Cycling strategy - Blackburn with Darwen Borough Council

Blackburn with Darwen
Cycling
strategy

Blackburn with Darwen Cycling Strategy
“Cycling is not just a sport, not just a pastime, not just a means of transport. It’s all these,
and much more besides. Cycling is a way of life, a human-powered means of seeing the
world. It knocks spots off the infernal combustion engine.
Above all else, cycling is addictive. It has the power to convert doctors, MPs, house-wives,
schoolteachers, judges, students - everybody - to get on their bikes.
It’s an activity endorsed by, amongst others, the British Medical Association, the Health
Education Authority, Transport 2000, the Royal Town Planning Institute, the Forestry
Commission and the National Society for Clean Air. Even the AA and the RAC see the bicycle
as a viable option to the motorcar for short journeys.
Cycling reduces pollution, congestion, danger and transport expenditure. Higher levels of use
can improve transport choice, civilise cities, aid tourism and produce a healthier population.
Cycling is clean, green and quiet.
It’s also a lot of fun”.
www.bikeforall.net
02

Contents
page
Section 1: Introduction
➔ Introduction
➔ Key objectives
➔ Vision
04
05
05
Section 2: Context
➔ Attitudes to cycling
➔ SWOT analysis
➔ Cycle network development 1998 - 2007
➔ Survey analysis
➔ Cycling and healthy lifestyles
➔ Climate change and air quality
➔ Road safety
➔ Cycle training and engagement
➔ Cycling and travel plans
➔ Cycling and rail
➔ Cycling and tourism
➔ Cycle audit
06 - 07
08 - 11
12 - 14
15 - 23
23 - 24
25 - 26
26 - 29
30 - 32
32 - 35
35 - 37
37 - 39
39 - 41
Section 3: Priorities, policies and actions
➔ Future cycle network development
➔ Cycle strategy priorities
➔ Cycle strategy policies
➔ Cycle strategy action plan
42 - 43
44
45 - 46
46 - 51
Appendices
➔ Appendix 1: Local, regional and national policy context
➔ Appendix 2: Survey of cycling infrastructure
➔ Appendix 3: Map of existing cycle routes
52 - 56
57 - 62
63
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Blackburn with Darwen Cycling Strategy
Section 1: Introduction
Introduction:
“The Council plans to develop a number of schemes
to link residential areas to the whole range of needed
facilities including employment, leisure, education,
retail and health in a traffic free environment. Such
schemes are essential in widening choice for citizens
and promoting alternative sustainable travel”.
BwDBC LTP2 2006-2011
The Council fully acknowledges that cycling is important as
it supports a variety of policy objectives. When the Council
became a unitary authority in 1998 one of the early tasks
was to prepare a cycling strategy. The strategy was ambitious
and forward thinking, containing 14 policy objectives, some
guidance on how they might be achieved and a timetable for
implementation.
While the strategy in its entirety has not been progressed as
much as anticipated it was able to demonstrate that a fi rm
commitment to cycling at offi cer and member level
has existed within the borough ever since it became a
unitary authority.
The development of an updated cycling strategy will highlight
a series of priority schemes which must be implemented if
traffi c growth and car ownership are to be contained and
cycle usage increased.
Blackburn with Darwen –
the heart of East Lancashire
The borough of Blackburn with Darwen lives at the
geographical, economic and cultural heart of East
Lancashire. It covers 13,700 hectares and is both rural and
urban, with the population centred in the towns of Blackburn
and Darwen.
Approximately 139,000 people live in the borough,
which has a rich mix of communities, cultures and faiths.
Although the population is predominantly white (78%), the
borough has a large number of residents of Asian origin
and subsequently the area has the third highest Muslim
population (as a % of total population) in the country. 11%
of the population are of Indian ethnic origin and 9% of
Pakistani ethnic origin.
Blackburn with Darwen is also characterised by an extremely
young population - young people make up a signifi cant
proportion of the population with 31% of citizens being under
20 years of age and almost a third of the people of school
age are from Asian heritage backgrounds. The 2001 census
was able to highlight that the average age of the population
in the borough was below that for England and Wales -
35.5% compared with 38.6%.
Blackburn with Darwen has some of the most socially
deprived wards in the country. The borough is the 34th most
deprived in the country and the ninth most deprived unitary
council. 22% of the population live in areas (super output
areas) that rank within the most deprived 10% nationally and
over 50% of the population live in the wards that also rank
within the most deprived 10% nationally.
Given the extreme levels of deprivation it is not surprising
therefore that car ownership levels are very low. Audley
in particular has the lowest rate of car ownership in the
borough with 52% of the households having no access to a
car.
The range of non-car ownership in the borough’s 10 most
deprived wards is from 52% to 37% with an average of 43%.
Many of the borough’s residents are therefore reliant upon
other modes of travel, yet less than 1% of all trips into the
town centres are by bicycle.
Blackburn is the biggest and most important town in East
Lancashire and is the only one to have a public transport
interchange where road and rail modes meet. As such
it forms a natural transport hub where the north-south
Manchester to Ribble Valley routes (A666 and rail) cross
the east-west Preston to Colne routes (M65, A677, A679,
cross-Pennine Rail and Leeds-Liverpool canal).
Blackburn was among the fi rst industrial towns in the country
and was the world cotton-spinning centre in the early
Victorian era. As a consequence of its industrial past the
highway and other infrastructure that was established in the
19th century now presents a real challenge to planning the
future urban form.
Darwen is a separate town with a very separate identity
which is home to some 30,000 people. Located
approximately 6 kilometres south of Blackburn, Darwen is
a mill town in a deep valley setting, severely constrained by
surrounding hills with one main route along the valley bottom
between the northern and southern ends for the main
through road. There are no roads running westwards from
the town and only minor roads to the east.
The two towns are surrounded by countryside. The West
Pennine Moors form a natural barrier to Chorley to the west,
Bolton to the south and Rossendale to the east. Mellor
Ridge to the north forms a boundary with the Ribble Valley.
Although the rural portion of the borough takes up two thirds
of the area, there are relatively few villages because of the
barren nature of the moorland. However, the rural landscape
does provide the potential for an excellent network of quiet
roads, bridleways and off road mountain bike routes.
04

Key objectives:
➔ To increase cycle usage to schools, workplaces and
town centres
➔ To promote safer cycling and reduce cycle related
accidents / fatalities
➔ To enhance the recreational and tourism potential
of cycling
➔ To ensure that all new developments improve or do
not worsen conditions for cyclists
➔ To ensure existing and proposed cycling routes are
protected from development
➔ To achieve greater integration between public
transport and bicycles
➔ To continue to monitor trends in cycling within the
borough
Vision:
“Encouraged by a network of on-road and off-road
cycling routes and facilities; the provision of quality
cycle training and the promotion of active lifestyles,
more and more people choose to cycle as a means of
travel to work, retail, education and leisure”.
05

Blackburn with Darwen Cycling Strategy
Section 2: Context
Attitudes to cycling:
The following table is able to demonstrate the massive
decline in cycling traffic in Great Britain over the last
50 years. In the 1950s there was over 20 billion cycle
km’s recorded per year which reduced to just under 5
billion km’s by the millennium. As the motor car has
become more affordable and peoples travel horizons
have broadened the decline in cycle usage has been
severe – an 80% decrease.
The Decline in cycle traffic in Great Britain
Although cycle ownership in Britain is higher than car
ownership, characterisation of cyclists has often been
attempted but without scientifi c evidence. The closest to a
characterisation that may be achieved is using results from
TRL Report 481 that identifi es the regard that a large UK
sample has for cycling:
Regard of cycling Percentage of population
Committed cyclist 7%
Regular cyclists 8%
Occasional cyclist 15%
Do not think of it 18%
Unconvinced / no need or
other regard
52%
Total 100%
Unsurprisingly perhaps the majority of the sample had
little interest in cycling (70%). However, if 30% of the
boroughs population could be encouraged to become
either committed, regular or occasional cyclists this would
represent approximately 42,000 residents.
In order to resolve many health, accessibility and social
issues prevalent in the UK today action is required to
help reverse the downward trend in cycling by ensuring
that bicycle journeys offer a safe, coherent and attractive
alternative to the private car.
Source: Transport Research Lab/DfT 2003
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Consultation with local residents, local cycle groups
and local representatives from the Cycling Touring Club
(CTC) has highlighted a number of concerns and issues
with cycling in the borough:
➔ Safety and security (on & off road):
It has been argued that many of the on-road cycle
lanes in the borough have been counterproductive,
depriving cyclists of road space and often placing them
in inappropriate positions, particularly at junctions.
The purpose of creating a cycle lane is to increase the
safety, or sometimes convenience, of cyclists. If however
they bring drivers closer to riders than before, they
become dangerous and should be reviewed.
Signage on cycle routes is prone to vandalism,
particularly in the more deprived areas, and on routes
away from the public highway. This often undermines
confi dence in the signs that do exist and reinforces the
impression of cycling as an unattractive and unsafe
option.
Ensuring adequate cycle profi ciency training is available
to children, as well as adults, is also important.
➔ Lack of long stay secure cycle parking facilities:
Despite continual investment in short stay ‘Sheffi eld
stand’ bike facilities, the current lack of long-term cycle
parking facilities at many public and private destinations
within the borough prevails. This undoubtedly
discourages people from cycling for utility trips which
would involve leaving their bike for any length of time at
a destination - eg for work, education or shopping trips.
➔ Lack of showers/ lockers/ changing facilities at
destinations:
As with cycle parking facilities, in order to enhance
the appeal of cycling various end destination, facilities
should be provided such as changing rooms and
washing/showering units. Cyclists will have to face
inclement weather conditions and so having facilities
available to enable them to freshen up and dry clothes
is vital. All new developments having to submit a travel
plan are advised to allocate space for clothes drying/
storage as well as providing changing/showering areas.
These facilities should not just be restricted to cyclists.
Pedestrians, joggers and depending upon the nature
of the business other employees may require space to
change or freshen up.
➔ Formal consultation:
➔
Concerns in the past have been raised over the level of
consultation offered by the Council on specifi c cycling
schemes and projects within the borough.
The desire of certain organisations to be kept aware
and updated on highway schemes and proposed cycle
projects has subsequently led to the development of the
cycle strategy group.
Chaired by the director for regeneration, housing &
neighbourhoods and supported by the executive board
member for regeneration the group met regularly to help
shape this revised cycling strategy and will continue to
meet to help steer future cycling policies.
Active members of the group include representatives
from the Cycling Touring Club (CTC), Lancashire County
Council (LCC), Primary Care Trust (PCT), Blackburn and
District Mountain Bikers (BAD), and various departments
within the Council and Capita Symonds who are
actively involved in cycling issues (engineering, road
safety, culture leisure & sport, transport policy, forward
planning, strategy & projects).
Topography:
A factor which is often cited as a reason why residents
do not consider cycling as an attractive option is the hilly
nature of the borough’s geography. A large proportion
of the population in the borough live close to the town
centres and local centres. Many short journeys to or
from these centres involve steep hills and are better
suited to pedestrians, hence Blackburn and Darwen
have high levels of pedestrian movements, with over
10% of journeys made into town centres being by foot.
The need to contour or follow gentle gradients is very
important in the borough.
➔ Inclement weather conditions:
Unfortunately the Council has no control over the
weather, and the region has a reputation of receiving
more than its fair share of rain. However, with
some fl exibility in travel times it is feasible to travel
moderate distances most days without getting wet. For
those unfortunate to get caught out by the weather,
appropriate clothing and end destination facilities such
as clothes drying rooms and showers can make cycling
a viable year round transport option.
07

Blackburn with Darwen Cycling Strategy
SWOT analysis - cycling in Blackburn with Darwen:
The SWOT analysis of cycling in the borough is based
on the technical consultancy advice provided by Cycling
England in November 2006.
SWOT - Strengths
➔ A cycling steering group has now been established
which includes representatives from a local cycle group
(BAD).
➔ The Council demonstrates a willingness to trial some
innovative designs to facilitate cycling and overcome
site-specifi c constraints.
➔ The Council is prepared to commission innovative
research projects to explore cycling-related issues
relevant to the area.
➔ The Council has forged good working relations with
neighbouring local authorities.
➔ A map of cycle routes in Blackburn and Darwen was
published in March 2006. This includes contact details
for local cycling groups (e.g. CTC, Sustrans, Blackburn
and District Mountain Bikers), as well as public bodies
with a responsibility for cycle promotion (e.g. school
cycle training, Cycling for All initiative).
➔ “Cycling for All” was developed as an initiative within the
Proactive Lifestyles programme, a multi-agency
partnership that delivers healthy lifestyle opportunities
for residents aged 50+ in the borough, and launched in
2003. The Cycling for All Centre is based at Witton Park,
providing equipment, expertise and a safe and pleasant
environment for over 50s to try cycling. The initiative
is partnered with Motivate, a project providing physical
activity and social opportunity for adults and children
with learning diffi culties, purchasing additional adapted
cycles and equipment (e.g. Tramper mobility scooters)
to meet special needs.
➔ Witton Park provides an excellent base to further
develop leisure cycling.
➔ Blackburn with Darwen’s Primary Care Trust is keen to
support the promotion of cycling as a form of exercise to
improve public health.
➔ The Council seeks to proactively engage with existing
developments and local businesses to encourage
improvements for cyclists, for example, the provision of
showering, changing and parking facilities.
➔ The authority also has a policy to require new
developments, where appropriate, to develop a travel
plan, which should include measures to facilitate and
promote cycling.
➔ All development proposals within the borough are
subject to the Joint Lancashire Structure Plan -
minimum cycle parking guidance (1 cycle space per 10
car parking spaces). Planning applications are required
to include proposals for sheltered and secure facilities
located close to the main entrance.
➔ Blackburn with Darwen Borough Council has developed
a travel plan which contains a strong endorsement for,
and proposals for the promotion of, cycling as a means
of travel for commuting and business trips among the
local authority’s staff and visitors. The travel plan seeks
to reduce the number of single occupancy car journeys
by 7% over the next fi ve years. In order to achieve
this target the Council has established over 40 aims/
measures, a quarter of which relate to cycling.
➔ The Council has a very pro-active road safety team.
➔ Through consultation for the accessibility strategy and
LTP2 the Council has gained a good understanding of
the real and perceived barriers to cycling, these are
outlined among the ‘weaknesses’ and ‘threats’ sections.
➔ The Council has provided short-stay cycle parking
facilities (Sheffi eld stands) at many public locations
across the borough.
➔ There are plans to provide longer-stay, more secure,
cycle lockers (or Bykebins) at suitable locations, such
as Darwen Market Square, the Mall shopping centre
car park, Darwen leisure centre and Blackburn railway
station to complement those already provided at Waves
Water Fun Centre and Royal Blackburn Hospital.
SWOT - Weaknesses
➔ Many of the commendable policies within the original
1998 Cycling Strategy were never really progressed, largely
due to lack of dedicated resources.
➔ The original strategy raised expectations, and failure to
fulfi l these has caused frustrations between the local
authority and other bodies and individuals who are keen
to promote cycling, particularly sections of the cycling
community.
➔ Blackburn with Darwen Borough Council, like many
local authorities, has experienced staff recruitment
and retention problems in recent years. The transport
planning team has been at least one member down
(representing a 25% shortfall) for several years.
08

