneMayor of London


As a public document, theLondon Cycling Action Plan isavailable to anyone with aninterest in cycling, particularlyorganisations who have a roleto play in delivering the Mayor’svision for cycling in London.

Key organisations and sectorsinclude TfL, other transportproviders, London’s localauthorities, statutory agenciessuch as education establishments, the police,businesses and voluntarysectors.

During the comprehensive public consultation before theMayor’s Transport Strategy waspublished, many Londonersvoiced concern about the difficulties of cycling in London.In particular, they supportedmeasures to reduce traffic congestion and local initiativesthat would encourage morecycling. The Plan identifiessolutions to overcome manybarriers to cycling in London,and establishes a framework forsustained growth.

Part 1: About the Action Plan

3

1.1 Introduction


Objective 1: Introduce qualityconditions on the LondonCycle Network plus (LCN+)The LCN+ is a 900 km London-wide network of routes forcyclists, due for completion in2009/2010 (subject to available funding).

Objective 2: Increase cycleaccess, cycle safety and cyclepriorityPriority locations for safetywork will be identified andthere will be increased technical support (subject toavailable funding).

Objective 3: Increase cycleparking provisionGaps in provision for cycle parking at public spaces,schools, workplaces or in residential areas will beaddressed (subject to availablefunding).

Objective 4: Support innovative cycling schemesTfL will support the boroughs in developing an innovativeapproach to cycling that willincrease the appeal and advantage of cycling. This will

include bike loan systems,encouraging off-highway cycling and new concepts and techniques in traffic management and policing.

Objective 5: Promote cyclingand its statusLondon’s cycle guides will beupdated. Market research willunderpin a Marketing andPromotion Plan that will providea focus for promoting cycling.TfL will sponsor internationaland local cycling events.

Objective 6: Incentives andsupport for target groupsTfL will develop cycle training inLondon in partnership with boroughs and support measures to encourage a range of target groups such aschildren, women, commutersand disabled people.

In 2001, the Mayor released hisTransport Strategy (GLA 2001a),providing a basis for changesand improvements in the waytransport operates in London.Cycling is an integral part of thisstrategy and a key action hasbeen the establishment of theCycling Centre of Excellence(CCE) to coordinate the development of cycling inLondon.

The Plan builds upon theNational Cycling Strategy (NCS)of 1996, which gave Englishauthorities a strategic, coherent

framework for the developmentof cycling. The NCS includedambitious targets, a 100%increase over 1996 levels by2002, and a 300% increase by2012. The strategy wasendorsed by the Government inthe 1998 White Paper (DETR1998). This gave rise toincreased expenditure oncycling, including the introduction of the NationalCycling Network, and wasreflected in the Transport 2010:The Ten Year Plan (DETR2000a). The National CyclingStrategy Board, established by

the Department of Transport in2001, and the Cycling Forum forEngland now oversee progress.

The Plan sets out a balancedpackage of measures that willhelp achieve this vision anddeliver all the lifestyle and economic benefits of cycling.The Plan addresses how cyclingwill contribute to achieving keypriorities from the Mayor’sTransport Strategy in a way thatrecognises London’s cultural,geographical and social diversity.

4

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

1.2 Stating the vision

The objectives


Objective 7: Increase mutualawareness and respectbetween cyclists, pedestriansand other road usersTargeted activity will highlightthe varying perspectives of different types of road users tocreate greater understanding ofeach group’s needs.

Objective 8: Promote cyclelinks and interchange schemesBike stations with a full range of cycle facilities will be introduced (subject to availablefunding). Interchange guidelineswill ensure that new orimproved rail interchangesinclude good quality cycleaccess and facilities. Campaignsto encourage people to change

their mode of transport willinclude cycle information.

Objective 9: Optimise the contribution to cycling fromother schemesGuidance will be published on how cycling is affected by initiatives such as the congestion charge, and howcycling benefits can be optimised in bus priorityschemes and new developments.

Objective 10: Improve co-ordination and partnershipThis work will focus on ensuringeffective working partnershipsand the development of professional capacity and training.

5

Funding

Many of the actions containedin this Plan will be achievedthrough improved co-ordination. The level ofactivity, however, depends uponthe provision of funding.

As part of the submission to the Government’sComprehensive SpendingReview 2004, TfL has set outthe case for additionalresources to enable delivery ofthis Plan as part of the wider

case for delivering the Mayor’sTransport Strategy. In order forthe vision to be fully realised, itis necessary that these fundsare secured, together with the support of the London boroughs and other partners for delivering key actions. ThePlan will be reviewed to ensurethat any available funds andresources are targeted at areaswhere the maximum benefitscan be achieved.


2.1 Scope for change

London has a high potential forbeing a cycling city:� Bicycle ownership is high

with approximately 1.4million bicycles owned inLondon (TfL 2002d).

� Around 32% of householdsin London own at least onebicycle (DfT 2002a).

� Most people know how toride a bicycle. A recentsurvey of commuters atWaterloo station found thatof 2000 individualsinterviewed (all over the ageof 16), only 3% had neverridden a bicycle (TfL 2002a).

� London’s geography is idealfor cycling, as CentralLondon and many parts ofInner and Outer London arerelatively flat.

� LATS 2001 shows that 46%of all trips made by Londonresidents are under a mileand nearly 85% are less thanfive miles (Table 1). 55% ofall car trips are less than twomiles long. There is clearpotential for cycling toreplace some short car andpublic transport trips.

6

Part 2: CyclingThe facts, benefits and barriers


2.2 Why do Londoners cycle?

7

Londoners cycle for a range of different reasons, such as improving health, convenience or lifestyle.

A recent survey (TfL 2003c)shows that the main reasonsfor cycling were ‘roads are toocongested when driving a car’(mentioned by 23%), ‘cycling is

healthy’ (19%), ‘public transportis unreliable’ (11%), ‘cycling isenjoyable’ (10%), ‘havefriends/family who cycle’ (6%)and ‘cycling is cheaper thanalternatives’ (6%). Those whochoose to cycle, do so becauseit is acceptable and convenientto their lifestyle.

The same survey also showsthat more women and youngadults are beginning to cyclecompared with existing cyclists.This indicates that recentcycling improvements might be having an effect on thecycling profile.

Mode

Walk

Bicycle

Motorcycle

Car/van

Taxi/minicab

Bus/tram

Tube/DLR

Rail

All modes

Under 1 mile

92%

46%

13%

32%

24%

23%

3%

1%

46%

1 - 2 miles

6%

22%

10%

23%

28%

32%

9%

2%

17%

3 - 5 miles

2%

24%

35%

28%

32%

36%

38%

17%

21%

6 - 10 miles

0%

7%

28%

12%

11%

7%

39%

49%

12%

10+ miles

0%

1%

14%

5%

5%

2%

11%

31%

4%

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

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

International comparisons withthe Netherlands highlight twoareas for changes in cycling patterns (Table 2). Firstly, there

is high potential for increases incycling throughout all agegroups, and secondly there ispotential for the percentage of

journeys made by womencyclists to match levels of men.

Age

Male

Britain

Netherlands

Female

Britain

Netherlands

11 – 15

13.4

60.6

3.8

60.3

16 - 20

5.9

47.7

1.8

46.9

21 - 29

2.6

22.2

1.3

26.6

30 - 59

2.1

18.2

1.5

30.6

60 - 64

2.1

21.4

1.3

25.1

65+

2.2

26.4

0.5

23.1

All

3.2

24.8

1.5

31.6


GenderCycling in London is more popular with men in line withthe national trend (DfT 2002b). A survey of Londoners’ travel

behaviour (LRTS 2001) showedthat 5% of men cycle five ormore days a week, compared toonly 2% of women. 9% of menand 5% of women cycle one to

four days a week, while a further 10% of men and 6% ofwomen cycle less than once aweek (Figure 1).

8

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

5 or more days a week

Less than once a week

1 - 4 days a week

Women Men

40%

30%

20%

10%

0%

The statistics above are supported by recent developments. For example,the early indication of the success of congestion chargingsuggests that Londoners are

ready to reconsider their transport choices and, with the appropriate encouragement,cycle more.

A survey found that cycle

journeys are the fastest modeof transport for both shortdoor-to-door journeys betweenCentral and Outer London, andfor journeys entirely within Central London (DETR 2000b).

2.3 Who cycles in London?


Ethnic backgroundThere are no comprehensivestudies on the connectionbetween cultural backgroundand cycling. However, there arerelevant variations in the

frequency of cycling within different communities (TfL2003c). Those of mixed ethnicbackgrounds are the most frequent cyclists with 7%cycling five or more days a

week. Those from Asian backgrounds are the least frequent cyclists with only 5%cycling once a week or more(Figure 3).

9

AgeCycling is most popular in the11-15 age group where 7% cyclefive or more days a week and25% cycle at least once a week.

There is a drop in cycling levelsin the 16-24 age group, where4% cycle five or more days aweek and only 9% cycle at leastonce a week. In the 25-44 age

group, cycling levels pick upagain, before consistentlydeclining as the age groupsincrease (Figure 2).

40%

30%

20%

10%

0%

11-15 16-24 25-44 45-64 65+

40%

30%

20%

10%

0%


1-4 days a week


White Asian Black Mixed Other

40%

30%

20%

10%

0%


1-4 days a week


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

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


10

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

London has experienced a long-term decline in cyclingsince 1950.

However, in recent years, particularly in Central and InnerLondon, cycling has beensteadily increasing.

The number of cyclists makingjourneys across the River

Thames has risen by 40% withinfive years. Figure 5 plots thenumber of bicycles making journeys across the river fromHampton Court Bridge toWoolwich Foot Tunnel.