➔ The Blackburn with Darwen cycle map consumed a
relatively and unexpectedly high volume of resources to
prepare and produce and despite its ‘youth’ is already a
little out- of-date.
➔ The mechanism for consultation on cycling-related
issues, including feedback on why particular concerns
and objections are not (apparently) acted upon, needs
improvement.
➔ The development of the borough’s cycle route network
has been somewhat sporadic, often in response to the
opportunities presented through highway improvements,
road safety schemes, and development control
decisions.
➔ The design of some provision for cycling is not ideal,
sometimes as a result of site- specifi c constraints,
sometimes due to poor attention to detail.
➔ Where special facilities have been implemented the
focus has, understandably, been on provision for less
confi dent and experienced riders, who, unlike confi dent
cyclists, are often prepared to sacrifi ce a degree of
directness and priority for enhancements in perceived/
actual safety.
➔ Despite plans to remedy the situation, the current lack of
secure long-term cycle parking facilities at many public
and private destinations within the borough prevails. This
undoubtedly discourages people from cycling for utility trips
which would involve leaving their bike for any length of time
at a destination, e.g. for work, education, or shopping trips.
➔ There are acknowledged question marks surrounding
the reliability of the current system for monitoring cycle
use in the borough. In recent years cycle monitoring
has been undertaken through an annual cordon count
around Blackburn town centre. This approach has
yielded varying results over the past eight years.
➔ Permanent cycle monitoring sites have been installed on
the busiest cycle routes into Blackburn to help establish
more reliable trend data to support the cordon count.
But this is quite a recent innovation, and it will take
several years to build up a picture of trends.
➔ The current child cycle training programme is not always
suffi ciently closely linked with the school travel plan
programme.
➔ The borough Council has been implementing a Safe
Routes to School project (package of physical measures
within a school catchment area) each fi nancial year.
However, this is not specifi cally linked to the school
travel plan programme or the delivery of cycle training,
which is likely to leave school communities with little
clear impression of the close potential relationship
between these three areas of Council responsibility.
➔ Owing to resource constraints, there is currently limited
support available for organisations wishing to develop
and implement a travel plan.
➔ There is a general lack of cycle-related promotional
activity for the general public within the Borough.
➔ The Cycle for All initiative based at Witton Park provides
cycling opportunities on a booked session basis, with
no current provision for ‘turn up and cycle’, even though
there has been interest from the public for such a
facility.
➔ Awareness within the black and minority ethnic
communities of the potential health benefi ts of cycling
is very low, yet there has been little intervention
in promoting the benefi ts of cycling to the BME
community, which would need to take into account
cultural sensitivities.
➔ Some of the earlier cycle schemes introduced in the
borough are in need of maintenance / investment.
➔ While the canal towpath provides an attractive linear
route through the borough, it lacks good connectivity to
the town centre.
SWOT - Opportunities
➔ Blackburn with Darwen Borough Council faces signifi cant
health issues among its resident population, many linked
to insuffi cient physical activity. Records for the 2001-03
period show the borough had the lowest life expectancy
for women, and the 24th lowest for men, in the UK.
➔ 34% of households in the borough have no access to a
car.
➔ Distances between key destinations within the borough
are short, the majority of the population live within 1.5
miles of the Blackburn town centre.
➔ Currently Blackburn with Darwen has a low modal share
for cycling. Compared to the national average of 4%
of commuter journeys made by bike, in Blackburn with
Darwen the fi gure is only 1%. Similarly, of all journeys,
0.5% are made by bike in the borough, compared to 2%
nationally. From this low base, any increases can look
quite impressive. For example, a rise from the current
1% of trips by bike to 2% represents a 100% increase in
cycling!
➔ In recent years areas of central Blackburn have
undergone signifi cant public realm Improvements,
resulting in attractive streets where motor traffi c is
signifi cantly restricted or eliminated. This has generally
improved conditions for cycling in the affected areas,
although there are locations where further advantage
could have been secured for cyclists, and others where
it is not always immediately clear whether cycle access
is permitted or not.
09

Blackburn with Darwen Cycling Strategy
➔ There has been quite extensive traffi c calming in some
residential areas of the borough, which includes several
Home Zones.
➔ There are relatively few large roundabouts in the area, a
junction arrangement that poses a signifi cant threat and
level of intimidation to cyclists, and thus undermines the
attractiveness of this mode.
➔ The borough Council has managed to secure a number
of physical improvements for cyclists through section
106 agreements.
➔ Building Schools for the Future (BSF) will provide many
opportunities to promote and facilitate cycle use among
secondary pupils. Blackburn with Darwen Borough
Council is seeking £150m from the Government’s
15-year BSF programme, which aims to “transform
teaching and learning and only provide buildings fi t for
the 21st century”. The work will involve the closure
of some schools, improvements and redevelopment
of existing ones, as well as the construction of new
facilities. There should be signifi cant scope to ‘build
cycling in’ to this programme through site-specifi c travel
planning work.
➔ The borough has a relatively good public transport
network which includes six local rail stations with
services west to Preston, Blackpool and Morecombe;
east to Leeds and York; north to Clitheroe, Carlisle (via
Preston); and south to Manchester. There is obviously
considerable scope to promote bike and rail as a
journey option within the area.
➔ A rail study in 2004 produced by ACoRP highlighted the
need to improve cycle links to the stations on the East
Lancashire line.
➔ There is reasonable short-term, ‘serpent-style’, cycle
parking at Blackburn station yet provision at the other
stations in the borough is non-existent.
➔ Blackburn with Darwen Borough Council, in partnership
with Lancashire County Council, commissioned a report
in 2005 from Budgie Bikes to explore the potential
for a network of linked cycle hire outlets across East
Lancashire. The fi ndings concluded that, under current
circumstances, it would be diffi cult to establish a
network of provision across all areas, in part due to a
dispersed population, absence of a cycling culture, lack
of a university, and the fact that area is not a tourist
destination. However, the report mooted that there may
be scope to develop a corridor along National Cycle
Route (NCN) Route 6, using Witton Park as a hub for
cycle hire.
➔ While the borough has a reputation of being quite hilly,
there are opportunities to promote cycling along the
valley bottoms and via ‘contour routes’. Routes such as
Witton Park, the canal towpath, and Hyndburn Greenway
can help encourage inexperienced cyclists.
➔ Some local parks would provide an attractive setting
for family leisure cycle rides and confi dence building.
However, their use as such is often restricted, or
prohibited because of bye laws.
➔ Blackburn College campus growth/expansion provides an
opportunity to realise good cycle approaches to the town
centre from the west – the most likely route to achieve
cycle use growth.
➔ The Leeds and Liverpool Canal towpath between
Accrington and Feniscowles has recently been surfaced,
and lit in places, providing a level traffi c-free route
through the borough.
➔ NCN Route 6 runs east-west through the borough. The
local element of NCN6 is complete between Pleasington
and Accrington, and will be extended to Preston once
Lancashire County Council has secured a preferred
route.
➔ Part of NCN Route 6 between Blackburn and Accrington
was, in 2006, chosen as one of the top 10 best bike
routes in the British Isles according to a listing compiled
by Halford’s Financial Services in partnership with
Sustrans.
➔ Blackburn and Darwen are surrounded by countryside
which offers the chance to promote attractive, if
somewhat challenging, leisure cycling opportunities.
Mountain bikes, ‘roadies’ and cycle tourists are all
drawn to the area to enjoy the ‘thrill of the hills’.
➔ Blackburn is located half way on one of the routes used
by cycle tourists on the Lands End to John O’Groats ride.
➔ The new West Pennine Moors bridleway loop, due for
completion in March 2008, is intended to attract more
leisure cyclists to the area.
➔ Lancashire County Council has a very experienced,
knowledgeable and supportive cycling offi cer, who is
keen to work collaboratively with other local authorities
to explore ways of facilitating cycle use.
➔ Blackburn with Darwen’s neighbouring local authorities
are engaged in a number of initiatives to promote
cycling, e.g. Hyndburn’s Cycling for Health project, and
Burnley’s integration of cycling into its exemplar housing
renewal project in Danehouse. Partnerships could be
fostered to pursue joint initiatives, share good practice,
etc.
➔ Groundwork has an active presence in the East
Lancashire area, and is keen to use its experience,
knowledge and resources to promote cycle use for utility
and leisure journeys. It has been contracted to carry out
a number of cycling-related projects by Blackburn with
Darwen Borough Council, such as interpretive signing on
the Leeds and Liverpool Canal.
10

➔ Elevate, a regeneration partnership, is involved in
redeveloping areas of Blackburn, and is proactively
seeking to make provision for cyclists within these
schemes.
➔ A wide range of non Local Transport Plan funding
opportunities to provide for cycling do exist. What is
required is an eye for identifying, and resources for
capitalising on them when they arise.
SWOT - Threats
➔ The topography of the borough is quite challenging
in many places for cycling, with steep hills within and
surrounding the urban areas.
➔ The area has a reputation of receiving more than its fair
share of rain.
➔ Blackburn with Darwen Borough Council has, in
common with many local authorities in recent years,
experienced staff shortages, including within the
transport planning department. This has impacted
on the ability to progress policy objectives and meet
performance targets within envisaged timescales.
➔ The borough’s roads are fairly busy and in places
narrow, a situation exacerbated in many locations by onstreet
parking.
➔ The main roads tend to follow the best (evenly
contoured and most direct) routes. Quieter road
alternatives tend to involve additional hills.
➔ An assessment of the full impact on cycling of highway
improvements and land-use developments is often
lacking. For example, many recent employment and
retail developments have been ‘edge of town centre’,
served by fast and busy roads.
➔ The recently introduced traffi c management
arrangements in and around central Blackburn are, in
places, somewhat confusing and ‘counter-intuitive’ (i.e.
thwart desire lines), leading to road-users of all types
making irregular and illegal manoeuvres.
➔ The Leeds and Liverpool canal, river Darwen and the
railway lines present barriers to cross-movements,
funnelling cyclists (along with other) traffi c onto/under
a limited number of bridges, many of which feel
constricted.
➔ The current low level of cycle use in the borough
presents diffi culties in terms of identifying and satisfying
(potential) cyclists’ needs.
➔ There is a lack of cycling culture in Blackburn with
Darwen, making the job of ‘selling’ cycling to an
audience largely lacking in empathy, experience and any
great enthusiasm, no easy task.
➔ Signage on cycle routes is prone to vandalism,
particularly in the more deprived areas, and on routes
away from the public highway. This undermines
confi dence in the signs that do exist (“Are they pointing
the right way?”), and reinforces the impression of
cycling as an unattractive form of travel.
➔ There is currently no cycling pressure or campaign
group in Blackburn or Darwen, with which the Council
could engage to work collaboratively towards effective
measures to promote cycle use.
➔ The borough has a relatively high proportion, around
22%, of BME (Black and minority ethnic) groups among
its resident population - 40% of 16 and 17 year olds
in Blackburn are non-white. Experience here and
elsewhere in the UK, suggests it is especially diffi cult
to encourage members of such groups to consider
cycling for transport or recreation. Adult BME group
members, in particular, tend to consider this mode of
travel unattractive or irrelevant. Also, elements of the
BME community tend to be characterised by large family
groups accommodated in terraced housing, in which it
would be diffi cult to fi nd storage room for cycles.
➔ Research has shown that many residents in the
borough, particularly those without any, or any recent,
experience of cycling, are discouraged from using this
mode due to concerns over safety and security of riding
both on- and off-road.
➔ Research has indicated that cycling is currently not
considered ‘cool’ among the younger generation of the
borough.
➔ The Building Schools for the Future (BSF) programme
will ultimately lead to greater pupil choice in the schools
they attend, with some attending lessons at different
schools. Without careful management of the impact of
these increased choices on pupils’ travel footprint, the
programme could have very negative implications on the
volume of motorised transport undertaken by pupils.
➔ The lack of long-stay secure cycle parking facilities at
many key destinations, including schools, colleges,
work sites, retail areas, community, leisure and sports
centres, is discouraging cycle use.
➔ Almost certainly linked to the lack of local cycling
culture and the fact that cycling is outside the recent
experience of the majority of the adult population of the
borough, there is a tangible lack of care and courtesy
shown by drivers to the minority who do use this form of
transport. The inconsiderate and, at times, aggressive
behaviour towards cyclists shown by some drivers,
including those of commercial passenger vehicles
(buses and taxis), compared with that experienced
by the consultant in towns where cyclists are more
common, will be particularly damaging to efforts to
nurture novice and less confi dent riders.
11