Income While cycling is a low cost formof transport, Londoners fromhouseholds with lower incomescycle less than those with higher incomes. In low-incomehouseholds, 9% cycle at leastonce a week, compared with14% in middle-income households and 17% in high-income households.

Possible barriers for low-incomehouseholds could include thecost of bikes, lack of storagespace and lack of security athome.

Geographic spread11% of all trips are made inCentral London, 41% in InnerLondon and 48% in OuterLondon (LATS 2001).

Figure 4 uses data from theLondon Census 2001 to highlight the geographic diversity of cycling to work. It maps out the percentage ofpeople in employment cyclingto work, borough by borough.Hackney contains the highestpercentage of cyclists, at 6.8%of its working population.

Of the six boroughs with thenext highest frequency ofcyclists (4% – 6%), five arelocated within Inner London,the exception being Richmond-upon-Thames. Conversely, ofthe 15 boroughs with the lowest frequency of cyclists (0 – 2%), only two are in Inner London: the City ofLondon and Newham. The figure also suggests that peoplein Central and West London generally cycle more that thosein the east.

2.4 Trends


In addition, congestion charginghas had a very positive effecton cycling levels in centralLondon. Cycle flows into thecharging zone have increased byaround 30%.

Overall baseline data on cyclinglevels in 2000/2001 is limited.However, TfL’s London TravelReport 2003 (TfL 2004) showsthat of the 26 million journeysmade every day in London,including people commuting,

300,000 are made by bicycle.Roughly the same number ofjourneys are made by taxis,minicabs and the DocklandsLight Railway (DLR) together(Figure 6).

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

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

1996 1998 2000 2001 2002 2003

35 000

30 000

25 000

20 000

15 000

10 000

5 000

0

0.0 2.0 4.0 6.0 8.0 10.0 12.0

(Daily trips in millions)

Mo

de

DLR

Taxi

Bicycle

National Rail

LUL

Bus

Walk

Car/Motorcycle 11.0

5.5

4.2

2.6

1.8

0.3

0.2

0.1


12

In London, 48% of all cycle tripsare commuter journeys or other work journeys but this

represents just 2.55% of all journeys to work.

Figure 7 shows the purpose ofcycle journeys in London.

Work

Shopping/services

Other

Education

Leisure

23%

18%48%

8%

3%

Comparing London with otherparts of the UK reveals a morepositive message. London hadthe largest increase in percentage of people cycling to

work between 1991 and 2001 (Table 3).

Despite the recent rise, thelevel of cycling in London, less

than 2%, is low compared toother European cities (4.5% inVienna, 10% in Berlin, 13% inMunich, 20% in Copenhagenand 28% in Amsterdam).

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

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

2.5 Journey purpose

London

North East

South West

West Midlands

North West

East MIdlands

South East

Yorkshire and Humbs

East

2001 in %

2.55

1.76

3.76

2.47

2.48

3.59

3.41

3.17

4.29

1991 in %

2.05

1.56

3.72

2.50

2.64

3.80

3.68

3.45

4.91

Change in %

+0.50

+0.20

+0.04

-0.03

-0.16

-0.21

-0.27

-0.28

-0.62


There is much potential forincreasing the different types oftrips, for example:

Work - Provision of cycle parking at rail, underground or bus stations can allow forcombined cycle/public transport trips to replace longercar journeys. 25% of rail commuters would find it advantageous if cycle parkingand access were improved toallow them to cycle from hometo the station (CARN41 2001).24% of employees say theywould cycle to work if adequate facilities such as cycle parkingwere in place (LCC 1996). Thiswould also help replace shortcar or public transport trips.

Shopping - Modern servicessuch as online shopping andhome delivery could reduce the dependency on cars and,together with an adequate supply of cycle parking, increaseshorter trips to local shops andmarkets.

Education - Cities such asOxford or Cambridge have avery high proportion of students cycling to their universities. Improved facilitiesat London universities and

colleges could encourage more students to cycle. Also,parents bringing their childrento school by car accounts forup to 20% of traffic at the peakschool travel time at 8.50 in themorning (DfES 2003). Therefore,cycle training for children andadults, safer routes and moresecure cycle parking facilitiescan increase the number of children cycling toschool significantly.

Leisure - Secure cycle parkingfacilities, good and comfortablecycle routes and adequate travel information such as mapsand guides can increase thenumber of diverse local tripsand encourage more cyclingpurely for leisure purposes.

Most trips include more thanone purpose and these can beeasily completed on a bicycle.For example, parents couldcycle with their children toschool and then cycle straightto work, shops or a publictransport station. Similarly,cycling can be ideal for utilitytrips with several destinationssuch as shops or markets, as itallows the rider to go door-to-door.

13


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

14

EnvironmentCycling is a non-polluting formof travel that helps reduce congestion and contributes tobetter air quality. Increasingcycling is an important way ofreducing carbon dioxide andother vehicle emissions.Additional environmental benefits include the minimalnoise produced by cycling andthe small amount of road andparking space required. Forexample, eight to sixteen

bicycles can fit in a single carparking space.

Road traffic emissions are themain cause of London’s poor airquality, so increasing cycling canlead to cleaner air, supportingthe Mayor’s Air Quality Strategy(GLA 2002a). Additionally,cycling relies only on an individual’s own energy supplyand does not contribute to abuild up of greenhouse gasesand consequent climate change.

This helps fulfil the objectivesof the Mayor’s Energy Strategy(GLA 2003a).

The careful development andupgrading of cycle routes indesignated parks and openspaces will promote accessibility to all. This will be done ensuring minimum disturbance in places supporting sensitive species,which will assist in fulfilling theMayor’s Biodiversity Strategy(GLA 2002b).

2.6 Benefits to London and LondonersCycling is more than just acheap and efficient form oftransport. It contributes tomaking London a better placeto live and work. As well as being an importantpart of the Mayor’s Transport

Strategy, cycling is integral tomany of the Mayor’s otherstrategies.

In light of London’s forecastpopulation growth over the next10 years, encouraging more

cycling will provide real benefitsto London.

Figure 8 shows some ofcycling’s contributions to society and to the Mayor’s strategies.

Transport

Energy

Biodiversity

Air Quality

Noise

Children & YoungPeople

Culture

Spatial Development

Economic Development

Recreation & tourism

Crime & safety

Business

Economy

Social inclusion

Health & lifestyle

Environment

Cycling

Contributions to society Contributions to Mayor’s strategies


Health and lifestyleRegular cycling has a positiveeffect on fitness and health.The link between regular exercise and good health hasbeen established in researchstudies throughout the worldincluding publications of theBritish Medical Association(BMA 1990). Health benefitsfrom cycling range from maintaining a healthy heart todeveloping strength, stamina,and good posture. Cyclists generally have a greater senseof well-being and often havelower stress levels than thosewho do not cycle. These benefits far outweigh thepotential exposure to pollutionand danger on the roads.

Cycling could also help prevent the serious health consequences that face a largenumber of children who do notexercise. More children couldbe encouraged to cycle toschool by developing safer andmore appropriate cycle routes,along with training. This supports the Mayor’s Childrenand Young People Strategy (GLA2003b).

Cycling is highly time efficient,being faster than any othertransport mode available forshort to medium distances inLondon. It also offers flexibility,with individuals able to personalise the route their journey takes according to theirspecific needs. Cycling createsgreater travel choices, as peopledo not have to cycle every dayif it is not convenient.

EconomyCycling is an economical modeof transport compared to car

travel. The initial cost of a bicycle is low and running costsare negligible. With no tax orfuel costs to pay, the cost ofcycling is approximately 5% ofthe cost of car travel (RoughGuide 2003). It is necessary toconsider not only direct costs,but also external costs of anytype of travel. For example,cycle commuting can reducebusiness costs as employeesspend less time in trafficqueues and are likely to takeless sick leave because ofgreater health (EC 1999). Cycling can increase London’stransport capacity by makingbetter use of road space, therefore reducing the need forinvestment in new transportinfrastructure. On existing roadscycling has a lower physicalimpact on the road surface thanmotor traffic, reducing the needfor road maintenance.

BusinessCycling makes good businesssense. Cyclists are excellentconsumers as they need minimal parking space and purchase the same quantity ofgoods as motorists (EC 1999).

Cycle courier companies takeadvantage of the fact thatcycling is the quickest way tocomplete an average five mileradial door-to-door journeybetween Central and OuterLondon. Cycling can thereforehelp tackle congestion andunreliability where they act asbarriers to London’s economicefficiency and competitiveness,especially areas such as CentralLondon, Canary Wharf andWest London. In this way,cycling can make a directimpact on the Mayor’s

Economic DevelopmentStrategy (GLA 2001b).

Social inclusionAs a low cost form of travel,cycling is accessible to most of the population. A nationalsurvey in 1990 found that 99%of adult men and 87% of adultwomen claimed they were ableto ride a bicycle (Mintel 1990).Another survey found thatalmost 55% of Londoners haveaccess to a bicycle (TfL 2003a).

Cycling allows children,teenagers and adults to beindependent and helps them to access education, jobs, shopping, leisure activities andentertainment. Furthermore,there are plenty of employmentopportunities for those withcycling skills. This is in line with the Mayor’s SpatialDevelopment Strategy (GLA2002c). According to theMayor’s Children and YoungPeople Strategy (GLA 2003b),the cost of public transport isfrequently cited as a barrier forchildren, hence cycling has thepotential to enhance inclusionfor children into society.

Cycling is often not consideredas an appropriate form of travelfor people with disabilities.However, work by the LondonCycling Campaign (LCC) has

15


16

Some of the areas where TfLand the Mayor believe there isgreat potential for increasingthe level of cycling in Londonhave been outlined in the first part of this section. It isimportant to understand thebarriers that currently deterpeople from cycling. To maximise its success in encouraging more cycling, TfLneeds to identify ways to overcome these barriers andrelease the potential for cyclingto become an everyday form oftravel for more Londoners.Seven barriers to cycling havebeen identified through varioussurveys:

� Danger� Effort� Weather� Poor cycling environment� Cycle theft� Lack of information

and skills� Culture, attitudes and

credibility

This has been reinforced by a recent survey of the near market of cycling in London (TfL2003c), where danger, effortand poor cycling environmentwere stated as the main reasons for not cycling inLondon.