Blackburn with Darwen Cycling Strategy
Cycle network development 1998 - 2007
The development of the borough’s cycle network has
been described as somewhat sporadic, since it often
relies on opportunities presented through highway
improvements, road safety schemes and development
control decisions.
Moreover, some of the earlier schemes introduced in the
borough are now in danger of becoming low quality and
require slight improvements such as resurfacing works and
replacement signage. Ultimately, the Council has been
advised that certain schemes should not be promoted until
they are improved, an example being the Arran Trail at
Shadsworth.
However, the Council has been commended for capitalising
on any opportunity to lever resources for improvements for
cycling even though it has tended to often result in disjointed
infrastructure developments. Furthermore, where possible
the Council has demonstrated willingness to trial some
innovative designs to facilitate cycling and overcome sitespecifi
c constraints. Examples of this include the central lane
exit for cyclists from the Toucan crossing outside Blackburn
College on Montague Street; and the push button control
for cyclists on the carriageway at the eastern end of Church
Street, to enable them to ‘trigger the green lights’ when no
motor traffi c is present to do so on this arm of the junction,
to activate the signals.
Although the design of some provisions for cycling has
not always been commended and attention to detail has
been questioned, there have often been many site-specifi c
constraints which have also impeded developments, yet it
is clear that an agreed set of cycle design standards are
required based on existing best practice in Lancashire, the
South East and the Netherlands.
When unitary authority status was achieved in 1998, cycling
provisions were extremely minimal and just represented a
few metres of white lining.
From this meagre start it soon became apparent to the
Council that there was a large proportion of the population
that were deterred from cycling on busy roads due to
safety concerns. Ultimately, where special facilities
have been implemented the focus has, understandably,
been on provision for less confi dent riders who are often
prepared to sacrifi ce a degree of directness and priority for
enhancements in perceived and actual safety.
However, this policy approach has sometimes led to
a deterioration in conditions for more confi dent and
experienced cyclists who would generally avoid ‘facilities’
that result in a signifi cant compromise in priority and /or
directness.
The borough’s cycle network falls into four main types
of route:
➔ Off street:
Off street cycle routes such as the Queens Park cycle
link and parts of the NCN Route 6 are entirely separate
from the road network. Their principal advantage is
safety and their separation from road traffi c makes
them attractive to recreational cyclists or families with
children.
A disadvantage with off road routes is their limited
scope for connections with the rest of the highway
network, low levels of natural surveillance leading to the
perception of risk of crime on poorly used routes. The
confrontation between cyclists and pedestrians can also
present issues especially on narrow paths such as the
Leeds & Liverpool canal towpath.
➔ On street:
The on street routes are incorporated within existing
road space e.g Montague Street. The provision of onstreet
facilities are relatively inexpensive to implement
and benefi t from the lighting, natural surveillance
and regular sweeping of the highway network. On
street routes also afford cyclists priority at several key
junctions in the borough through advanced stop lines.
Unfortunately on-street facilities can be narrow, afford
less protection from traffi c than off street routes and
are often intermittent and dependent on the availability
of roads space. On street routes can also be blocked
by parked cars resulting in cyclists having to manoeuvre
dangerously into traffi c.
➔ Unmarked on street routes:
Unmarked on street routes include a number of different
types of routes including minor roads which cyclists may
be directed to use but share road space with low levels
of motor traffi c. Shared routes can also include shared
bus and cycle lanes such as Eanam and eventually the
new Freckleton Street bridge.
➔ Public Bridleways:
Cyclists are entitled to use public bridleways. Although
there is a legal right to cycle on bridleways these routes
are also used for horse riding which can cause confl icts.
The principal value of the bridleway network is for
recreational off road cycling.
12

Cycle routes in Blackburn with Darwen:
➔ National Cycle Network Route 6 (NCN Route 6)
NCN Route 6 forms part of the 10,000 miles of the
National Cycle Network. NCN 6 which on completion will
run from London to Keswick, follows the Leeds Liverpool
canal towpath from Rishton as far as Eanam Wharf in
Blackburn. From Eanam Wharf the cycle route continues
down Eanam Old Road, Salford, Church Street, Fleming
Square, Cardwell Place, Feilden Street, Montague
Street, Oakenhurst Road, Wensley Road, St. Mark’s
Road and Higher Witton Road then across Witton Park
joining Tower Road and Old Hall Lane to Pleasington.
This route will eventually link Pleasington with Preston
once agreement has been reached with local land
owners.
This route has been developed over the last few
years by the Council in partnership with Lancashire
County Council, Hyndburn Borough Council, British
Waterways, Groundwork and private developers. Recent
improvements to the route were undertaken using
Single Regeneration Budget 5 and Local Transport Plan
funding.
The National Cycle Network project is the vision that has
become a reality for the founder and chief executive of
Sustrans, John Grimshaw. The National Cycle Network
now passes within one mile of half the population and
as it continues to grow so does its popularity – an
amazing 201 million trips were made on the Network
in 2004 alone and it is estimated that 75% of the UK’s
population lives within two miles of a route that is free
to use and open to all.
The Leeds & Liverpool canal, which forms part of the
route, opened in 1816 and is one of the longest canals
in Britain stretching for 127 miles. It was originally
conceived as a way for Bradford merchants to reach the
northwest port of Liverpool and runs through or near
some of the most signifi cant industrial towns of the
north.
The canal played a major part in the development of
East Lancashire with mills springing up along its banks
in much the same way as industry congregates around
motorway junctions today.
Whitebirk on the canal used to be a popular bathing
spot. Hot water from the now long gone Whitebirk power
station meant that the water was warm enough to swim
in all year round. In the 1950s, tug of war fi ghts were
held annually on a disused swing bridge at Whitebirk.
An early use of bicycles on the canal was for the
bargeman’s mate to cycle ahead of the boat to set up
the locks ready for the boat to go through.
In 2006 a section of cycle route stretching from
Blackburn to Accrington was chosen as one of the
top 10 best bike rides in the British Isles according
to a listing compiled by Halfords Financial Services in
partnership with Sustrans.
Running alongside the Leeds Liverpool canal, this traffi c
free route provides a refreshing and fun option for
cyclists and walkers, offering fantastic views of Pendle
Hill and the Pennines for those travelling between these
two Lancashire towns.
➔ Darwen to Witton Park cycle route
The fi nal section from Lower Darwen to Darwen of this
mostly off road pedestrian/cycle route from NCN 6 in
Witton Park to Darwen is now fully open and provides a
mostly traffi c free 10.5km of cycleway linking residential
areas to the Leeds and Liverpool Canal cycle route and
Ewood Park. The £400,000 scheme has been funded
through a package of Single Regeneration Budget, New
Opportunity Fund and Local Transport Plan funds and
provides a safe, sustainable alternative for commuting,
leisure, health and educational trips. The Council is
monitoring the popularity of this route and hopes it will
contribute towards increasing cycle and walking in this
borough.
➔ Queens Park pedestrian & cycle route
This LTP funded scheme has established a cycle route
between deprived residential areas, a number of local
schools, the Queens Park Hospital site and NCN 6.
Using neighbourhood road safety initiative funding
pedestrian facilities into Queens Park will also be
upgraded. The link is now complete and helps connect
disadvantaged residential areas with Royal Blackburn
Hospital, nearby employment areas and leisure facilities.
➔ Eanam bus and cycle route
The Eanam bus and cycle route is an example of
how cycling investment has been included in planned
highway improvements. Local buses using this stretch
of highway which are fi tted with a transponder now have
priority at the Higher Audley/Copy Nook junction, which
has helped to achieve the 10% journey saving time for
buses on the Hyndburn corridor.
The Selective Vehicle Detection system operates in
tandem with bus lanes heading in each direction. Cycle
lanes were added to the scheme, and the pedestrian
environment is now also much more attractive with
better quality, wider footways.
13

Blackburn with Darwen Cycling Strategy
➔ Corporation Park
A cycle route across Corporation Park has been
developed from East to West Park Lodge. This will be
part of a route linking into NCN route 6 on Montague
Street, via Granville Road, along St. James’s Road/
Openshaw Drive, linking into the cycle route on
Whitebirk Drive.
This section of the cycle network is mostly an on-road
signed route across the north of Blackburn town centre
traversing the gradients where possible to provide a
“cycleable” east/west link.
➔ Whitebirk drive off road cycle scheme
In conjunction with Lancashire County Council a cycle
route has been created from the canal and NCN route 6
at Whitebirk alongside the footway on the A6119 as far
as Phillips Road, with improved access to the industrial
estates and business parks in this area. The section
fi nanced by the Council from Trident Business Park to
the top of Phillips Road now provides safer access and
egress from Whitebirk business park – an issue raised
through consultation at several business employers
forums and highlighted in the 2005 East Lancashire
Gateway Strategic Employment Zone (ELGSEZ) travel
survey.
➔ Leeds & Liverpool Canal town centre loop
This cycle route provides access to the town centre from
the Leeds & Liverpool canal towpath. The loop from the
canal towpath directs cyclists to the new cinema/bowling
complex (Peel development) off Lower Audley Street.
Using a mixture of off road and on road facilities the
route utilises the recently opened tunnel situated at the
rear of Blackburn railway station as a safe cut through
into the town centre.
This project included resurfacing whole sections of the
canal towpath, improving signage/information boards
and the provision of cycle markers embedded in the
pavement along Lower Audley Street to further help
navigation.
➔ Highway schemes
During the preparation of all highway schemes including
maintenance, traffi c calming, new build and road
closures the needs of all road users are evaluated as
part of the design procedures. Where appropriate this
will include cycle friendly infrastructures.
➔ Safe routes to school
A cycle route which utilises quiet roads with traffi c
free off road sections has been developed to provide
safe access to local schools in the north of Blackburn.
The cycle route which links Brownhill, Beardwood
and Pleckgate benefi ts from the widening of existing
footpaths and the development of new off road sections
of cycle path. Following a contoured path which avoids
any steep climbs the cycle route now provides a safe
school link for children and parents.
14

Survey analysis
The 2001 Census data is able to highlight that the ward
with the highest percentage of people cycling to work
is Wensley Fold which incorporates the Bank Top and
town centre area of Blackburn. This ward is composed
of mainly dense terraced housing and the population
figures indicate a higher than average level of young
adults and middle aged adults. 25% of the population
are non white and less than 50% of the population do
not have a car.
Unsurprisingly perhaps three of the wards with the least
number of commuter cyclists are East Rural, Livesey with
Pleasington and North Turton with Tockholes. These wards
are extremely rural and cover a huge expanse of land which
is sparsely populated.
The two wards of Bastwell and Shear Brow which also have
below average rates of commuter cycling have the highest
rates of ethnic minority residents and an extremely young
population. In Shear Brow 50% of the population is under
24 compared to 38% in the borough.
It has been suggested that if cycling was made safer, then
journeys to work by bicycle could reach 17% in the average
town. Given the very low levels of cycling locally as identifi ed
within the 2001 Census and local travel to work surveys, the
opportunity to increase cycling activity is very high and any
increase can look quite impressive, for example a rise from
the current 1% of commuter trips by bike to 2% represents a
100% increase in cycling!
East Rural which covers the eastern periphery of the borough
and has the least number of commuter cyclists, also has
a higher than average level of car ownership with 85% of
households having access to a car.
The following table indicates the percentage of
commuter cyclists within the borough at individual ward
level:
Wards in
Blackburn with Darwen
People aged 16-74 who usually
travel to work by bicycle (%)
People aged 16-74 who usually
travel to work by bicycle (number)
Audley 1.03 21
Bastwell 0.62 11
Beardwood with Lammack 0.66 18
Corporation Park 1.03 24
Earcroft 0.79 13
East Rural 0.29 3
Ewood 1.91 53
Fernhurst 1.03 23
Higher Croft 1.31 35
Little Harwood 1.24 26
Livesey with Pleasington 0.79 26
Marsh House 1.25 37
Meadowhead 1.52 39
Mill Hill 1.63 43
North Turton with Tockholes 0.35 8
Queen’s Park 1.64 31
Roe Lee 1.08 30
Shadsworth with Whitebirk 1.55 39
Shear Brow 0.51 10
Sudell 1.1 29
Sunnyhurst 1.47 41
Wensley Fold 2.08 39
Whitehall 1.1 23
Blackburn with Darwen 1.16 622
15

Blackburn with Darwen Cycling Strategy
Cordon Count Data and Local Transport Plan 2 Target:
➔ Blackburn Town Centre:
Historically cycle monitoring has been undertaken
through the annual Cordon Count for Blackburn town
centre. This approach has produced varying results over
the last eight years and fi gures would suggest cyclists
entering the town centre peaked in 2003.
Since monitoring began it would appear that there has
been a 25% reduction in cyclists entering the town centre
and only two years recording cyclists above the 1999 base
year fi gure:
Year 1999 2000 2001 2002 2003 2004 2005 2006
Number
of Cyclists
311 261 366 302 424 325 294 232
16
Based on a typical 12 hour period (7am - 7pm) the fi gures
from the cordon count suggest that on an average over the
last eight years the percentage of people entering Blackburn
town centre by bike is just 0.22%.
These fi gures show quite wide annual variations, and it has
been agreed that they do not represent an accurate picture
of what is happening on the ground. Daily variations in cycle
numbers may account for these fl uctuations, which can be
quite high depending on such factors as the local weather
conditions.
The Cordon Counts, despite their fl uctuations, provided
suffi cient historical data to develop the Target Local Transport
Plan 3 (annualised index of cycle trips) for the Second Local
Transport Plan.
Using the 2003/04 fi gures as base data (325) the target
within the second Local Transport Plan is to increase the
numbers of cyclists entering Blackburn Town Centre by 22%
over a fi ve-year-period (414 by 2010/11).
As this is an important Local Transport Plan target it is vital
that the initial fi ve years of this revised cycling strategy
ensures priority is given to schemes which will potentially
increase the number of cyclists being recorded entering the
town centre each year.

➔ Darwen town centre:
Monitoring of bicycles entering the town centre of
Darwen began in 2003 and although the fl uctuations in
recordings are not quite as pronounced as in Blackburn,
since the initial Cordon Count there has been a similar
reduction in cycling levels from the base year (23%).
Based on a typical 12 hour period (7am -7pm) the fi gures
from the cordon count suggest that on average over the last
4 years cyclists represent just 0.26% of all people entering
Darwen town centre.
Year 2003 2004 2005 2006
Number
of cyclists
134 91 111 103
17

Blackburn with Darwen Cycling Strategy
Permanent cycle monitoring counters
Permanent cycle monitoring sites have been installed
on certain cycle routes in the borough to help establish
the fluctuations in the data from the Cordon Counts.
The following tables are able to highlight the moderate
number of cycling journeys based on an annual seven day
average over a 24 hour period.
➔ Witton Park
Counter installed in May 2001
E = East bound cycle traffi c towards Blackburn town centre
W = West bound cycle traffi c towards Pleasington
2002 2003 2004 2005 2006
E W E W E W E W E W
16 15 20 22 21 24 20 24 18 20
It would appear there is an equal split between east and west
bound travel that has been constant for the last fi ve years.
➔ Millbrook Street, Lower Darwen
Counter installed in February 2004
N = Northbound cycle traffi c towards Ewood
S = Southbound cycle traffi c towards Lower Darwen
2004 2005 2006
N S N S N S
4 13 9 17 6 14
The fi gures would seem to indicate a signifi cant bias towards
Lower Darwen (southbound journeys).
➔ Harwood Street - Leeds and Liverpool canal
towpath access
Counter installed in May 2001
E = Eastbound cycle traffi c towards Hyndburn
W = Westbound cycle traffi c towards Feniscowles
2002 2003 2004 2005 2006
E W E W E W E W E W
14 9 10 7 11 8 13 11 15 15
It would appear that since 2003 there has been steady
growth which still indicates a slight preference towards
Eastbound travel.
18

➔ Albion Street - Leeds and Liverpool canal towpath
access
Counter installed in December 2002
E = Eastbound cycle traffi c towards Hyndburn
W = Westbound cycle traffi c towards Feniscowles
2003 2004 2005 2006
E W E W E W E W
18 24 16 20 16 20 17 19
The monitoring would suggest a slight preference towards
Westbound travel with no signifi cant fl uctuations in cyclists
recorded over the last four years.
In addition to the permanent monitoring sites a monthly
count of bicycles parked at short stay cycle parking facilities
in Blackburn town centre is now being recorded along with
information on powered two wheelers.
Based on an average day in each month (fair, clear weather
conditions) the survey will enable the Council to assess the
impact of recent cycle parking investment through LTP1 and
LTP2 by identifying the most popular and least popular cycle
parking localities.
Although undertaking a spot check monitoring regime does
not provide us with statistically robust data, it does provide
us with a clear indication of how popular certain short stay
cycle parking options are and helps us to then theorise the
reasons why.
The monitoring is able to guide us to the conclusion that
the four most popular parking facilities are on King William
Street, outside the library and town hall and at the top of the
shopping centre car park ramp to the rear of the town hall.
The least popular places to leave a bicycle would appear to
be mid way along Church Street, under the car park ramp to
the side of Debenham’s and at the rear of Blackburn railway
station.
At each of these locations no bikes were recorded over the
last 12 months during the spot checks yet the Church Street
and Debenham’s sites are very popular with powered two
wheelers.
19

Blackburn with Darwen Cycling Strategy
The following table represents the results of monthly
spot checks from April 2006 to March 2007:
Short stay cycle
parking - location
April May June July Aug Sept Oct Nov Dec Jan Feb Mar
Top of ramp 2 1 2 1 3 1 1 2 1 1 0 1
Back of town hall 0 0 0 0 0 0 0 0 0 0 0 0
Front of town hall 0 1 0 1 1 1 1 1 3 1 2 1
King William Street 2 0 2 5 1 2 0 3 0 2 1 2
Library 1 0 1 0 3 2 2 3 0 0 1 0
King George’s Hall 0 0 0 1 0 0 0 0 0 1 1 0
Waves 0 0 1 2 0 3 1 0 0 2 2 0
Motor cycle park - college 0 1 0 0 0 2 1 2 0 0 1 0
College 0 0 0 0 0 0 0 1 0 0 0 1
Telecom building railings 0 0 0 0 0 0 0 1 0 0 0 1
Sudell Cross 0 0 0 0 0 0 0 0 0 0 0 1
Under ramp 0 0 0 0 0 0 0 0 0 0 0 0
Lord Square railings 0 1 0 0 0 0 0 0 0 0 0 0
BBC Radio Lancashire 0 2 2 0 0 1 1 1 0 0 0 2
Astley Gate 0 0 1 0 1 3 0 1 1 0 0 1
Mid Church Street 0 0 0 0 0 0 0 0 0 0 0 0
Railing on boulevard 1 3 1 1 0 0 0 0 0 0 0 0
Back of railway station 0 0 0 0 0 0 0 0 0 0 0 0
Church Street 0 0 0 0 1 3 2 1 1 0 0 0
King John Tavern,
Ainsworth Street
0 0 0 0 0 0 0 1 0 0 1 0
Ainsworth Street 0 0 0 0 1 2 1 1 0 1 0 1
Total 6 9 10 11 11 20 10 18 6 8 9 11
Travel to work survey data
Analysis of travel survey data within the borough revealed
the extremely low rates of cycling even though a large
percentage of employees commute to their workplace from a
distance considered reasonable to cycle.
The following table highlights the recommended maximum
distances considered reasonable to walk or cycle to a given
destination.
Mode of Travel Walking Cycling
Distance
4km
(2.5miles)
10km
(6.2miles)
Travel survey analysis of Council, Royal Blackburn Hospital
and East Lancashire Gateway Strategic Employment Zone
(ELGSEZ) employees reveals that approximately half of all
respondents live within fi ve miles of their workplace - a
distance considered reasonable to cycle (Council 2004 48%
& 2006 46%, ELGSEZ 52% RBH 46%).
Moreover, in 2004 20% of the respondents to the Council’s
staff travel survey lived within two miles of the town centre
yet 53% decided to drive to work.
20

Mode of transport
Blackburn town
centre Council
employees 2004
Usual method
of travel to work
(sample 370)
Blackburn town
centre Council
employees 2006
Usual method
of travel to work
(sample 513)
ELGSEZ
employees 2005
Usual method
of travel to work
(sample 675)
Royal Blackburn
Hospital
employees 2006
Usual method of
travel to work
England
average
Travel by car 78% 78.1% 85% 90.5% 71%
% of respondents
travelling by car
82% 82% 86% 84% -
who drive alone
Train 5% 4.5% 1% 0% 6%
Bus or coach 8% 8% 7% 3% 8%
Bicycle 2% 1% 1% 1.5% 4%
Motorcycle 0.5% 1% 0% 1% 1%
Walk 7.5% 6.5% 4% 3.5% 10%
BwDBC Blackburn town centre travel surveys
The 2004 and 2006 Blackburn with Darwen Borough
Council travel to work surveys are able to demonstrate that
even though approximately half the respondents live within
fi ve miles of the town centre cycle usage is only between 1%
and 2%.
In the 2004 travel survey of Council employees based
in Blackburn Town Centre analysis was undertaken to
examine why cycling rates were particularly low amongst the
workforce. The Council employees who didn’t already travel
to work by cycle in 2004 (the majority) were asked ‘what
would encourage you to cycle to work?’ and unsurprisingly
the majority of people said that nothing would encourage
them to cycle to work.
However, of the issues specifi cally mentioned, improved
shower and changing facilities, improved cycle storage
and improved cycle routes were identifi ed as most popular
choices.
Encouraging cycle use to travel to work Blackburn with Darwen Borough Council
Survey 2004
Number
Percentage
Nothing 220 60.6%
Improved shower and changing facilities 60 16.5%
Improved cycle storage at work 54 14.9&
Improved cycle routes 41 11.3%
Provision of free or subsidised protective clothing 32 8.8%
Arrangements to buy a bicycle at a discount 30 8.3%
Mileage payment for use of bicycles on council business 28 7.7%
Repair and maintenance facilities 28 7.7%
Availability of pool cars for work use 28 7.7%
Loan to buy a bicycle 11 3.0%
Cycle maps and information 11 3.0%
Cycle training/profi ciency refresher 10 2.8%
Bicycle user group 9 2.5%
Restricted car parking at work 3 0.8%
Other 45 12.4%
No reply 42 11.6%
21

Blackburn with Darwen Cycling Strategy
Of the respondents who lived within two miles of work, half
(47.8%) said ‘nothing’ would encourage them to cycle to
work. Just under a quarter said that ‘improved cycle storage
at work’ may encourage them to cycle to work.
East Lancashire Gateway Strategic Employment Zone
(ELGSEZ)
The survey of employees based at the ELGSEZ (Whitebirk,
Furthergate & Greenbank) undertaken in March 2005 again
highlights the lack of commuter cyclists (1%) and the over
reliance on the motor car for the journey to work.
East Lancashire Strategic Employment Zone:
Main mode of transport to work:
As with the Council travel survey the respondents to the
ELGSEZ survey were asked which factors would most
encourage them to either cycle or walk to work.
Number
Percentage
Living closer to work 3 0.3%
Arrangements for subsidised cycle purchase/loans 39 5%
Better street lighting 44 6%
Bridge over canal near dual carriageway 1 0%
Improved changing / locker facilities at work place 43 5%
Improved cycle parking at work place 23 3%
Improved pedestrian routes 55 7%
Smaller hills 1 0%
No hills 1 0%
Better cycle provision on trains 1 0%
Improved cycle paths on the journey to work 131 17%
Other - no cycle 1 0%
Nothing would encourage me to walk or cycle to work 404 52%
Other 37 5%
Total 784
ELGSEZ survey 2005
22

Cycling & healthy lifestyles
Once again it would appear that the majority of respondents
could not be encouraged to cycle or walk to work even
though 31% of respondents lived within three miles of the
work place and 52% of the workforce lived within fi ve miles.
Of those who could be persuaded to commute by cycle, it
would appear that improving cycle paths on the journey to
work would be the most benefi cial investment.
Royal Blackburn Hospital
A travel to work survey undertaken in 2006 at Royal
Blackburn Hospital (RBH), as part of the Clinical
Services Review, reinforces the dominance of the
motor car for short journeys.
Approximately half of the respondents to the survey live
within four miles of the hospital and 11% commute less than
two miles yet only 1.5% cycle to work.
The following table highlights what factors could encourage
greater levels of cycling:
Top five factors that would
encourage more cycling to work
Percentage
Secure cycle parking 25%
Improved cycle paths on route to work 25%
Changing facilities/showers 23%
Lockers at work 12%
Cycle training/safety course 7%
RBH Survey 2006
As with the ELGSEZ survey improved cycle paths for
the journey to work would appear to be a much needed
investment even though an off road cycle route linking
Queen’s Park with the hospital site, and a shared pedestrian
and cycle path network on the approach to the hospital
already exists. Moreover, the survey highlighted the
requirement for secure cycle parking facilities and changing
rooms / showers to encourage cycling, even though recent
investment by the trust has seen the provision of ample
short stay covered cycle shelters and long stay secured
‘Bykebin’ facilities located close to hospital entrance points.
The results of this survey would suggest that the
existing cycling facilities at RBH need greater
promotion as site visits reveal a very low rate of usage.
Since the 1950’s the UK has gradually become a
sedentary nation, with 42% of British men and 32% of
British women being recorded as overweight (BMI of
between 25 and 30). Moreover, 25% of men and 20% of
women are now obese (BMI of more than 30).
Obesity is an increasing problem in young people too:
in Britain one in ten six-year-olds is obese and a third of
children aged two to fi fteen are overweight or obese. Since
2003 obesity levels have risen by 38% and there is a new
sense of emergency about the need to increase activity
levels across the population.
The increase in sedentary lifestyles is putting the nation at
increased risk of hypertension, coronary heart disease, Type
2 diabetes and osteoarthritis.
The obesity problem today is likely to become a chronic
disease problem in the future, placing a massive burden on
the NHS and the economy at a time when our population
will be ageing.
Blackburn with Darwen has intractable and long standing
health and social problems more akin to those of an inner
city. Whilst life expectancy has improved over the last
decade, the gap between Blackburn with Darwen and the
country as a whole has increased from two to three years in
women and has only reduced from 2.3 to 2.1 years in men.
In 2001-03 Blackburn with Darwen had the lowest female
life expectancy in the country and the 24th lowest in men.
Death due to cardiovascular disease is the single largest
contributor to the relatively poor local life expectancy fi gures
for both men and women. Data from 2001-2003 indicates
that Blackburn with Darwen residents have a 37% higher
rate of death due to the disease than the average for
England & Wales.
Did you know?
➔ A 35 year old male cycling 12 miles a day extends
his life expectancy by two and a half years.
➔ A 10% increase in numbers cycling results in a 4%
decrease in people with heart disease - a saving of
£200 million for the NHS.
➔ In-car air can be three times as toxic as air
breathed by cyclists or walkers, as cars are in
the middle of the road where pollution is most
concentrated.
➔ Cycling is a non-weight bearing activity and regular
cycling leads to improved muscle strength and
improved mobility and co-ordination.
➔ Pedestrian and cycle facilities offer a sound return
on investment in terms of a fitter and healthier
workforce.
23