Work to overcome practicalbarriers such as lack of cycleparking has a clear physicalsolution but it is also importantto overcome perceived barriersto cycling. Perceived barriers arefactors that prevent peoplefrom cycling because they donot have access to informationto show that cycling is a viableoption for their trip. For example, infrequent cyclistsoften believe that planned journeys are too long to makeby bicycle when in fact, the distance can be covered morequickly and conveniently thanby other available modes.

The Plan includes measuresthat will address both actualand perceived barriers to cycling. The barriers areexamined more closely below.

DangerThe analysis of accidents andcasualties in Greater Londonshows that 414 cyclists werekilled or seriously injured in thecapital in 2002 (LAAU 2003).This represents a decrease of11% over 2001 and a decreaseof more than 35% since 1990.

While cycling accounts for lessthan 2% of all trips in London,cyclists accounted for over 7%of all road casualties in 2001.Male cyclists are more likely tobe killed or seriously injuredand men accounted for threetimes more injuries thanwomen in 2000.

shown that bicycles can be easily adapted to give peoplewith disabilities a way of travelling around London independently.

Crime and safetyMore cyclists using London’sroads on a regular basis canreduce the opportunity forunobserved crime contributingto safer streets. In particular,the presence of cyclists andcycling police officers on lessfrequented streets can helppedestrians feel safer. In otherparts of Europe, work toencourage cycling by improving

street infrastructure has helpedimprove road safety by contributing to lower trafficspeeds. In general, cities withhigher levels of cycling havebetter road safety records thanLondon. For example, bothCopenhagen and Odense inDenmark have experienced anincrease in cycling and a corresponding decrease in accidents involving cyclists(McClintock 2002).

Recreation and tourismCycling is a leisure activity formany individuals. Bicycles areoften used for recreational

activities whether to improvepersonal fitness, to meetfriends or simply enjoy a dayout with the whole family. Ascycling is faster than walkingand more individually specificthan public transport, it offerseffortless access to many sightsand cultural and social points ofinterest. Therefore, it presentsan excellent way for individualsto explore local areas or to discover London. Consequently,cycling can contribute to theMayor’s Culture Strategy (GLA2003d), where it cites that ‘asmore people can access anarea, its cultural life can bloom’.

2.7 Barriers to cycling in London


17

Certain types of collision aremore common than others.Figure 10 shows that the most

frequently occurring collisionresulting in the death of acyclist from 1994 to 2002,

is when another vehicle turns left across the path of the bicycle (24%).

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

900

800

700

600

500

400

300

200

100

0

1980

1982

1984

1986

1988

1990

1992

1994

1996

1998

2000

2002

2004

2006

2010

Kill

ed o

r se

rio

usly

inju

red

cycl

ists

-40%

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

Other vehicle turns left across thepath of the cycleCycle and other vehicle travellingalongside each other

Other vehicle runs into rear of cycle

Cycle changes lane or turns right fromnearside across path of other vehicle

Cycle rides off footway into path ofother vehicleCycle hits open door/swerves to avoidopen door of other vehicle

All other collisions

38%

24%

11%

9%6%6%

6%

In March 2000 the Governmentannounced new targets forreducing casualties nationally.TfL adopted these targets andapplied them for each category

of pedestrians, cyclists andpowered two wheeler riders inits London’s Road Safety Plan(TfL 2001). Figure 9 shows thecycle casualties in London over

the last two decades and thetargets set for reduction.


Minimising the risks of cyclingin an urban environment couldinvolve a combination of engineering (for example constructing more cycle routes),education (for example cycletraining) and enforcement (forexample fining motorists thatpark their cars in cycle lanes). In the city of York and manyother European cities wherethere has been sustainedinvestment in cycling, high levels of cycling have contributed to an overall

reduction in road casualties aswell as the perception of a saferstreet environment. It seemsthe more cyclists there are, thelower the risk associated withcycling. This relates to the concept of critical quantity: ascyclists increase their presenceon roads, it becomes safer tocycle (Wardlaw 2002).

Across Europe, higher modalshare of cycling is associatedwith a lower rate of cycle casualties as well as a lowernumber of casualties for allroad users. Odense in Denmarkhas seen an 80% reduction inserious injuries to children overten years. At the same time,modal share for cycling morethan doubled.

High volumes of motor traffic,illegal or inconsiderate driving

(and parking) all make cyclinghazardous. Cyclists are likely tobenefit from improvements inthe enforcement of traffic andparking regulations. Althoughspeed is not a direct contributory factor in cyclingcasualties, fast flowing traffic in close proximity is very intimidating and increases therisk of collision. Measures thatlower vehicle speeds can makea significant contribution toincreasing cycling.

Good road maintenance is particularly important forcyclists. Potholes, debris oruneven surfaces create additional hazards, which canbe dealt with through a co-ordinated system of roadmaintenance.

18

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

The type of vehicle whichposes the biggest threat tocyclists (killed or seriouslyinjured), is a heavy goods vehicle. Between 1980 and

2002, 48% of cyclists killedwere involved in a collision witha goods vehicle. However, looking at the frequency ofcrashes, cyclists are most likely

to be involved in a crash withcars and taxis (Figure 11). Only0.4% of cycle crash casualtiesinvolved a collision with othercyclists.

Cars and taxis

Goods vehicle

Other vehicle

Bus or coach

Powered two-wheeler

Pedal cycle82%

4%

10%

3%1%

0.4%


19

Conflicts can also occur withpedestrians, although in 2002only six incidents were recorded, of which two wereclassified as serious. The perceived safety issue ofpedestrian and cycle conflicts isfar more significant. Illegal andinconsiderate pavement cyclingcan be a major deterrent to

walking, particularly for olderand more vulnerable pedestrians.

EffortCycling is very competitive fortrips under two miles and oftenrequires less effort than othermodes for longer journeys.However, people who do not

cycle say there is too mucheffort involved. Figure 12 indicates some of the factorsnon-cyclists use in theirdecision not to cycle, and the

proportion that indicated eachof these reasons as being thebiggest barrier to them cyclingin London.

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

However, new bicycles arelighter, faster and more comfortable to use and bikeloan schemes allow the generalpublic to try out different typesof fast, modern bicycles to find

one that suits them. Usingbreathable clothing can reducethe effects of getting hot andsweaty on the way to work.Also, most cycle journeys areshort. A survey of individual

attitudes to cycling shows thateffort-related concerns areoften of higher importance fornon-cyclists than for activecyclists (Table 4).

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

Agree or very much agree

I am not fit enough to cycle

I am too lazy to cycle

There are too many obstaclespreventing me from cycling

Cyclists

9%

26%

24%

Non-cyclists

35%

39%

65%

Nevertheless, for some peoplefrom socially excluded groups(people with a disability, olderpeople and people with

children), effort will representone of the most relevant barriers to cycling.

Extra resources may be neededto help them to overcome thisbarrier.

0% 10% 20% 30% 40%

Biggest barrier

Strong factor

Not fit enough

Too lazy

It takes too long

Have to cycletoo far

Will get hot andsweaty on wayto work


WeatherPoor weather is a factor thatdeters people from cycling. In arecent survey (TfL 2003c) 6% ofnon-cyclists say that weather isa reason for not cycling.

In fact, London is one of thedriest places in the UK, with anaverage rainfall of 585mm ayear. In practical terms thismeans that those who commute by bicycle every daycan expect to experience heavyrain only once a month.

In comparison, Copenhagen hasa similar pattern of rainfall toLondon, yet the Danes make18% of all their journeys bybicycle compared to just 2% inLondon (CIT 2001). Bicycles fitted with lights and mudguards and technical

clothing can help to makecycling a comfortable yearround activity.

Poor cycling environmentPeople see London’s cyclingenvironment as unattractivebecause of pollution, trafficvolumes and speeds, and poorquality on-street measures. There is also seen to be a lackof segregated routes and conflict with other vehicles overuse of road space. Potentialcycle commuters are also discouraged by a lack of shower/parking facilities at workand train operators’ restrictionson carrying bicycles. Much ofthis reinforces the perceptionthat cycling itself is not sociallyacceptable.

A study commissioned by TfLto establish top priorities ofparticular TLRN stakeholdersshows that cyclists’ top threedemands are provision of uninterrupted cycle routes, better quality road surfaces and more cycle lanes (OutlookResearch 2002). The CentralLondon Partnership’s BusinessCycle study (CLP 2001) confirms the popularity ofroutes through parks and theimportance of direct fast routesfor the main part of a commuter journey.

Transport 2000’s YouGovSurvey from 2002 indicatesstrong support for cycle measures as a way of helping to reduce traffic congestion. It found that:� 67% of Londoners say they

want more cycle lanes � 56% want to see road space

converted to bus lanes, cycleand pedestrian use

� 73% think that reducing cartraffic to improve streets andpublic spaces should be amedium to high priority.

Further evidence of the needfor a better cycling environmentcomes from a London CyclingCampaign survey in which 24%of employees say they wouldcycle to work if adequate facilities were in place (LCC 1996).

It is imperative that plannersaddress the needs of cyclistswhen considering all new transport projects, for exampleenforcing cycle parking standards in future developments.

Bicycle theftFear of bicycle theft has a direct impact on cycling levels.London-wide data from theMetropolitan Police shows thatover 15,000 bicycles werereported stolen in 2002. Thepolice believe this representsonly around 25% of actualthefts.