Blackburn with Darwen Cycling Strategy
24
In 2004 the Chief Medical Officer stated that “the
scientific evidence is compelling: physical activity not
only contributes to well-being, but is also essential
for good health. There are major opportunities
for achieving large health gains for the European
population by increasing levels of routine physical
activity. Walking and cycling as means of daily transport
can be a most effective strategy to achieve these
gains”.
In 2006 the Chief Medical Offi cer, Sir Liam Donaldson
reiterated the plea for more attention to focus upon reducing
inactivity stating that “physical activity must be one of the
most undervalued interventions to improve public health”.
Studies into the health benefits of cycling have shown
that regular commuter cyclists are:
➔ fitter
➔ had healthier hearts
➔ able to burn more fat
➔ able to achieve lower cholesterol levels than car/
bus commuters
A post mortem study in the 90’s highlighted that there was
greater heart damage amongst non-cyclists and that cycling
delayed the onset of heart disease – Kennedy, A. 1997
Exercise and heart disease: cardiac fi ndings in fatal cycle
accidents, British Journal of Sports Medicine, Vol. 31 (4),
pp. 328 -331
People who regularly engage in physical activity are
healthier, fi tter and cope better with daily stress, making
them more productive. The UK/International physical activity
recommendation is 30 minutes per day of moderate physical
activity which could be broken down into -2 x 15 minutes or
3 x 10 minutes worth of exercise – or the commute to work
by cycle for a large proportion of employees who live within
two miles of the workplace!
By following these recommendations of 30 minutes
physical activity a day, on five or more days of the week
just through walking and cycling to work can reduce the
risk of several medical conditions:
➔ coronary heart disease reduced by 50%
➔ diabetes in adulthood by 50%
➔ obesity by 50%
➔ hypertension by 30%
GP referral
The Blackburn Primary Care Trust has over 100 GPs involved
in a local health scheme. The scheme involves GPs issuing
exercise referrals using specifi c guidelines. At present,
there are 16 health practitioners involved in the Blackburn
scheme. These are based at Darwen Leisure Centre, Audley
Sports and Community Centre, Shadsworth Leisure Centre,
Healthy Living Centre and the Regency Suite at Waves Water
Fun Centre. The health practitioners must undertake national
accredited qualifi cations.
There are 139,300 patients within the scheme boundary
and 1243 were referred for exercise. 818 (65.8%) attended
and 221 (27%) completed the 10 week course. 90% of
those who completed the 10 week course stated that their
health had improved. The numbers of patients are increasing
month by month.
The system operates simply by the GP issuing a referral
for exercise. The patient meets a fi tness for life consultant
who plans an appropriate exercise programme. A “beeZ”
card (valid for 12 months) is initially supplied free of charge
allowing reduced rates for activities. No repeat of the referral
is usually given unless the patient has undergone surgery.
The cost of the health practitioner, premises, equipment and
exercise is covered under a service level agreement between
the Council and Primary Care Trust. All travel costs are selffi
nancing and no charge is placed against the referral. When
a patient has fi nished the 10 week course, the scheme
continues and is discounted for the next 12 months.
Depending upon the nature and condition of the patient
there would appear to be potential to enhance supervised
cycling as part of the GP referral scheme and Witton Park
would be an ideal base.
Inactive lifestyles are costing the NHS more than £1bn
a year according to research published in the Journal of
Epidemiology and Community Health. The costs include
hospital stays, outpatient appointments, drugs, community
care and visits to GPs. The study concludes that there is an
economic case for developing policies and interventions that
promote physical activity.
Increasing physical activity and reducing the reliance placed
upon the car will also improve the healthcare environment
an opinion voiced by Caroline Flint MP, Minister of State
for Public Health in 2007 “the NHS can make a signifi cant
contribution to tackling the public health challenges of
obesity and climate change by promoting active travel and
reducing dependency on the car by encouraging people to
travel by cycle, on foot, or by public transport”.
It is estimated that NHS staff, patients and visitors travel 25
billion passenger km per year. Visitors account for 70% of
this, patients 20% and staff 5%.
Almost one in 20 journeys in the UK are associated with the
NHS and 83% of these take place by car or van. Ultimately,
the provision of good public transport, walking and cycling
options will go a long way to ensuring that hospitals become
healthy places.
Royal Blackburn Hospital as with many NHS sites is often
clogged with traffi c and has worsening air quality in the
morning and afternoon peaks, which is not conducive to well
being and patient recovery.

Climate change & air quality
“Soon will come a day when climate change escapes all
control. We are on the verge of the irreversible. Faced
with this emergency, the time is not for half-measures.
The time is for a revolution: a revolution of our
awareness, a revolution of the economy, a revolution of
political action”.
French president Jacques Chirac Feb 2007
The Intergovernmental Panel on Climate Change (IPCC)
reported in 2007 that it was 90% certain that human
emissions of greenhouse gases rather than natural variations
are warming the planets surface with temperatures expected
to increase by 1.8 – 4C by the end of the Century.
The IPCC also predicted that sea levels were likely to rise by
28-43cm and that global warming was likely to infl uence the
intensity of tropical storms.
There is growing consensus across Europe and the Western
World that in order to respond to the challenge of climate
change we must all change the way we live.
In the UK this is evident in the exponential growth in the
participation in waste recycling schemes and the acceptance
that car taxes should refl ect their C02 emissions.
Road transport now accounts for 22% of the UK C02
emissions with road traffi c rising by around 2% per year.
Transport makes a signifi cant contribution to energy
consumption. Increasing the numbers of people cycling to
work, school and for leisure, will greatly help to reduce the
impact of transport on the environment.
Blackburn with Darwen Borough Council is one of a number
of local authorities that have realised that there are many
actions they can undertake which will not only limit their
communities carbon footprint but also improve the quality of
life within those neighbourhoods.
As a unitary authority Blackburn with Darwen Borough
Council is in a prime position to act with roles encompassing
not only transport and development planning, but estate
management, housing provision / purchase and also
extending to facilitate a reduction in energy use by their
citizens and local businesses.
The Council is also keen to put climate change at the heart
of its business and as part of the Government’s Carbon Trust
Programme, the Council is focusing on energy consumption
and emissions from Council buildings, street lighting,
bollards and travel for business purposes.
The Council’s emissions baseline has established that
the authority emits over 26,000 tonnes of C02 each
year. Opportunities, such as replacing out of date heating
systems, installing timers on equipment and encouraging
staff to walk or cycle short distances are now being
prioritised to enable a 25% reduction in C02 emissions by
2012.
25

Blackburn with Darwen Cycling Strategy
Road safety
Local air quality
Over the last 100 years there have been big changes
in the amount and types of air pollution affecting
people living in Blackburn with Darwen. These changes
have occurred for a number of reasons, such as the
decline of the more polluting industrial activities and
the introduction of smoke control areas. The peasouper
fogs and the huge belching black chimneys
are a thing of the past. The switch to lead free petrol
and the resulting fall in lead levels is an example of a
more change. Today, road traffic is the most significant
source of outdoor air pollution within our borough.
Under the Local Air Quality Management regime each local
authority must assess their air quality against nationally
defi ned standards for specifi ed pollutants. As traffi c fumes
are the main source of air pollution, monitoring has
concentrated upon locations in the road network where the
volumes and low speeds of traffi c are likely to generate high
concentrations of pollutants.
Air quality within the borough is being assessed against
national health based target concentrations for eight key
pollutants. Some of this checking is done by measuring and
some is done using computer models.
Air quality has been measured at 87 locations and
levels have been modelled throughout the borough and
this has concluded that unacceptable levels of nitrogen
dioxide can be found at five locations:
➔ Accrington Road/Whitebirk Road junction, Intack
➔ Whalley Range/Whalley New Road junction,
Bastwell
➔ A666 corridor between Robert Street and Wraith
Street, Darwen
➔ Preston Old Road/Buncer Lane junction, Witton
➔ A666/M65 road junction, Earcroft
These busy urban junctions are associated with slow moving
vehicles and emissions that are trapped by nearby buildings
and were designated as Air Quality Management Areas in
October 2005.
Transport planners are now working closely with the Council’s
environmental health department to develop action plans for
each AQMA and the promotion of walking and cycling as part
of school and work place travel plans within the vicinity of
each junction will play an important role.
Whilst there will always be some short trips, for which
a car is the most convenient choice, many of the short
car journeys undertaken today could quite easily be
done on foot or by cycle.
However, concerns over road safety do deter people from
choosing to cycle or walk and therefore Blackburn with
Darwen Borough Council aims to build on the success of its
traffi c management and road safety projects so that people
are safer and feel safer whether on a cycle or travelling on
foot.
Following the announcement of the government accident
reduction targets in the document ‘Tomorrow’s roads:
safer for everyone’, the Council targeted sections of road
and areas with a high number of casualties, with specifi c
emphasis on child casualties.
As a result of signifi cant investment during the fi rst Local
Transport Plan period 2001-2006 roads in the borough
are now much safer. 69 traffi c calming schemes were
implemented between April 2001 and March 2006 – an
investment of approximately £3m with well over £1m
secured from the Local Transport Plan, with the remainder
fi nanced using various grants. Moreover, a total of fi ve “safe
routes to schools” schemes to the value of £115,000 were
delivered and in order to address road safety problems in
the rural areas of the borough, four safety schemes have
been implemented to the value of £110,000 including traffi c
calming measures and advisory speed signage.
Subsequently the number of people killed or seriously injured
has declined by 46% from the base period and the number
of children killed or seriously injured has declined by 38%
from the base period.
Traffi c calming measures are not the only reason for a
reduction in injury accidents. The education and practical
training programme which has been operational within
the borough since 2000 has also made a huge impact.
Combining education, training and publicity with physical
measures has a wider target area than a single traffi c
calming scheme.
The success from the capital and revenue investment
in local road safety issues meant that the Council soon
matched the set casualty reduction targets for 2010.
Therefore, in order to maintain the momentum of the good
work which has been delivered over the last fi ve years more
challenging “stretching” local targets have now been set.
26

➔ All casualties: Total casualties by road user type:
The breakdown of the casualty fi gures over these two fi ve
year periods shows very little variation. Whilst the number of
casualties has reduced over the two periods the percentage
split between the road users has not altered. Most of the
casualties within the borough are related to car accidents
with 20% pedestrians.
➔ Killed/Serious Injuries (KSI)
The breakdown of KSI casualties shown in the chart below
emphasises how vulnerable road users such as pedestrians
and cyclists are to serious injury. This emphasises the high
priority that should be given to these road users in the road
safety strategy in order to meet the set KSI targets.
27

Blackburn with Darwen Cycling Strategy
Again there is very little percentage split between the users
except perhaps that the percentage of goods vehicles is
higher within the base year than between 2000 – 04. It is
possible that the reporting procedure regarding vehicle type
has improved over the last few years.
In terms of accidents within the urban core of Blackburn
town centre between 1994-98 & 2000-04 cycling casualties
have been reduced by over a 1/3 (35%).
The casualty fi gures are able to show that between the
1994-98 and 2000–04 period the number of cycling
casualties has reduced from 178 to 147 representing a
reduction of 17% and that the number of KSI has reduced
from 54 to 18 representing a reduction of 66%.
All cycle casualties by age (2000-04)
Splitting the age groups up into equal age ranges
gives a better profi le as to which group is most at risk.
Unsurprisingly, children are most at risk hence the
justifi cation to offer cycle training to all year six pupils.
However, with even younger children having similar casualty
rates the case for expanding this service to cover earlier
years is very strong.
It is noticeable that cycle casualties increase again from
the age of 30. It is probable that this blip is as a result of
ill equipped/less confi dent individuals attracted back to the
cycle to address personal fi tness issues and the following
table from the Offi ce for National Statistics in 2001 is able
to demonstrate that the main reasons cited for cutting short
car journeys is the need for additional exercise.
It is noticeable that cycle casualties drop off in post 16
children/young adults and this could correspond with the
belief that cycling becomes very unpopular in this age
range as the allure of the private car takes hold. However,
a reduction in the appeal of cycling and desire for a motor
vehicle often leads to an increase in young drivers being
involved in car crashes.
28