Data from the TransportResearch Laboratory shows that17% of cyclists nationally hadsuffered bicycle theft in thepast three years (TRL 1997).This has a dramatic effect oncycle levels. Some 24% nolonger cycle at all and 66%cycle less often because of therisk of theft.

Metropolitan Police data showsthat 33% of stolen bicycleswere left unlocked, unattendedand on-street. This illustratesthe need for secure cycle parking at work, in residentialdevelopments and in publicplaces.

20


Lack of information and skillsCycling is often seen as a difficult option because too few people know how to accessinformation about suitableroutes, reliable parking, fitnessrequired and acceptable distances/logistics for cycletrips. Many people also lack the confidence or road skills to cycle.

Studies to assess the impactsof recent initiatives such as The Rough Guide to Cycling inLondon or adult cycle trainingshow that both new and experienced cyclists are findingthe information provided helpful. They are more likely to consider cycling, more likelyto have an enjoyable experiencewhen cycling and are more likely to cycle further and more often.

Culture, attitudes and credibilityMany people see cycling aseccentric, heroic, socially unacceptable or of limited relevance. A national study bythe Transport ResearchLaboratory indicates that 38%of non-cyclists worry thatfriends would laugh at them for cycling (TRL 2001). Thiscompares to only 4% of existingcyclists. Concern that otherssee cycling as having a lowsocial status is a deterrent thatwill only be overcome by a critical mass. This means thatit will become an accepted and‘normal’ form of transportwhen there are greater numbersof cyclists on the roads. The same report shows theimportance of perceived barriers, as 65% of non-cyclistsbelieve there are too many

obstacles preventing them fromcycling, compared to just 24% of existing cyclists.

Perceptions about cycling varyfrom community to community.Cultural differences tend toreinforce and be reinforced byinequalities in the cycling environment. This can and hasbeen successfully addressedthrough tailored initiatives forsocially excluded groups, forexample the cycle training programme explicitly for Asiangirls (Southall Transport ExerciseProject STEP).

Driver attitudes and behaviourcan also be a deterrent tocycling. A survey in 2001revealed that driver attitudestowards cyclists prevented 26%of cyclists from cycling moreoften (CIT 2001). Cyclists recognise that the attitudes ofother road users are significant.Illegal and anti-social behaviourby cyclists intimidates andannoys pedestrians and reinforces negative attitudestowards cycling generally, aswell as individual cyclists.

21


The level of cycling in London islow compared to other cities inthe UK and Europe. Deliveringthe Mayor’s vision of reversingthe long-term decline in cyclingwill need much work in manydifferent areas to address actual barriers and alter perceptions and behaviour.

The value of cycling to Londonand Londoners provides animportant stimulus for action.London needs an Action Plan to raise the status of cyclingand overcome the problemsexperienced by cyclists andpotential cyclists. Cycling mustbecome an attractive and safe

travel option, available to everyone in London.

TfL and the Mayor believe thereis clear potential to increase thelevel of cycling in London and indoing so, deliver substantialbenefits to the Capital. TheMayor is committed to achieving a threefold increase in cycling over the 2000 levels.

TfL’s priorities will be toaddress the needs of those currently cycling, encouragenew people to cycle, raise thestatus of cycling in London,remove barriers to cycling, andpromote equality and socialinclusion.

3.1 Policy into practice

22

Part 3: The Action Plan


TfL has analysed success stories from several Europeanand UK cities that have made asignificant investment in cyclingto assist in forecasting whatmight be achieved in London by 2010 and 2020. In particular,TfL has reviewed the policiesand measures implemented,timescales and money spent onincreasing cycling levels in thesecities.

Analysis found that there is nosingle formula to increasecycling levels, rather every cityimplements a combination ofmeasures that are tailored fortheir situation. However, somecommon activities in cities thatsuccessfully increased and sustained cycle use are:

� a cycling plan supported by a sustainable transportstrategy

� coherent and attractive cycleroute networks

� sufficient and secure cycleparking facilities

� traffic and speed reductioninitiatives

� broad public support forcycling

� high profile, innovativeprojects such as city bikes,bike stations, bike bridgesand flagship routes

� an integrated marketingstrategy.

23

London-wide targetsIn order to measure and monitor progress, targets are an important tool and TfL

acknowledges the benefit insetting London-wide targets.These will provide guidance anddirection to local authorities as

they implement their owncycling plans. TfL has developed the following headline target:

3.2 Headline targets

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

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

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

cycling infrastructure and environment in terms of people’s perceptions.

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


24

Table 5: Case Studies

City

Strasbourg

Vienna

Graz

Munich

Hanover

Nottingham

Freiburg

Munster

Berlin

Zurich

Delft

From

1996

1986

1979

1980

1979

1991

1976

1981

2002

1981

1979

To

2002

1999

1991

2002

1990

2001

1992

1992

2015

2001

1985

Numberof years

6

13

12

22

11

10

16

11

13

20

6

Baseline mode share

8%

2%

7%

4%

9%

3%

10%

29%

10%

7%

40%

End mode share

12%

4.5%

14%

13%

16%

4.8%

20%

43%

15%

11%

43%

Averageannualincrease incycling flows

+7.0%

+6.4%

+5.9%

+5.5%

+5.4%

+4.8%

+4.4%

+3.6%

+3.2%

+2.3%

+1.2%

There is a clear relationshipbetween investment andincreased cycling levels. Data on the achieved and forecast increases in cyclingflows per million pounds ofexpenditure in Vienna, Munich,Munster and Berlin have beencompared with London data

and used to produce TfL’s forecasts.

An average increase in cyclinglevels of 0.35% per millionpounds spent has been derivedfrom Berlin and Munich figuresand the current London development. Based on the

planned expenditure levels forLondon set out in a businesscase for cycling in London anincrease of 80% in cycling levelsby 2010 has been forecast.Figure 13 shows the expectedincrease in cycling.

300

250

200

150

100

50

00/0

1

01/0

2

02/0

3

03/0

4

04/0

5

05/0

6

06/0

7

07/0

8

08/0

9

09/1

0

10/1

1

11/1

2

12/1

3

13/1

4

14/1

5

15/1

6

16/1

7

17/1

8

18/1

9

19/2

0

308290274

243229

204192

180170159149

139130

113 122

216

258

Inde

x: M

arch

200

0=10

0

Figure 13: Forecast increases in cycling


Beneath these broad headlinetargets are 10 objectives thatare supported by a set of corresponding actions. Theobjectives all support:

� Improving London’s cycleinfrastructure to deliver abetter quality, safer andmore convenient cyclingenvironment.

� Marketing and promotionalactivities to provide peoplewith information, skills andpositive examples or rolemodels that will build thepopularity of cycling.

� Improving public transport-cycle links to make cyclingfeasible as part of longerjourneys.

� Maximising the sharedbenefits to cyclists fromother programmes andinitiatives.

A set of objectives has beendeveloped to achieve the overall target set out above.Each objective is then brokendown into detailed actions, tobe delivered by TfL, the Londonboroughs and other organisa-tions.

Objectives and actions need to be ‘SMART’, which means:� Specific� Measurable� Attainable� Realistic� Targeted.

There are links and overlapsbetween work areas, objectivesand actions, so each must contribute to the overall impactof all planned measures. Forexample, other cities likeVienna have found that introducing new cycle facilitieswithout adequate informationor promotion has little effecton levels of use, particularly ifother transport initiatives have a negative impact on cycling.

Partnerships with the Londonboroughs, cycling groups andfurther stakeholders will contribute to the monitoringand review process of the targets and actions.

Local level targetsIn order for the Plan to be successful, it is crucial thatlocal authorities translate thebroad London-wide targets outlined above into meaningfullocal targets, as it is recognisedthat local circumstances varygreatly across London. Some local authorities havealready established cyclingstrategies with local targets,

others are still in the earlystages. Local authorities maywish to consider setting specifictargets for journey types (forexample trips to work or tripsto school) or for specific times(peak hours or weekends). It isessential that local targets arereliable and take full account ofthe inter-relationships betweencycling and the other transportchoices.

25

3.3 Objectives and actions

TfL takes an innovativeapproach to delivering theMayor’s vision for cycling. Thisfollows a year-long review inwalking, cycling and area-basedschemes (TfL 2002d).

A strategic approachA key aim is to create a strategic cycle programme thatclearly identifies and meetspeople’s needs. Too often in

the past cycling provision wasopportunistic and planned inisolation without a clear appreciation of the impacts on others.

TfL’s approach is to learn fromworld best practice and ensurethat measures, which support agrowth in cycling, are built intoall transport schemes. Similarly,it is important to recognise the

potential benefits for cyclingthat can accrue from other programmes and initiatives, forexample national campaigns totackle the school run. Byrecognising changes that willencourage more people to cycleand by delivering these changesin a planned and consistentway, London can create conditions that will makecycling an attractive and

3.4 Delivering the Plan


TfL has an ambitious plan forcycling in London, which offersbenefits to a wide range ofstakeholders. Success dependson developing positive partnerships, improving communication and co-operation around sharedobjectives.

The London boroughs and theAssociation of LondonGovernment (ALG) have a vitalrole in developing cycling inLondon. The boroughs will beresponsible for implementingmany elements of the LondonCycling Action Plan, from planning and building new cycleschemes to delivering cycletraining and local marketing.

Boroughs will be involved bothas individual organisations and as stakeholders in sub-regional partnerships. Theirresponsibilities include ensuringaccessibility, successful service

delivery and responding to localneeds. TfL will be available tosupport boroughs in carryingout these responsibilities, andthe output from delivery ofthese schemes will directlyimpact on achieving targets tomake the cycling environmentsafer and more convenient,attracting increased use andreducing social and economicinequalities.