Reasons for cutting car journeys short
ONS 2001
Even though helping to reduce congestion and helping the
environment appear on the list, it would seem that the need
for additional exercise is the main reason why the car is
often left on the drive and the noticeable rise in casualty
rates from the age of 30 strengthens the case to make cycle
profi ciency training also available to adults and to promote
safe cycling via the workplace.
It is important however to remember that the health
and safety risk of becoming a regular cyclist signifi cantly
outweighs the risk of being physically inactive.
The following statistics from 2003 provided by Cycling
England demonstrate that being physically inactive has a
much greater risk to an individual’s health when compared
with being a keen cyclist on Britain’s roads.
Comparing all deaths in 2003 which were attributable to
a lack of exercise/inactivity with cyclist fatalities clearly
highlights the importance of regular exercise and the relative
safety of cycling in Britain. Cyclist deaths accounted for just
3% of all road user deaths in 2003.
As we become increasingly aware of our affect on the
environment and as we desire to maintain a healthier
lifestyle cycling and walking becomes not only a socially
acceptable form of transport but also a great way to work
out for free and so it is important that the ‘return’ cyclists
are well equipped, confi dent and fully aware of local,
regional and national cycle routes as well as recommended
traffi c free quiet roads.
Cause of death 2003
Number of
deaths
Coronary heart disease /
stroke due to inactivity
57,322
Cancer due to inactivity 28,016
All road user traffi c fatalities 3,471
113
All cyclist fatalities
(3% of road
user deaths)
29

Blackburn with Darwen Cycling Strategy
Cycle training and engagement
With the third highest percentage of children under
the age of 16 years in the whole of England (25.2%)
the borough has a very young population and
consequently a lower than average proportion of the
elderly. Furthermore, with over 20% of the population
being of Asian heritage (UK average 4.4%) the cycle
strategy needs to reflect the boroughs very distinct
demographic profile.
Over the next 20 - 30 years the Government proposes to
dramatically increase the levels of cycling and walking to
reduce issues of childhood obesity and reduce the reliance
placed upon the private car. The aim is to make walking and
cycling modes more convenient, attractive and a realistic
choice for many more short journeys, especially those to
work or school.
Being active is especially important to children and so a
great deal of emphasis from Central Government has been
placed on developing a child’s skills in order for them to walk
and cycle in safety and confi dence.
Children and young peoples plan
The Children Act 2004 set out the vision for the
future of children and young people. It envisaged the
integration and co-ordination of all services delivered
for children, young people and their families.
The ‘children and young peoples plan’ sets out the top
priorities for improvement, as set by the children and young
people’s strategic partnership (C&YPSP). Over the next few
years the individual organisations that make up the C&YPSP
will focus on 25 top priority areas and combine their efforts
to achieve the specifi c targets set for each priority.
Of great signifi cance to the cycling strategy is the priority
to encourage children and young people to adopt healthy
lifestyles. Two actions that have been outlined to help
achieve this priority are:
➔ Increase the proportion of children and young
people achieving at least two hours per week
physical activity to 85% by March 2008
➔ Ensure that 50% of schools achieve national
healthy school status with effective healthy eating
and physical activity policies and practice by 2007.
Actively promoting cycling to school and for leisure journeys
is one way in which this priority area can be achieved.
However it is vital that the infrastructure is in place to help
develop the necessary skills required for children to become
safe and confi dent cyclists.
School cycle training
Blackburn with Darwen Borough Council’s cycle
proficiency training currently takes place in the last few
months of the summer term working within schools with
children over the age of 10 years, usually years five
and six.
The Capita road safety team, on behalf of the Council, coordinates
and delivers cycle training within the borough and
this is offered to local schools on a fi rst come fi rst served
basis as there currently isn’t the level of resources available
to service all schools.
The training takes place over three sessions. Session one
involves looking at cycle maintenance, general ability to ride
a bike within a safe environment (playground), signalling,
control of the bicycle and stopping safely.
Sessions 2 and 3 takes place over two consecutive half
days either am or pm sessions. In these sessions the team
look at the four main manoeuvres turning left and right out
of a minor road to a major road and turning left and right
from a major road to a minor road. Overtaking, positioning,
observation and safety in moving traffi c is also included.
These two sessions are generally undertaken on a local, risk
assessed, T-junction close to the school, unless the school
prefers playground sessions.
Through continual assessment from the road safety unit,
every child is assessed to see if they will pass the course.
The children are given certifi cates for their cycle workbook,
which is also part of the course, and their training. They are
also given cycling information leafl ets, cycle smart magazine
(produced by the Department for Transport) and a few other
goodies.
They are also warned that, though they have completed this
cycling course, they must continue to practice the skills they
have developed so as to become more confi dent cyclists in
the future.
Given the extremely young population of the borough
increasing the numbers of young people cycling is clearly
a key priority for the Council, therefore ensuring adequate
training and promotional facilities are available to schools is
of paramount importance.
30

Building Schools for the Future
Blackburn with Darwen Borough Council will be part
of the Governments Wave 4 of the Building Schools
for the Future (BSF) programme with £150 million
allocation to transform secondary education in the
borough.
The BSF programme is a unique opportunity to bring huge
investment to secondary education. This is a 15-year
Government scheme and aims to transform teaching and
learning and provide buildings fi t for the 21st Century. The
£150m will complement the millions already invested in
the borough’s children and families and provides a unique
chance to create learning opportunities for our young people.
The initial proposals include the closure of some schools as
it is clear that the current secondary school provision will
not meet the needs of the borough’s communities in 10
years time. These closures however will not impact on any
children currently in secondary schools and the Council will
ensure that during any transition periods and building work
children continue to get the most out of their education.
The fi rst new school will open in 2011.
Safer routes to schools, secure cycle parking facilities and
enhanced cycle training measures will be an important
element of this programme of investment in local education
facilities.
In order to progress the development of cycling amongst
the boroughs school age population the Council will ensure
all developments undergo a cycle audit highlighting any
opportunities and weaknesses.
Providing re-training for cycle users & specialist cycle
training
It is also important to acknowledge the need to provide
additional resources for adult cycle training and cycle
maintenance projects not only to improve the cycling
skills of the borough’s residents but to also promote
physical activity.
‘Cycle for All’ initiative - The ‘Cycling for All’ centre was
developed as an initiative within the ‘Proactive Lifestyles’
programme and was launched in April 2003. ‘Proactive
Lifestyles’ is a multi agency partnership that delivers a
holistic approach to healthy lifestyle opportunity for residents
of Blackburn with Darwen aged over 50. The centre was
established within Witton Country Park in Blackburn, with the
cycles being housed at the visitor centre.
The cycle centre also partnered with Motivate, a project
providing physical activity and social opportunity for adults
and children with learning disability, purchasing additional
cycles and equipment to meet their needs.
The cycle centre provides cycling opportunities on a session
basis with no current provision for ‘turn up and cycle’.
However there has been interest from the public into
independent cycle hire.
On July 14, 2003, the centre was offi cially opened and
is now managed by Healthy, Living and Sport part of the
Councils culture leisure and sport portfolio.
Partners engaged to date have included:
➔ St Thomas’s School & Fernhurst School
➔ Accrington and Rossendale College
➔ Social services learning disability - day centres
➔ Age Concern – Asian ladies group
➔ Newfield Special School
➔ Victim Support Team – Women’s Aid
➔ Recreation and play services summer programme
➔ Care Stanley Grange and community older peoples
programme
Instructor led rides
Instructor led cycle rides, suiting a range of abilities
have now become a feature of the cycling opportunities
available at Witton Park. Organised by the Healthy,
Living and Sport team the ‘Up for Owt’ project provides
cycling sessions suitable for both experienced cyclists
and beginners on routes varying from two to 18 miles.
Operated on a turn up and ride basis, the cycle session also
enable individuals to hire bikes and helmets for a small fee
of just £1.75 per session.
Many of the instructor led cycle rides utilise local quiet roads
and off road paths such as the Leeds & Liverpool canal
towpath and the NCN route 6 from Witton to Pleasington.
The cycling initiative was developed to provide the
opportunity for over 50’s to cycle by providing the
equipment, expertise and a safe environment.
31

Blackburn with Darwen Cycling Strategy
Cycling and travel plans
Engaging with the Asian community
In 2007 a study was commissioned by Blackburn with
Darwen Borough Council and Lancashire County Council
to investigate opportunities to increase participation in
cycling by members of East Lancashire’s Asian ethnic
minority communities.
The aims of the study were:
a) Identify the existing levels of cycling activity within
the Asian community, by type, whom and why.
b) Identify cycle ownership levels amongst Asians and
if cycle storage is a problem.
c) Identify level of cycling ability amongst Asians e.g.
can’t ride a bike, can ride a bike but can’t cope with
traffic.
d) Identify attitudes towards cycling amongst Asian
groups and reasons why they do not cycle, explore
cultural barriers and how they can be resolved i.e.
Asian women groups and the types of clothing that
is worn.
e) Identify levels of health awareness and need for
physical activity amongst Asian groups.
f) Identify existing transport arrangements.
g) Identify existing leisure activities and how cycling
could fit with them. This could include how existing
leisure services could be adapted to attract BME
groups to take up schemes that promote cycling,
i.e. single sex provision, appropriate times and
days i.e. not Fridays.
h) Identify what awareness they have of local cycling
routes.
i) Identify types of cycling that are likely to appeal to
different types of Asian groups (by race, age and
sex. note any other grouping e.g. wealth.
j) Suggest strategies for increasing cycle use for
each group that are willing to cycle.
k) Identify the most suitable methods to deliver basic
cycling tuition.
l) Identify appropriate and suitable community
venues to offer projects that promote cycling.
The transport white paper: The Future of Transport: a
network for 2030, signified an increased commitment
from the DfT for promoting and developing travel
planning and ‘soft factor’ techniques which can
influence travel behaviour.
The white paper was also supported by another report
published in 2004, Smarter Choices – Changing the way we
travel, which demonstrates the cost effectiveness of various
soft factor techniques in reducing congestion.
A clear or consistent defi nition has not yet been developed
to identify what constitutes a ‘soft’ measure. The word
‘soft’ is sometimes used to distinguish these initiatives from
‘hard’ measures such as physical improvements to transport
infrastructure or operations, traffi c engineering, control of
road space and changes in price, although some factors do
include elements of this nature (workplace travel plans often
include parking management).
The ‘soft’ measures included in this study were:
➔ Workplace travel plans
➔ School travel plans
➔ Personalised travel planning
➔ Public transport information and marketing
➔ Travel awareness campaigns
➔ Car clubs
➔ Car sharing schemes
➔ Teleworking
➔ Teleconferencing
➔ Home shopping
➔ Promotion of walking and cycling.
The report estimates that on average the public expenditure
cost of achieving reduced car use by ‘soft’ measures is
about 1.5 pence per car kilometre, i.e. £15 for removing
each 1000 vehicle kilometres of traffi c.
Current offi cial practice calculates the benefi t of reduced
traffi c congestion, on average, to be about 15 pence per car
kilometre removed, and more than three times this level in
congested urban conditions.
Findings from the report are now being examined and
will be incorporated into this strategy as part of the long
term aspirations of the action plan. It is the conclusion of
the reports authors that it would be possible to increase
participation in cycling within the Asian community in East
Lancashire if certain cultural, fi nancial and physical barriers
were acknowledged.
32

Thus every £1 spent on well-designed ‘soft’ measures could
bring about £10 of benefi t in reduced congestion alone,
more in the most congested conditions, and with further
potential gains from environmental improvements and other
effects, provided that the tendency of induced traffi c to
erode such benefi ts is controlled.
The table below illustrates the signifi cant impact these ‘soft’
measures have on traffi c.
Workplace travel plans -
Produced by employers
and aimed at reducing car
use for travel to work and
travel for business.
Individualised marketing -
Applies private sector
marketing techniques to
encourage people to use
alternative to cars.
School travel plans -
A series of practical steps
to improve the safety of
children and therefore
make walking, cycling or
public transport a more
attractive option.
Workplace travel plans
can reduce commuter car
driving by between 10%
and 30% at a cost to the
local authority of £2 to £4
per head.
Pilots delivered reductions
in car use of between 7%
and 15% in urban areas
and 2% to 6% in rural and
smaller urban areas.
Costs for large-scale
implementation likely to
be less than £20 a head.
Reduced school run traffic
by between 8% to 15%
with some high performing
schools achieving
reductions over 20%.
Commuting to work by car makes up a large proportion of
all car traffi c, particularly during the morning and evening
peak periods. In the early 1990s, the idea of workplace
travel planning began to gain ground in Britain, based on
successful experience in the Netherlands and the USA.
Workplace travel plans can be described as a package of
measures put in place by an employer to try and encourage
more sustainable travel, usually meaning less car use,
particularly less single occupancy car use. Travel Plans are
not generic – each organisation or building will have different
needs and requirements.
Travel plans primarily aim to address the commuting habits
of employees, although many strategies also incorporate
measures aimed at travel during the course of work,
including business and delivery travel, and also travel by
patients, students, shoppers, tourists, or other visitors to the
employer’s site.
The Council will continue to develop workplace travel
plans using the planning process. At present all planning
applications are subject to conditions stipulated within
the Joint Lancashire Structure Plan with travel impact
assessments and travel plans deemed necessary when
developments exceed the agreed fl oor space thresholds.
Furthermore cycle parking for all developments is required
at a minimum level of one per ten car spaces with long stay
secure cycle parking required on all developments employing
30 or more full or part time staff.
The town centres of Blackburn and Darwen have plenty of
short stay cycle parking facilities but the lack of more secure
long stay options is possibly deterring commuter cyclists.
33