Regular liaison is key to TfL’srole in supporting boroughs andimproving co-ordination. TfL’sCCE has hosted one-to-onemeetings with borough cycling

convenient travel option without having a large negativeimpact on other road users orpedestrians.

The approach also includes afocus on changing attitudestowards cycling, for examplebuilding credibility and providingthe necessary information andskills to make Londoners feelconfident about cycling inLondon, in a manner that willattract public respect.

Consistent qualityThe quality of cycle schemesbuilt in the past has been variable. In part this has beendue to a lack of co-ordinationbetween the many agencieswith responsibility for design,building or maintenance ofcycle schemes.

A deficiency of quality has created conditions in Londonwhere those who cycle occasionally lack confidence

in schemes designed to helpthem. TfL’s aim is to apply and maintain consistently highstandards to all new schemesthat can be used with confidence by everyone, regardless of their experience or journey purpose. Schemesshould offer benefits to cyclistswhether they are making a shorttrip to the shops or commutingto work every day.

Business approachCycling has economic benefitsas a low-cost, healthy and pollution free mode of travelthat contributes to reducedcongestion in London. Initialwork to quantify the benefits of investment in cycling hasbeen completed and furtherwork is planned.

To ensure that cycle schemeshelp reduce transport and othersocial inequalities, a systematicanalysis will be undertaken ofLondoners’ attitudes towards

cycling; the impacts on otherroad users, particularly sociallyexcluded target groups; focusedactivities for people with special needs such as children,parents, older people or minority ethnic people; and the development of design and delivery standards. Closeattention will be given to feedback from users. Annualreviews of progress towards the set targets will allow TfL todirect resources towards theareas that are delivering thegreatest increases.

This business focused approachto finance, planning and measuring the effectiveness of schemes, including the likelyimpacts on others, will helpensure that cycle schemesdeliver genuine benefits forcyclists and that the economicbenefits of cycling as a mode of travel are fully realised.

26

3.5 Links to local authority cycling plans


officers to establish local baselines and priorities foraction. Regular meetings withCamden as the leading boroughfor the LCN+ have already beenestablished and good progresshas been made in ensuring successful programming, delivery and monitoring of the network.

The CCE and boroughs willwork together to deliver cycleimprovements, including thoseoutside the scope of the LCN+,and are developing systems toimprove co-ordination of localinitiatives and the LCN+ programme across London.Monitoring will be essential,providing boroughs with a clearindication of what has beenachieved. It will also help identify priorities for futureactivity. TfL will provide extrafunding for monitoring whererequired.

The boroughs are encouragedto deliver their own cyclingaction plans, which should takeinto account the objectives inthe Plan. The borough planswill also need to reflect local characteristics and make surelocal needs can be identifiedand met while still deliveringbroader strategic improvementsthat will benefit everyone whochooses to cycle. TfL’s fundingpriorities will be for schemesthat closely match the strategicobjectives set out in this ActionPlan and for projects that haveclear stakeholder involvementand local support. TfL is in discussion with the NCSB andthe DfT to provide additionalsupport for the development of action plans and local benchmarking.

The boroughs will also have acritical role in ensuring cyclists’needs are met in new building

developments and regenerationprojects. When aiming forgrowth, it is essential that existing cycle parking standardsbe strictly enforced, both incommercial and residentialdevelopments. Boroughs areencouraged to include cycleparking standards into theirUnitary Development Plans.

27

3.6 Review and monitoring

Clear, measurable monitoringprocedures and performanceindicators (PIs) are essential to establish whether progress is made towards meeting the overall targets and action-specific targets. Relevant dataand procedures include:� surveys of current cycle

traffic volume� an asset and condition

survey of all cycle schemes� methodologies and surveys

for measuring cyclists’satisfaction

� information on bicycleownership and usage fromthe LATS 2001 survey

� an inventory of existing cycleeducation programmes andother community basedprojects

� methodologies and surveysto measure cyclists’attitudes to other road usersand vice versa.

TfL will develop PIs in conjunction with London boroughs to ensure a commoncommitment to reportingprogress. To implement this,the CCE will work with boroughrepresentatives to discuss andagree data requirements andappropriate targets for eachborough, programme and project.

This approach aims to ensurethat realistic and relevant targets are set for each area,which will combine to ensuresteady progress is made eachyear towards achieving theMayor’s vision for cycling by 2010.

A Review and Monitoring Groupwill be established in 2004. This will include representativesfrom TfL, ALG, project partnersand user groups. The NCSB willalso be kept advised ofprogress.


Improving London’s infrastructure for cyclists will have a significant and positive impact on the level ofcycling. Well-designed cycleroutes, reduced traffic speeds,

designated road space andmore parking facilities willencourage more Londoners tocycle. Measuring cycle flowsbefore and after cyclingimprovement work was undertaken in London showsthat partially isolated cycleschemes deliver average cycleflow increases of 10%-30% peryear (TfL and borough cycle figures). Higher increases canbe expected as a result of a coherent network, implementedand maintained to a consistentlevel of service.

Much of the work to improveLondon’s cycle infrastructurewill be carried out as part of theLCN+. The LCN+ is a planned900km network of radial andorbital routes for cyclists

covering the whole of London,which will be completed in2009/2010. This follows therecommendations of a yearlong review of investment inwalking and cycling undertakenby a specially convened TaskForce and involving cyclingstakeholders (TfL 2002d). Figure 13 shows the plannedextent of the LCN+. Also, additional routes need to beidentified and developed for regeneration areas and introduced as transport demandincreases.

In 2003/2004, a business casefor cycling in London was developed. To achieve a targetincrease of 80%, £147 millionwill be required. In addition, apositive contribution from otherprogrammes will be needed to meet these targets. Forexample the impact that congestion charging brought to increasing cycling levels incentral London.

The level of activity is dependent on the provision offunding from TfL to enable theirdelivery. Boroughs are grantedfunding to develop LCN+

schemes annually. Furtherfinancial support for non-LCN+schemes can be bid for throughTfL’s annual Borough SpendingPlan (BSP) process. TfL alsofinances new cycle facilities onthe TLRN and invests directly in high-profile projects. In addition, TfL will seek increasedfinancial contribution towardscycling projects through partnerships with private organisations.

As part of the submission to the Government’sComprehensive SpendingReview 2004, TfL has set out

the case for additionalresources in order to enabledelivery of this Action Plan (aspart of the wider case for delivering the Mayor’s agendafor transport). In order for thevision to be fully realised, it isnecessary that these funds aresecured, together with the support of the London boroughs and other partners fordelivering the key actions. TheAction Plan will be subject toongoing review to ensure available funds and resourcesare targeted at areas where themaximum benefit can beachieved.

28

3.7 Funding

Objective 1: Introduce quality conditions on the London Cycle Network plus (LCN+)

3.8 Objectives


QualityThis major project is beingdeveloped and implemented byTfL and the London boroughs.The LCN+ will be characterisedby:� a socially inclusive cycling

environment where highquality standards aremaintained

� routes that are continuous,fast, safe, comfortable andeasy to use

� clear guidance on surfacetreatment and road markingswhere there is potentialconflict between cyclists andother road users.

LCN+ Network PlanThe LCN+ Network Plan will bea detailed technical framework,bringing together all the elements of TfL’s newapproach. In developing andimplementing the LCN+Network Plan, TfL aims toinvolve cyclists, ensuring their

needs are reflected in new cycleschemes.

As different areas of Londonmay require different measuresto suit local conditions, theLCN+ Network Plan will not aim to impose one standardengineering solution. However,while an emphasis on localneeds is important, it must bedeveloped within a consistentLondon-wide framework thatensures quality schemes and quality programme management. This frameworkand the process for designingand implementing effectivecycle schemes will be set out in the Network Plan.

Advice on cycle scheme designis widely available, but theLCN+ Network Plan will provide a whole-life project management approach to cycleschemes for the first time. Itwill cover how to:

� identify people’s needs anddesign creative, high qualityschemes to meet them

� communicate schemebenefits to users andstakeholders effectively toimprove attitudes towardscycling

� set standards for ongoingdesign, maintenance,enforcement and monitoringof schemes

� Ensure good programme andproject management skills soschemes are co-ordinatedand delivered on time andwithin budget.

The overall costs of the LCN+are expected to be around£140m, with around £30malready spent by the end of2003/04. The London Boroughof Camden has been appointedas the leading borough forLCN+ and is responsible forliasing with, and supporting, all other boroughs.

29

Figure 14: The London Cycling Network plus


30

Objective 1 actions Lead agency & key partners Delivery

Case study: New cycle facilities on Cable Street/Royal Mint Street

The segregated cycle tracks along Royal MintStreet and Cable Street were finalised in2002/3. This provides nearly 2 km of LCN+route. User surveys performed in 2003 (TfL2003e) show that four in five cyclists arevery satisfied with the new facilities and feelmuch safer now. 54% say they now cyclemore in the area and 64% state they haveimproved their journey time. In addition,around 25% say they have replaced journeysmade by other modes with cycling becauseof the new facilities.

1.1 London Cycle Network +:

Provide cyclists with fast, safeand comfortable conditions onkey high demand routes.

TfL, LCN+, LB 200 km complete by end of 2006500 km complete by end of 2008900 km complete by end of 2010 (subject to available funding)

1.2 Programme and projectmanagement:

Improve resources and procedures for co-ordination,programme and project management and delivery of the LCN+ and individual links.

TfL,

LCN+, LB, LoTAG, LCC

Network Plan complete by endof 2004 Annual report and review CRISP studies on all appropriatelinks complete by end of 2008, (subject to available funding)

1.3 Maintenance, enforcement and monitoring:

Develop consistent maintenance,enforcement and monitoringplans of LCN+ links.

TfL, LCN+, LBLoTAG, project partners

Review during 2004/05Establish by end of 2005

1.4 Design standards:

Establish performance standardsfor LCN+ infrastructure that willmeet the needs of cyclists,attract higher flows and reducethreats of cycling to pedestrians.

TfLLoTAG, NCSB

Agree London Cycling DesignStandards by end of 2004

Review standards during 2006


31

Case study: Roundabout safety schemesNew traffic lights and a network of on-street and off-street cycle routes cansignificantly reduce casualty rates at roundabouts. An analysis of accidents at 10 standard roundabouts before and aftersignal implementation showed an 80%decrease in collisions involving cyclists. Inthe 36 months before the changes, therewere 70 accidents involving cyclists compared to 14 in the 36 months after the changes.


2.1 Remedial safety:

Agree priority locations for arolling programme of remedialsafety work on the TLRN andencourage the boroughs toundertake a similar programme.

TfL, LB Programme starts 2004, (subject to available funding in future years)

2.2 Audits and checklists:

Publish and promote audits andchecklists of cyclists’ needs andways to minimise the negativeimpacts of cycling upon pedestrians and other road users.

TfL

LB, LoTAG,project partners

Publish in spring 2005

2.3 Hotline:

Establish a technical cyclingadvice hotline

TfL Set-up mid 2005

2.4 Advanced stop lines:

Investigate the effectiveness ofexisting advanced stop lines(ASLs) and in collaboration withthe boroughs install ASLs at signalled junctions where appropriate.

TfL, LB Research into effectivenesscompleted in summer 2004

Installation ongoing, (subject to available funding in future years)

2.5 Legislation:

Review current legislation tosimplify procedures for givinggreater priority to cyclists.

TfL

DfT, ALG, NCSB

Start in spring 2004

Objective 2: Increase cycle safety, access, and priority


32

Appropriate and good qualitycycle parking is a key element in the development of cycling.However, a variety of cycleparking facilities is required tomeet the different convenienceand security needs of cyclists.For example, short-stay parkingon-street is needed for

personal, leisure and shoppingpurposes, while medium-stayto long-stay parking is neededfor education, business, commuting and at stations.There is also a need for secureovernight parking facilities inresidential areas. Theft figuresshow that more than 50% of

reported bicycle thefts occur in and around the owner’shome (TRL 1997). Cycle parking facilities need to be fitted withgood lighting, in order to assuresafe and secure access foreveryone and to reduce opportunities for anti-social or criminal activity.

Objective 3: Increase cycle parking provision

Case study: Cycle parking at Barking, Havering and Redbridge NHS Trust

TfL has funded the installation of covered,CCTV monitored parking for 40 bicycles ontwo sites owned by Barking, Havering andRedbridge NHS Trust. The stands will bepromoted via the Trust’s EnvironmentalTravel Plan and at public information pointsin the two hospitals.

3.3 Cycle parking at workplaces:

Examine impacts and set-up aprogramme to support provisionof good quality and secure cycleparking to meet commuter andworkplace needs

TfLLB, business partnerships, LCC

Programme starts in spring 2004,(subject to available funding)


3.1 On-street parking:

Review and publicise existingprovision in each borough, identify deficiencies, developcosted programmes and accommodate demand.

LB

LCC

Additional 3000 to 5000 standsby end of 2010, (subject to available funding)

3.2 Cycle parking at schools:

Implement a programme tointroduce quality cycle parking at London schools and furthereducation establishments

TfL

LB, schools

Starts 2004

5000 spaces installed by end of 2005, (subject to available funding)


33

There are many opportunitiesto develop cycling by extendingit into new areas. Innovativeand high profile cycling infrastructure such as newbridges and routes alongsidecanals or through parks, motivate people to cycle. It is essential to ensure thatpedestrians also benefit and

that, where it is a matter ofspace, sufficient width is buildin at the outset. Each schemewill be assessed in terms ofdemand and benefit.

Other types of schemes such as ‘city bikes’, pedicabs oremergency services on bikes are likely to require start-up

funding, new regulations andother practical support. Theimpact of the schemes will bereviewed in terms of theireffect on public attitudes,contributions to other mayoralstrategies and public policyobjectives, as well as for theircontribution to cycling.

3.5 Cycle parking at home:

Encourage provision of goodquality and secure parking forresidents (particularly in regeneration areas and newdevelopments), targeting placeswith known demand, a high proportion of people on lowincomes.

LB

TfL, LCC

Ongoing, (subject to available funding)


Objective 4: Support innovative cycling schemes

Case study: Cycling in the Royal Parks

Two of the main pedestrian paths withinKensington Gardens were converted on atrial basis to pedestrian/cycle shared use inspring 2001. A user survey taken before andafter the scheme’s introduction showed thatthere was a large increase in the proportionof cyclists, from an average 2% to over 13%.There has been a substantial reduction inthe number of pedestrian/cycle accidentsand near misses, and a reduced oppositionof other users. As a result, cyclists will beallowed to use the two paths on a permanent basis.


Marketing and promotion arecentral elements of TfL’s commitment to optimise

investment in cycling andsecure lasting improvements in the level of cycling.

There are a number of aspectsto TfL’s marketing activity topromote cycling as a viable

34

4.4 Bike loan systems:

Investigate the development ofbicycle loan and pool bikeschemes

TfL

private suppliers, LB, project partners

Viability to be determined by end of 2004.

Scheme introduced by end of 2006, (subject to available funding)

4.1 Off-highway routes:

Encourage the development ofcycling through parks and greencorridors

TfL, LB, RPA LCC, Sustrans

Ongoing


4.3 Transport for freight and people:

Investigate the potential forlicensing pedicabs and promoteuse of bicycle for freight anddelivery services and by couriers

TfL

Pedicab, delivery andcourier companies, LB

Licensing pedicabs to be examined by end of 2004

Objective 5: Promote cycling and improve its status

Case study: London Cycle Guides

In April 2002, TfL and the London Cycling Campaignlaunched the new London Cycle Guides – a series of19 free maps for cycling in London. Almost 2 millioncopies have been distributed to date and a second edition is planned for 2004. Some 25% of the mapusers consider themselves to be beginner or occasional cyclists, almost half confirm that theycycle more often and 80% state that they havechanged routes as a result of the maps. Overall,90% of the map users found the maps very useful or useful.

4.2 Using bicycles for work:

Support the greater use of bicycles for work, initially targeting the emergency services, health sector and local government

TfL, MetropolitanPolice, LAS

Annual 999 London Cycling Awards start in early 2004



35

mode of transport. It willinclude practical cycling androute information and publicising advantages, support for London basedevents and facilities such ascycle parking and campaigns

that take cycling to the widercommunity.

Current and potential cyclistsoften criticise the lack ofcycling information. Cycle facilities are likely to be

under-used if they are not promoted adequately.

Organised cycling events willincrease publicity and highlightcycling as part of a Londonlifestyle.

5.1 Cycling information:

Develop, update and make widely accessible route, parking,trip planning and other practicalcycling information through mapping, print and electronicmedia.

TfL

LB, LCC, Rough Guides,NCSB, project partners

London Cycle guides (2nd edition) in spring 2004Rough Guide ebook and TfLcycling website in summer 2004

5.2 Market research:

Conduct market research intocycling to fill knowledge gapsand provide information toensure effective targeting ofinvestment

TfL

LB, LCC, Sustrans

Research strategy complete by end of 2004

5.3 Marketing and promotionplan:

Marketing and promotion plan toprovide a focus for those whoare promoting cycling in London.This will include ‘taking’ cyclingto the wider community

TfL

ALG, Sustrans, NCSBLCC, LCN+project partners

Publish in summer 2004

5.4 Flagship events:

Investigate the feasibility ofinternational flagship events andsponsorship and support localinitiatives

TfL, GLA, LB, LCC

Project partners

Large central London eventstarts in 2004 and annuallyInternational flagship cyclingevent by end of 2008

5.5 Role models, culture andlifestyle:

Identify and promote positivecycling role models and relevance of cycling to achievingindividual Londoners’ lifestyleaspirations

TfL

GLA, project partners

Major campaign starts in spring 2004


36

Widening the appeal of cyclingin London is essential toachieving the benefits of thisprogramme. In addition to infrastructure and information,it is important to help peopleto gain the confidence to cyclein an urban environment. Cycle training for children andadults can lead to significantbenefits both for road safetyand take-up of cycling.

London’s cyclists are currentlydisproportionately made up ofadult males in employment. To make cycling more sociallyinclusive, a range of carefullytargeted initiatives is requiredto meet the needs and concerns of those seeking support. In particular, cycletraining for children andteenagers will be made a priority and promotional work

will aim to persuade them tocontinue cycling in Londonthroughout their active life.

In addition, groups such asemployers, schools, collegesand clubs all offer a context forincentives and support.

Objective 6: Provide incentives and support for target groups

Case study: Cycle training and bicycle support team in London Borough of Ealing

In 2002/03, the London Borough of Ealingprovided high quality cycle training for 36adults and 480 children. Around 30 primaryand secondary schools and four communitygroups were trained in on-street cycling,especially along routes to school. A BicycleSupport Team has been established toextend cycle training into local communitiesand businesses (and provide maintenancechecks and information).

6.1 Cyclist training:

Support a rolling programme ofcyclists’ training for children,teenagers and adults that will meet London’s needs. This will build upon the work currently undertaken by theLondon boroughs and cyclingorganisations and link to developments in curriculum andquality control, supported by theNational Cycling Strategy Board.

TfL, LB

CTC, NCSB, RoSPA, LARSOA, BC

Set standards, curriculum by end of 2004

Costed five year plan by end of 2005

Completed by end of 2010, (subject to available funding)



Road safety campaigns andtravel awareness programmesare successful in increasingunderstanding and improvingbehaviour between road usergroups. TfL will develop campaigns and work with partners to manage conflictbetween users.