Blackburn with Darwen Cycling Strategy
The following information is what Blackburn with
Darwen Borough Council currently provides to
developers and is based on Manchester City Council
guidance.
Short stay facilities:
Design:
’Sheffi eld’ style racks or wall mounted bars. wheel slots
and butterfl y racks are not suitable
Approx dimensions:
Sheffi eld stands 1m length, 0.8m height. each stand
should have at least 0.5m clear space surrounding it
and 1m between stands.
Wall bars to be 0.8m off the ground and protrude
150mm from the wall.
Fixing:
Either bolted into concrete through fi xing plates or
preferably embedded to a depth of at least 25mm into
concrete 300mm cube.
Materials:
Steel tube or similar of at least 40mm diameter.
Preferably galvanised and plastic coated.
Signing:
Stands should be signed appropriately.
Location:
➔ It is imperative that the stands are close to the
building entrance, otherwise cyclists will use
other more convenient forms of street furniture. If
there is more than one entrance to the building,
consideration should be given to having smaller
groups of racks at each entrance
➔ Parking should be overlooked by public or staff, or
at least by CCTV cameras to maximise the actual
and perceived level of security
➔ Parking should be easily reached from access
routes
➔ Location of racks should avoid confl ict with
pedestrians, particularly partially sighted people
➔ Parking should be preferably under cover and well lit
Operation:
Normally on a fi rst come fi rst served basis.
Long stay (over two hours):
Design:
Cycle lockers, Bykebins or secure compound.
Specification:
Much variation in specifi cation, but facilities should
afford a greater degree of security and cover than for
short stay facilities. Each cycle should preferably not
be open to access from the general public (lockers/
Bykebins, fencing around a compound or location
in an area subject to restricted access are suitable
techniques). Cycles should be able to be individually
locked to fi xed items such as Sheffi eld stands within a
fenced compound, or the locker itself. Cycles should be
protected from the weather with a roof over the stands.
Secure storage space for accessories would also be
preferable.
Signing:
Facilities should be signed appropriately.
Location:
➔ Parking should be close to the building entrance,
but security is more important than proximity.
➔ Parking should be managed and monitoring
undertaken.
➔ Parking should be overlooked by public or staff or at
least by CCTV cameras to maximise the actual and
perceived level of security. The site should be well
lit.
➔ Parking should be easily reached from access
routes.
➔ Location of facilities should avoid confl ict with
pedestrians, particularly partially sighted people.
Operation:
Normally restricted to registered users or keyholders,
although lockers may still be made available on a fi rst
come fi rst served basis.
Additional facilities:
Consideration should also be given to the provision of a
shower and changing facilities and a drying room.
34

Cycling and rail
Blackburn with Darwen Borough Council travel plan
– learning from our own experience
As part of the process of enhancing the number of
cyclists within the borough the Council has identified
several measures that are designed to encourage its
employees to either commute to work or travel for work
by cycle.
The Council’s travel plan developed in 2004 has an
ambitious target of reducing single car occupancy by
7% over the next five years. In order to help achieve
this target the plan contains over 40 aims/measures of
which the following relate to cycling:
Target Aim
2.1 Provide personal loan scheme to enable staff
to purchase a cycle
2.2 Provide pool cycles for town centre
employees
2.3 Provide discounts for cycle hire, clothing and
gear
2.4 Promote cycle user group
2.5 Establish minimum cycling standards for
town centre buildings
2.6 Provide showering and changing facilities
2.7 Provide secure cycle parking
2.8 Promote existing cycle routes
2.9 Offer incentives to employees willing to
undertake business travel by cycle
2.10 Co-ordinate cycling schemes and
developments within the borough (revise
cycling strategy)
2.11 Provide cycling training
Having already developed a town centre cycle map, invested
in secure cycle parking and showering/changing facilities
the Council is now eager to pursue cycles loans, business
mileage rates for cyclists and pool cycles.
The travel survey of Council employees undertaken in 2006
highlighted that 60% of town centre employees thought it
would be a good idea for the Council to offer such a loan
scheme. Moreover, over 50% of respondents to this survey
stated that the Council should offer mileage payments to
employees using their cycle for business use.
Blackburn is situated at the crossing point of two rail
services – a north-south axis linking the area south to
Darwen, Bolton and Manchester and north to Clitheroe:
and an east-west axis serving Preston and Blackpool to
the west and Burnley, Colne and West Yorkshire to the
east.
Blackburn station has an important role in facilitating
interchange not only between the various rail services but
also to local bus services with the bus station being situated
adjacent to the rail station. However, the interchange
potential between cycle and rail is currently not being
maximised and so initiatives are being designed to improve
cycle-rail integration and provide good quality secure cycle
storage.
The White Paper ‘The Future of Rail’ published in July
2004 enabled the Government to take charge of setting
the strategy for the railway, and to streamline the structure
of the railway at the national level. The Bill would witness
the demise of the Strategic Rail Authority (SRA) and the
establishment of DfT Rail, but just prior to its termination
the SRA published their Cycling Policy advice and guidance
to Train Operating Companies (TOCs) which has since
been adopted by the DfT as its own Cycles and Rail Policy
(published in October 2006).
Although the introduction of modern rolling stock without
the traditional space for parcels and bulky items has meant
that the space for carrying cycles on trains has diminished
and that the carriage of cycles particularly on heavily used
peak services could lead to a loss of capacity and the
possible reduction in comfort and accessibility for other
passengers, train operating companies are fully aware of the
unsustainable nature of parking demands at stations and
the need to offer secure cycle parking facilities as a way of
easing this burden.
In October 2006 the DfT published the fi ndings of a
project designed to identify ways in which cycle parking
at train stations could be improved. Following a survey of
cycle parking facilities at rail stations, the Department for
Transport (DfT) had asked the SRA to project manage an
initiative to improve cycle parking at rail stations. The project
complimented the SRA’s own cycle policy, since adopted by
the DfT which included a target that by 2009 95% of all rail
journeys should start from a station with cycle parking.
35

Blackburn with Darwen Cycling Strategy
The survey, carried out by volunteer members of the Cyclist’s
Touring Club (CTC) identifi ed over 200 stations where cycle
parking demand exceeded capacity. The DfT then provided
the SRA with funding to offer Train Operation Companies
(TOCs) additional cycle parking furniture with the TOCs
meeting the installation costs.
14 TOCs originally accepted the offer and DfT paid for
cycle parking stands, shelters and some CCTV at over 100
stations. In addition to DfT’s funding, many TOCs improved
cycle parking at their own expense, sometimes working with
local highway authorities. However, it was soon realised that
there is more still to be done and so the DfT also asked
Cycling England, their advisory body on cycling, to consider
how cycle and rail journeys can be better integrated.
Cycling England have subsequently been working with the
TOCs, Network Rail, the Association of Train Operating
Companies (ATOC) and the Rail Passenger Committee (RPC)
to achieve this and will report its recommendations in 2007.
On completion of the Cycling England report the DfT will
consider changes to their cycling policy guidance.
Enhancing the facilities available to cyclists at railway
stations presents a great opportunity for rail operators to
reap the commercial and ethical benefi ts of linked rail and
cycle journeys. It is estimated that 60% of the population
live within a 15 minute ride of a rail station and enabling
cyclists to access stations by bicycle can increase the
catchment area of a station by up to 16 times when
compared with walking thus increasing potential passenger
revenue.
Easing cycle-rail integration might also enable the passenger
to avoid reliance on car journeys and this could eliminate a
potentially stressful situation from that passengers commute
and therefore increase their general well being by avoiding
stress.
Northern Rail cycling strategy
Northern Rail are keen to highlight the importance of
improving cycle-rail integration and are aware that as
rail passenger numbers continue to grow the issue
of cycling will present many opportunities as well as
challenges.
Northern Rail would like to be recognised as a cycle friendly
company which not only encourages cycling by its customers
but also its staff. Northern Rail already has strong ‘procycling‘
credentials as they are part owned by NedRail, a
wholly-owned subsidiary of Netherlands Railways. Amazingly
30% of all rail passengers in the Netherlands arrive at their
local station by cycle –with approximately 10% leaving their
destination station by the same mode.
Northern Rail are conscious that the demand for parking
at their stations is not sustainable and so they are keen to
learn lessons from the experience in the Netherlands where
cycling is very much a ‘way of life’. The Northern Rail cycling
strategy is keen to stress that as we move to an increasingly
environment conscious future they would be foolish to
neglect the importance of cycling to their business. Northern
Rail are clearly aware that there are real commercial
opportunities to grow their business by encouraging more
people to cycle to their stations.
Blackburn with Darwen Borough Council are fully supportive
of the cycling strategy developed by Northern Rail and are
particularly keen to improve access to and secure parking
facilities at local rail stations (Entwistle, Darwen, Mill Hill,
Cherry Tree, Pleasington and Blackburn).
As most journeys are doorstep to destination it is important
that we are able to encourage more sustainable modes of
transfer to and from rail stations. When examining the ‘whole
journey’ rail travel is not necessarily as environmentally
friendly as it could possibly be and therefore infrastructure
improvements and marketing may be required to promote
safe sustainable cycling and walking options to and from the
station.
36

Cycling and tourism
Car parking at stations is a fi nite resource and many car
journeys in the morning and evening peaks are undertaken
by commuters accessing and departing rail stations.
The rail passenger car parking facilities located to the rear of
Blackburn Station are already at capacity with the demand
for spaces meaning the car park is often full by 8am most
mornings. As a result this places an additional pressure on
town centre car parks as rail commuters seek an alternative
space for their car.
Many of the journeys to rail stations are often short and
within a comfortable walking and cycling distance and
therefore unnecessarily add to local congestion, noise
and air pollution levels. Ultimately, when considering the
promotion of rail or bus journeys it is important to examine
the whole journey and investigate ways in which safe walking
and cycling routes to bus and rail stations can be developed.
On arrival at a rail station it is vital that adequate facilities
are available for cycle storage particularly given the
limitations on the number of bikes rail operators can
accommodate on their trains. Ensuring that safe and secure
long stay cycle parking is made available at rail stations is
recognised by the council and as a result of Local Transport
Plan investment bykebin cycle parking covered by CCTV has
now been installed at Blackburn station to compliment the
short stay cycle parking facilities.
By promoting bike-rail integration and providing safe secure
long stay cycle parking facilities, rail operators are able to
accommodate additional capacity at stations at far less cost
than building/acquiring additional car parks. Furthermore, the
burden on other town centre car parks could be eased as a
result of passengers switching to cycles.
Improving signage to and from train stations is also
highlighted in Northern Rails cycling strategy and as a result
the Council has improved signage from local rail stations to
the local, regional and national cycle routes.
Sustrans estimates that cycle tourism in the UK is
worth approximately £635m annually and increasing.
Comparison with other European countries suggests
that the growth potential of cycle tourism is
substantial.
In Germany 25% of German holiday makers cycle as part of
their vacation in Britain it is only 3%. Across Europe serious
cycling holidays account for 2-4% of holiday trips and this is
predicted to treble (12%) within the next decade, with the
total market in European cycle tourism forecast to reach
£14 billion within 20 years.
The ability of cycling to enhance the tourism potential of an
area cannot be underestimated and safe recreational cycle
routes utilising the Leeds & Liverpool canal, Witton Park,
the bridleway network and quiet roads in the south of the
borough present a real opportunity to bolster tourism locally.
Cycle hire
In 2004 a study undertaken by the Association of
Community Rail Partnerships (ACoRP) which reviewed
options for establishing a Community Rail Partnership
(CRP) on the Preston to Colne rail line highlighted the
need to improve cycle links and cycling facilities at
stations within East Lancashire.
As a result of this study Blackburn with Darwen Borough
Council in partnership with Lancashire County Council
commissioned Budgie Bikes to examine the potential for a
cycle hire network in East Lancashire with particular focus
upon venues located near to rail stations.
The Budgie Bikes study highlighted that within East
Lancashire there are many potential bike hire possibilities
but it was doubtful that any of these would be able to cover
the entire remit area successfully as an individual business
case.
In terms of linkage with the rail network the report stated
that at most rail stations along the East Lancashire route,
there is ether no suitable retailer or the distance is too far
from the station to call it an interconnected hire scheme.
37