Cycling in London involves agreat deal of interaction withother people. Cyclists are subject to traffic law andrequirements (the Highway

Code, local by-laws and otherlegislation), but this does notprovide a comprehensive codeof rights and responsibilities.There is direct evidence thatimproved enforcement of trafficlaw would reduce the numberof cycling casualties.Furthermore, anti-social behaviour by cyclists undermines other efforts todevelop cycling in London andcreates conflict with other roadusers.

37

6.4 Employers:

Encourage London employers to facilitate cycling by staff, visitors and contractors. This willinclude TfL’s Bike and Businessprogramme and support for travel plan co-ordinators.

Business partnerships Review of business requirementsin spring 2004

Costed plan by end of 2005

Completed by end of 2010, (subject to available funding)


6.2 Support for disabled people:

Support a programme of measures to promote inclusionand encourage disabled peopleto cycle. This will include provision of all-ability cyclinginformation, acceptance of standards for cycling infrastructure and full inclusion in cycling events and opportunities.

TfL

LCC, Disability groups

E-guide early 2004Annual programme of eventsand standards by end of 2005

6.3 Children and schools:

Work with partners to developcycling within schools. This willinclude support for cycle parkingfacilities, developing incentives,training and marketing materials.

TfL, GLA

LB, schools, Sustrans,NCSB, BC

Starts in spring 2004

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

TfL, LB, LCC, NCSB


7.3 Enforcement:

Develop effective measures for addressing problems causedby cycling on the pavement and other offences and fully integrate cycling into enforcement regimes.

TfL, MET, LB

LCC

Complete scoping study in summer 2004


38

Case study: Cycling-HGV road safety campaign

In 2002, TfL launched a road safety campaign in partnership with the boroughs, London Cycling Campaignand the Freight Transport Association. The campaignaimed to raise mutual road safety awareness among heavygoods vehicle drivers and cyclists. It addressed bothpoints of view and informed drivers and cyclists on theirrespective behaviour at junctions.

7.1 Road safety campaigns:

Develop road safety campaignsand supporting material. This will include extending theCycling/HGV campaign, acyclist/motorcyclist and a ‘car-door’ campaign.

TfL

LCC, project partners

Cyclist/HGV in summer 2005

Cyclist/motorcyclist by end of 2005

Car-door by end of 2006

7.2 Mutual awareness campaigns:

Develop guidance and awarenesscampaigns that promote respecttowards pedestrians and othervulnerable road users. This willinclude developing of a series offact sheets and locally targetedcampaigns.

TfL, Sustrans

LB, LCC,project partners

ASL awareness campaign by end of 2004

Respect campaign by end of 2005



39

Objective 8: Promote cycle links and interchange schemes

TfL aims to make cycling aviable travel option to moreLondoners by linking cyclingwith public transport use. Byproviding convenient cyclinglinks, people will be able tocycle to train and main bus stations, improving the viabilityof off-peak services and complementing other measuressuch as congestion charging.

Cycling can only combine withpublic transport to become areal alternative to longer carjourneys if there is:

� adequate secure cycleparking

� facilities for carrying bicycleson Tube and train journeysoutside peak flows

� access to back-up servicessuch as bicycle storage orrepair at stations

� fully integrated travelinformation.

A TfL survey at Waterloo railway station showed thatmore than 10% of travellers had considered using a bicycleto continue their journey

(TfL2000a). Newly built ‘bikestations’ have been introducedin a number of European citiesand have been very successfulin increasing cycling use andstatus. A TfL flagship scheme isto develop ‘bike stations’ with afull range of cycle facilities.Stations under initial considera-tion include Waterloo, FinsburyPark, Wimbledon, ClaphamJunction and Surbiton. In addition, TfL intends to makecycling an integral part of all railand interchange improvement programmes.

Case study: Bike Station in Munster, Germany

In 1999, Munster in north-west Germany (pop280,000), built a large bike station facility at thecity’s main railway station. The facility providessecure parking for 3,300 bicycles for a daily fee of40 pence or £40 per annum. Integrated in the bikestation is a bike repair shop, bike hire facilities, lockers and a tourist office. Every fourth rail customer now cycles to or from the station. Over 80% of all users are very satisfied with thefacilities, the service and the price.

8.1 Cycle parking and cycleaccess at stations:

Support the introduction ofimproved cycle facilities andcycle access at stations, throughBorough Spending Plan and TfLinterchange programmes

TfL, LB

LCC, Project partners

Improved access and parking at main rail stations by end of 2006

Adequate cycle parking facilitiesat all Tube and rail stations byend of 2010, (subject to available funding)


40


8.4 Cycling as part of longerjourneys:

Actively promote cycling as anintegral component of longerjourneys involving rail or underground. Incorporate cyclinginto the marketing of theOverland Network (ON) and provide information at stationsand on-line in TfL’s web basedjourney planner about localroutes, cycle parking, other localfacilities and carriage on trains.

TfL

Project partners

Distribution of cycle maps attube and rail stations

Web-based publication of information starts in summer 2005

Comprehensive ‘journey planner’by end of 2006

8.3 Interchange guidelines:

Ensure cyclists’ needs are beingaddressed in the planning anddevelopment of new schemes.This will include developmentand review of current guidelinesand schemes and revision asnecessary

TfL

Project partners

Review by end of 2005

Objective 9: Optimise the contribution to cycling from other schemes

Successful cycling cities all havea range of complementary programmes that indirectly support cycling. Achieving an80% increase in cycling inLondon, will be dependent onthe positive contribution fromother integrated transport andregeneration initiatives.

All TfL, borough, highway anddevelopment work and plans,should aim to make the cyclingenvironment safer and moreattractive by using pro-cyclingdesign criteria. This includesimproving road maintenance,reducing traffic volumes anddecreasing vehicle speeds, byencouraging planners and

engineers to design for growthin cycling.

In London, a wide range of initiatives are planned over thenext ten years. This will affectcycling as a practical transportchoice. They can contribute in a variety of ways, for example:

8.2 Bike stations:

Develop the concept of bike stations with a full range of cyclefacilities to provide first classcycle parking and cycle hire atmain interchange points.

TfL

Project partners

Bike station at Finsbury Park in spring 2005

Four bike stations at major rail stations by mid 2007, (subject to available funding)

10 bike stations at major rail stations by end of 2010, (subject to available funding)


41

Case study: Congestion charging

The introduction of the congestion chargehas had significant effects on cycling levelsin Central London. Pedal cycling into thecharging zone has increased by around 30%.Analysis shows that the large increase isstrongly focused on the morning andevening peak periods, suggesting an increasein commuting by bike. It has also shown thatthere has been a 17% reduction in the number of cyclists involved in road accidents within the zone since the implementation of the congestion charge,despite the increase in the number ofcyclists in this area.

9.1 Implication of new initiatives on cyclists:

Research and publicise the implications for cyclists of newtransport initiatives such as congestion charging or new tram links.

TfL

ALG, project partners

Ongoing


9.2 Town centre, local area schemes and majordevelopments:

Ensure that cycling objectivesare achieved in town centre andlocal area schemes and majordevelopments.

LB

TfL, LCC, Sustrans,project partners

Publish list of planned schemes in spring 2004

Review and auditing tool toassess quality of cycling environment by end of 2005

� remove barriers to cycling � offer advantages in terms of

infrastructure, access, safety,comfort, journey time

� affect attitudes andperceptions about cycling

� offer incentive to changemode.

There is scope for engineers to be more creative in incorporating cycle improvements into improvement schemes, forexample, including upgradedcycle lanes in bus priority projects.

Integrating cycling improvements into otherschemes has the added advantage of reducing disruption and costs by makingsure works are carried outsimultaneously.


Many individuals and organisations have a role indeveloping cycling in London.Groups such as the NCS,LBCOG and the LCN+, arealready in place at a local andsub-regional level, to improveco-ordination between stakeholders involved in cyclepromotion. These stakeholderscover a wide range of disciplines including retail,leisure, sport, health, tourism,engineering, planning, crimeprevention, community

development and the environment. TfL will supportand assist such groups where possible to explore opportunities for innovativepartnerships, to meet the needsof specific projects and localareas.

TfL will also support measuresto share information and bestpractice, as well as developsynergies between projects andprogrammes. This is likely to be achieved through different

media such as websites,newsletters and events. Understanding cyclists and their needs is a new concept for many. Developing and delivering professional trainingfor planners, engineers, travelplan co-ordinators and roadsafety officers on cycling issueswill improve cycling’s prioritystatus.

TfL values the partnerships ithas developed with the ALG,the London boroughs, and

42


9.5 20mph limits and zones:

Support the introduction of20mph limits and zones andother conflict mitigation measures such as traffic calmingat side roads and surface treatments.

TfL

LB, project partners

Research and publication of benefits in summer 2005

9.6 Cycling promotion withinother schemes:

Support the boroughs and otherstakeholders to maximise opportunities for cycling growth,promotion and consultationwhere there is scope for cycliststo benefit from other schemes.

TfL, LB

LCC

Review current arrangements forassessing demand, securing theviews and feedback fromcyclists, and dealing with complaints complete by end of 2005

Objective 10: Improve co-ordination and partnership

9.3 Cycling, traffic and buspriority schemes:

Seek synergies between cycling,traffic and bus priority schemesthrough co-ordinated planningand impact assessment.

TfL

LB, ALG

Procedures agreed in spring 2005

Monitoring impacts in summer2006

9.4 Cycle parking standards:

Update and further developcycle parking standards.

TfL, GLA

LB

Research use of standards endof 2004

Revision complete by end of 2005


10.4 Business case and monitoring framework:

Develop qualitative and quantitative business case andmonitoring framework to ensurethe efficient and timely deliveryof the Plan’s objectives and targets.

TfLProject partners

Starts in spring 2004

particularly Camden as projectmanagers of LCN+. TfL also values its close relationshipwith the voluntary sector, particularly the London CyclingCampaign – a partnership thathas already successfully delivered a range of initiativessuch as a series of free,

award-winning London CycleGuides and the launch of theAll Abilities Cycling Group.An effective partnership hasbeen forged with theMetropolitan Police and LondonAmbulance Service. Officers aretrained to use bicycles as partof everyday operations.

To take its plans forward, TfL will work to establish new partnerships, for examplewith health, education andtourism bodies, the businesscommunity, train and bus operating companies and thevoluntary sector.

43

10.1 Develop partnershipworking:

Develop and facilitate partnership working at all levels of the Plan’s delivery.

TfL

Project partners, LCN+

Borough plans from 2004/05Annual partnership award andnetworking event starts in spring 2004Partnership process for reviewmonitoring and reporting inspring 2004


10.2 Partnership projects:

Develop new and existing partnership projects with a widerange of organisations aroundcommon objectives. New projects will focus on marketing,training and education and meetthe specific needs of target groups.

TfLProject partners

Ongoing

10.3 Professional development:

Develop London’s capacity todeliver this Plan. Ensure thatprofessional training coursesreflect the needs of the cyclistsin London.

TfL

LoTAG, NCSB

Starts in summer 2004


44

Appendices


45

Development of the London Cycling Action Plan has beena cumulative process, led by TfL with valuable input fromthe National Cycling Strategy Board, Cycling Scotland,Mairie de Paris and many key London stakeholders.

The process began late in 2001 when key stakeholdersresponded positively to TfL’s challenge to‘reconceptualise’ cycling. The final report (Walking,Cycling and Area-based Schemes Review – TfL 2002d),attracted broad support from across the stakeholderspectrum. In addition, TfL took part in the CTC benchmarking scheme (2001/02), hosted the nationalcycling campaign conference (2003) and held a series ofone-to-one meetings with London Cycling Campaign,Sustrans, CTC, Association of London Government,London Transport Users Committee and borough officers.

The benefits of a collaborative approach – sharingexpertise and best practice – and co-ordination of projects and programmes wherever there is commonground, cannot be emphasised enough.

Finally, TfL would like to acknowledge the considerablecontribution that many organisations and individuals havemade to the development of this plan and in particular, to recognise the generosity of everyone with an interest incycling in giving of their time and experience.

Appendix 1: Supporting organisations & glossary

Consultation list:

� Greater London Authority� London Transport Users Committee� London boroughs, Association of

London Government� London Cycling Campaign� CTC, National Cycling Strategy Board,

English Regions Cycling DevelopmentTeam, Sustrans

� British Cycling Federation, SportEngland

� Confederation of British Industry,London First, London Chamber ofCommerce and Industry, TEC’s localand regional business partnerships(CLP, Sweltrac, Kings CrossPartnership, Thames Gateway, etc)

� London Tourist Board, British TouristAuthority

� London Schools Commissioner� Department for Transport,

Environment Agency, Department ofTrade and Industry, Department forEducation, Department for Health,Health Development Agency, RoyalParks Agency

� All Party Parliamentary Cycling Group� Groundwork London, WWF,

Greenpeace, Friends of the Earth� Transport 2000, Environmental

Transport Association� British Medical Association, British

Heart Foundation, King’s Fund� Living Streets, London Walking Forum� British Motorcycle Federation, The

Automobile Association, FrightTransport Association

� Greater London Forum for the Elderly,Age Concern London, London OlderPeople’s Strategies Group

� Joint Committee on Mobility of Blindand Partially Sighted People

� Greater London Action on Disability(GLAD)


46

ACC Automatic Cycle Counters

ALG Association of London

Government

ASL Advanced Stop Line

BMA British Medical Association

BC British Cycling

BSP Borough Spending Plan

CARN Countryside Agency Research

Note

CCE Cycling Centre of Excellence

Central London The area bounded by London’s

mainline railway stations

CIT Commission for Integrated

Transport

CLP Central London Partnership

CRISP Cycle Route Implementation

Study Process

CTC Cyclists’ Touring Club

DETR Department of the Environment,

Transport and Regions (now DfT)

DfT Department for Transport

DLR Docklands Light Railway

GLA Greater London Authority

GLAD Greater London Action on

Disability

Inner London Corporation of London and

13 Boroughs of Camden,

Greenwich, Hammersmith &

Fulham, Hackney, Islington,

Kensington & Chelsea, Lambeth,

Lewisham, Newham, Southwark,

Tower Hamlets, Wandsworth,

Westminster

LAAU London Accident Analysis Unit

LARSOA Local Authority Road Safety

Officers’ Association

LAS London Ambulance Service

LATS London Area Transport Survey

LB London Boroughs

LBCOG London Borough Cycling

Officers Group

LBI London Bus Initiative

LCC London Cycling Campaign

LCN+ London Cycle Network plus

LoTAG London Technical Advisers

Group

LRTS London Residents Transport

Survey

LTUC London Transport User

Committee

LUL London Underground Limited

NCS National Cycling Strategy

NCSB National Cycling Strategy Board

ON Overground Network

Outer London 19 Boroughs of Barking &

Dagenham, Barnet, Bexley, Brent

Bromley, Croydon, Ealing,

Enfield, Haringey, Harrow,

Havering, Hillingdon, Hounslow,

Kingston upon Thames, Merton,

Redbridge, Richmond upon

Thames, Sutton, Waltham Forest

PCO Public Carriage Office

PI Performance Indicator

RAC Royal Automobile Club

RoSPA Royal Society for the Prevention

of Accidents

RPA Royal Parks Agency

TfL Transport for London

TLRN Transport for London Road

Network

TRL Transport Research Laboratory

UDP Unitary Development Plan

Glossary


BMA 1990 British Medical Association, Cycling towards Health and Safety, 1990CARN41 2001 Countryside Agency Research Note 41, 2001CIT 2001 Commission for Integrated Transport, European Best Practice in Delivering

Integrated Transport, 2001CLP 2001 Central London Partnership, Study of Cyclists’ Travel Patterns Within Central

London, 2001DETR 1998 Department of the Environment, Transport and Regions, A New Deal for

Transport: Better for Everyone, The Government's White Paper on the future of transport: (Cm 3950), London July 1998

DETR 2000a Department of the Environment, Transport and Regions, Transport 2010: The Ten Year Plan, July 2000

DETR 2000b Department of the Environment, Transport and Regions, Journey Times Survey, Inner and Central London, 2000

DfES 2003 Department for Education and Skills, Department for Transport, Travelling to school: an action plan, 2003

DfT 2002a Department for Transport, Cycling in England, Fact sheet 5b, 2002DfT 2002b Department for Transport, Cycling in Britain, Fact sheet 5a, 2002EC 1999 European Commission, Cycling, The Way Ahead for Towns and Cities, 1999GLA 2001a Mayor’s Transport Strategy, GLA, 2001GLA 2001b Mayor’s Economic Development Strategy, GLA, 2001GLA 2002a Mayor’s Air Quality Strategy, GLA, 2002GLA 2002b Mayor’s Biodiversity Strategy, GLA, 2002GLA 2002c Mayor’s Spatial Development Strategy – The Draft London Plan, GLA, 2002GLA 2003a Mayor’s Energy Strategy, GLA, 2003GLA 2003b Mayor’s Children and Young People Strategy, GLA, 2003GLA 2003c Mayor’s Noise Strategy, GLA, 2003GLA 2003d Mayor’s Culture Strategy, GLA, 2003LAAU 2003 London Accident Analysis Unit, 2003LATS 2001 London Area Transports Survey 2001LCC 1996 London Cycling Campaign, Best Way to

Work, 1996London Census 2001 Department for Statistics, London Census, 2001LRTS 2001 London Residents Transport Survey, 2001McClintock 2002 McClintock, Planning for Cycling, 2002Mintel 1990 Mintel, Bicycles, 1990Outlook Research Outlook Research, 2002Parkin 2003 Parkin, Comparisons of Cycle Use for the

Journey to Work from the ’81, ’91 and 2001 Censuses, 2003

Rough Guide 2003 The Rough Guide to Cycling in London, 2003, p.10TfL 2001 TfL, London’s Road Safety Plan, 2001TfL 2002a TfL, After Rail Cycling, Research Report, 2002TfL 2002b TfL, Based on Transport Statistics Great Britain, 2002TfL 2002c TfL, Cycle Flow Measurements, Internal analysis, 2002

47

Appendix 2: Bibliography


TfL 2002d TfL, The Walking, Cycling and Area-based Schemes Review, 2002TfL 2003a TfL, Cycle Study, 2003TfL 2003b TfL, Congestion Charging 6 Months On, 2003TfL 2003c TfL, The Near Market for Cycling in London, 2003TfL 2003d TfL, Business Plan 2004/05 – 2009/2010, TfL 2003TfL 2003e TfL, Impact of New Cycling Infrastructure Schemes – Customer Feedback,

November 2003TfL 2004 TfL, London Travel Report 2003, 2004TRL 1996 Transport Research Laboratory Report 214, The Effectiveness of Child Cycle

Training Schemes, 1996TRL 1997 Transport Research Laboratory Report 284, Cycle Theft in Great Britain, 1997TRL 2001 Transport Research Laboratory Report 481, A quantitative study of the attitudes

of individuals to cycling, 2001Wardlaw 2002 Wardlaw, Traffic Engineering & Control, Assessing the Actual Risks Faced by

Cyclists, 2002

48


Address: Transport for LondonWindsor House42-50 Victoria Street London SW1H 0TL

Phone: 020 7941 2010Email: [email protected]: www.tfl.gov.uk


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