Blackburn with Darwen Cycling Strategy
Moreover, with extremely low levels of cycling at present
and the lack of a major tourist attraction or university within
the area suggests that the current propensity for cycle hire
may be more limited than other towns and cities. The report
stated that in order to generate increased levels of cycling it
was argued that a network of off road facilities would have to
be developed and although East Lancashire is dotted with off
road routes more investment would be required.
The report did however, indicate the potential to develop
a scheme in Blackburn operating along a corridor from
Pleasington to Rishton utilising the off road facilities through
Witton Park and the NCN route 6 along the Leeds &
Liverpool canal.
The development of this scheme would be very much
dependent upon the concentration of existing cycling
services provided by Blackburn with Darwen Borough Council
and its partners being rolled out of Witton Park which
has been identifi ed as the focal point of the network. The
schemes and initiatives that would need to link with a cycle
hire proposal include: school and adult cycle training and the
GP exercise referral initiative.
The report noted that a scheme in Blackburn was likely to
require 100 cycles and could be based on an automated
cycle hire system fi rst developed in Lyon, France. The
proposal for a scheme in Blackburn would require the
public to register for security, legal and fi nancial reasons
(registration would cost £15). Once registered the individual
would receive a free cycle helmet, a smartcard to access the
cycles and free 30 minutes of cycle hire each time they used
the system.
The 30 minutes of free cycle hire would be enough for
journey from Witton Park into the Blackburn town centre and
could encourage a park and pedal initiative for commuters.
In order for the scheme to develop, a number of cycle
docking stations would have to be built and although docking
stations dotted along the route from Pleasington to Rishton
would be advantageous, their spatial distribution would not
have to be confi ned to this linear corridor and could include
locations covering all points of the borough such as:
➔ Central: Blackburn town centre
➔ North: Whalley New Road
➔ South: Darwen
➔ East: Whitebirk
➔ West: Pleasington
Docking stations for the cycles could therefore be located
near to major trip generators such as the employment site at
Whitebirk or the football ground of Ewood Park.
In order to maximise the link between rail and cycle, docking
stations could also be positioned near Pleasington and or
Cherry Tree Stations in the west, centrally near Blackburn
Station and at Ramsgreave and Wilpshire Station in the
north (the Ramsgreave and Wilpshire Station could provide
an excellent park and pedal facility for commuters and
students).
Unfortunately the start up costs for a fully automated cycle
hire scheme operating 100 cycles from several docking
stations is quite prohibitive at approximately £500k and
although the report highlights a series of potential funding
streams/funding providers, the scheme would still require a
signifi cant slice of the second Local Transport Plan budget.
Ultimately, more cost affective solutions are required and
one option would be to enhance cycle provision from Witton
Park and to develop a series of cycle routes linking quiet
roads and the bridleway network.
The potential to develop a social enterprise initiative at
Witton Park centred on providing cycle hire for a range of
ages and abilities is excellent and would benefi t from further
enhancement to local cycle routes and proposals to improve
the local bridleway network.
West Pennine Moors & bridleway development
The West Pennine Moors (WPM) covers approximately
two thirds of the borough and the bridleways represent
a popular visitor and leisure destination for cyclists,
horse riders and walkers.
Bridleways permit access for horse riders, walkers and
also for cyclists, providing they give way to riders and
pedestrians. The justifi cation for bridleway development in
the area comes from a growth in popularity of the area for
horse riding and mountain biking and the development of a
bridleway link route between Bolton on the southern edge of
the West Pennines and the 335 km long National Pennine
Bridleway currently being developed by the Countryside
Agency.
The National Pennine Bridleway trail follows a 208 mile
(335km) route from Derbyshire to the remote hills of
Cumbria. The trial incorporates three feeder routes one of
which runs west-east through the borough.
The West Pennine Moors Bridleways Strategy 2006-
2013 sets out proposals to provide a strategic network of
bridleways within the West Pennine Moors that meet the
needs of local communities and visitors and contribute to
the economic and environmental well-being of the area. The
majority of the proposed routes within the strategy involve
the upgrading of existing footpaths to bridleway status rather
than the creation of completely new routes. The strategy has
a seven-year implementation plan.
38

Cycle audit
The majority of off-road cycling is enjoyed by those who
simply wish to cycle away from traffi c, however, there are
increasing numbers of adventurous mountain bike riders
looking for more challenging and technical routes and they
view the bridleways as a great opportunity for longer more
strenuous rides or access routes to dedicated mountain bike
trails.
The countryside avoids the hassles and dangers of traffi c and
a good, well-used rights of way network can also stimulate
local enterprise to provide facilities needed by riders such as
cycle hire.
In accordance with the Countryside and Rights of Way Act
2000 the Council in partnership with Lancashire County
Council and Blackpool Council have developed a Rights of
Way Improvement Plan (RoWIP) covering the whole of the
county of Lancashire.
Mountain biking and the development of bridleways forms
an integral part of this strategy. The development of the
strategic bridleway framework and local circuits will greatly
increase the length of off-road route that can legally be
cycled.
Where possible, more challenging routes will be identifi ed
and, if appropriate, designated for mountain bikes to avoid
clashes with users looking for more sedate recreation.
Designations will be a combination of defi nitive and
concessionary routes and will be developed as resources
allow and landowner co-operation can be secured. Urban
circuits, utilising existing highways, but avoiding the more
heavily traffi cked roads, will also be promoted.
Rights of way are important parts of the highway network
and improving accessibility and availability has the potential
to reduce danger and congestion on the main highway
network. Encouraging people to increase walking and cycling
trips along traffi c free routes will help reduce congestion and
pollution and promote physical activity. The creation of new
rights of way and the development of links between town
and country have an important part to play in this process.
One of the primary objectives of the National Cycling
Strategy (NCS), which was published in 1996 and
supported by the then Department of the Environment,
Transport and the Regions (DETR), was to encourage
and enable planning and highway authorities to create
a cycle-friendly road network, supplemented by cycle
routes, which enables people to reach destinations
safely and conveniently by cycle.
An important step towards achieving this is for all highway
authorities to adopt cycle audit procedures. The NCS
recommended that cycle audit procedures should be
adopted by all highway authorities and stated that these
procedures “will ensure that opportunities are not missed
to enhance cycling conditions, and help avoid inadvertently
making them worse”.
The cycle audit is a procedure for checking ‘cycle
friendliness’ at different stages by utilising a standard toolkit.
The cycle audit is also designed to ensure greater user
satisfaction, reduce accidents and ensure value for money.
Although a cycle audit by its very nature only considers
opportunities or issues facing cyclists it can easily be
developed into a vulnerable road user audit if it were to
also consider the opportunities and problems of:
➔ Pedestrians
➔ Disabled people
➔ Horse riders.
It is important to remember that the cycle audit is not
a safety audit even though it has a similar multi stage
structure, asks some of the same questions and is also
independently performed. A safety audit will only investigate
safety and will consider all modes of traffi c and does not
necessarily have to offer suggestions.
A cycle audit should also not be confused with a streetscape
audit or a disability audit although it may well contribute
towards a more human-scale environment.
Any changes to the highway can be audited such as
major/minor transport projects; traffi c management schemes
and development, structural or maintenance schemes.
39

Blackburn with Darwen Cycling Strategy
The cycle audits are usually undertaken by a team
independent of the design process ideally with some of
the following skills / knowledge:
➔ Awareness of authorities policies and cycling
strategy
➔ Technical skill in highway and traffic engineering
➔ A cyclist’s user perspective
A cycle audit can be applied at up to seven stages
in the development of a highway scheme and the
following represents a list of the likely key milestones
for any project:
1. Design brief
2. Feasibility study
3. Preliminary design
4. Detailed design
5. substantial completion
6. Post-opening
7. After one - three years (for monitoring).
It may be necessary to tailor the number and timing of
individual stages depending on the size and complexity
of the scheme to be audited. Rather than adopting a
seven staged approach cycle audits can simply adopt four
stages as recommended by the Institute of Highways &
Transportation (IHT).
The 1998 guidelines from the IHT are the most widely
used and support the IHT design advice for cycle friendly
infrastructure.
The Institute of Highways & Transportation recommends
that a cycle audit should be carried out at just four
stages in the life of a highway improvement scheme
and they also suggest who should be involved and at
what stage. These stages are as follows:
1. Preparation of a design brief – auditor & client
2. Preliminary design – auditor, designer & client
3. Detailed design – auditor, designer & client
4. Substantial completion – auditor, resident engineer,
designer & client.
The primary objective of stages one and two is to ensure
that opportunities are properly considered and include
highlighting the need for contra fl ows in one way streets,
exemptions from TROs, cycle parking, new crossing facilities
etc.
The objectives for stages three and four are to ensure that
conditions are not inadvertently made worse for cyclists,
ultimately the challenge is to identify any problems such
as drainage issues, confl ict with pedestrians, pinch points,
widths of cycle lanes, gradients etc.
The IHT guidelines also require the agreement of a
number of factors prior to the commencement of
the appraisal. In order to determine the number of
stages involved in the audit the scheme classification
needs to be decided. The IHT suggests that scheme
classifications can be split into:
➔ Major transport scheme (>£5m)
➔ Minor transport scheme (

The next decision is to identify the cycling significance
of the route. Three categories have been developed by
IHT to help define the cycling significance:
➔ Cycle proactive – a clear policy exists to encourage
cycling
➔ Cycle friendly – their exists a desire to improve
conditions for cyclists
➔ Cycle neutral – this includes all other routes where
cycling is permitted.
At each stage of the audit it is important to ensure
that the proposed scheme follows the five key design
principles of Local Transport Note 1/05 (DfT) which
advises that routes for cyclists should be:
Moreover, if the cycling signifi cance of the scheme is
deemed to be cycle positive/friendly it should also ensure
that the hierarchy of solutions is adhered to. (LTN 1/05, DfT)
Hierarchy of Provision:
Consider fi rst
➔ Reduce competition with motor traffic
(traffic reduction)
➔ Calm the traffic that remains
➔ Tackle problem sites
➔ Redistribute the carriageway
➔ Provide segregated facilities
Consider last
➔ Convenient
➔ Accessible
➔ Safe
➔ Comfortable
➔ Attractive.
41

Blackburn with Darwen Cycling Strategy
Section 3: Priorities, policies and actions
Future cycle network development
The revised cycling strategy will continue to promote
creative and innovative design and ensure a greater
balance between investment in infrastructure designed
for novice and confident cyclists. The Council will
therefore primarily develop a network based on both
quiet roads and main roads.
Acknowledging main roads as cycle routes is very important
as these are often the most convenient, familiar, have
the gentlest gradient and offer greatest access to most
destinations.
The revised cycling strategy will identify routes of importance
to cyclists and will encourage the use of best practice design
to ensure a safe convenient network is developed.
The importance of high quality off road links will not be
underestimated and the development of off road sections of
the cycle network should not be discarded. The Council will
continue to develop further traffi c free routes that avoid the
need for confrontation with motor vehicles.
The following list is not exhaustive but is able to
demonstrate the likely schemes to be implemented
over the next five years, highlighting the importance of
improving access to:
➔ Town centres
➔ Education, employment and leisure facilities
➔ Recreational cycling routes
Town centre permeability
Ensuring that the boroughs two town centres are cycle
friendly and fully accessible will help promote utility and
leisure cycle journeys and may encourage more college
students to travel by cycle. A study to investigate cycle
access to and within the town centres should be undertaken
and recommendations implemented in order to help the
Council achieve its LTP2 target of a 22% increase in cyclists
accessing Blackburn town centre by 2010/11.
Greater access from Leeds/Liverpool Canal to
Blackburn town centre:
Developing a gradually sloping path from the canal
towpath down to the new Peel development at the back of
Blackburn Railway Station which would be cycle, wheelchair
and pedestrian friendly has already been investigated
by Groundwork as part of an SRB scheme and deemed
inappropriate partly because opposition was raised by the
landowners due to security issues.
Moreover, in order to provide a path that is accessible for
all it would have to wind its way round the back of the Peel
development (VUE cinema) placing you away from the
railway station and town centre. Moreover, as the path is on
a north facing slope there would be issues with ice in winter.
As a result of this work the cycle loop via Lower Audley was
constructed, however a more direct link from the canal at
the rear of Blackburn Station could be developed if further
regeneration in this part of the town centre is progressed.
Improving access from the canal at Eanam Wharf into
the town centre for cyclists travelling from the east has
also been raised as an issue most notably by Sustrans. At
present the signed and marked route which provides on and
off road facilities and which forms part of the NCN 6 route
works reasonably well although there are several issues with
manoeuvring your bicycle at Eanam Wharf.
One option, which would require minimal signage and simple
infrastructure improvements, would be to advise cyclists to
the leave the canal towpath prior to Eanam Wharf and utilise
an already constructed cycle/pedestrian path onto Manner
Sutton Street.
From Manner Sutton Street the cyclist would then either be
directed to use Quarry Street (may be a problem due to a
concealed vehicle entrance for Lancashire United bus depot)
or Cleaver Street, both these options bring the cyclist onto
an existing wide footway and grassed area running alongside
Barbara Castle Way which could be developed into a shared
cycle/pedestrian path.
For cyclists using the canal towpath and travelling to the
town centre from the west, signage from Hollin Bridge could
direct cyclists to use quiet roads avoiding the busy Bolton
Road.
Completion of NCN Route 6
The section of National Cycle Network route 6 from
Pleasington to Preston still requires completing and land
access issues resolving. Working in partnership with LCC
the Council is confi dent that an appropriate route can be
determined and developed.
42

Enhance access from the north of the borough to
employment opportunities at Whitebirk
In 2006 a bid was submitted to Sustrans to further extend a
section of off road cycle network alongside Whitebirk Drive.
Although unsuccessful in attracting match funding through
the Connect2 project, the Council is still hopeful that further
funding opportunities will present themselves in the near
future.
The Sustrans Connect 2 project was part of their Living
Landmarks bid for National Lottery funding. The Blackburn
with Darwen Borough Council Connect2 bid submission
was designed to address the poor cycling and pedestrian
connectivity from residential areas in the NE of the borough
to the rapidly expanding employment opportunities located
close to Junction 6 of the M65, linking neatly with another
scheme bid developed by Lancashire County Council (LCC).
The solution identifi ed in the Council’s Connect2 bid was to
create a seamless link into the emerging local and regional
cycle network by constructing a high quality 2 km off road
bi-directional 3 metre wide tarmac cycle path/footway.
The bid also highlighted the need for improved crossing
facilities at signalised junctions, signage and the
development of a safe route to Ramsgreave & Wilpshire
railway station.
A 2005 East Lancashire Gateway Strategic Employment
Zone (ELGSEZ) travel to work survey was able to identify that
only 1% of the respondents commuted to work by cycle and
that the main factor restricting cycling as a suitable transport
mode was the lack good quality cycle paths.
The subsequent completion of the off road cycle path from
Whitebirk roundabout to Phillips Road by Blackburn with
Darwen Borough Council and LCC has eased this situation
for employees accessing Whitebirk Industrial Estate from
the east, however those commuting from the north of the
borough still have to contend with the busy A6119 and
unsuitable crossing facilities.
Enable cycling within the boroughs parks
Enhancing the traffi c free cycle network not only encourages
more leisure cycling it also enables less confi dent/
inexperienced cyclists to develop their skills in a safer
environment. Moreover, traffi c free routes developed through
the boroughs parks will also have a strategic element as they
often link communities and neighbourhoods with schools,
employment and shops.
Support development of a feeder link into Pennine
bridleway trail
Ensuring that the local bridleway network is able to feed
into local and regional cycle routes as well as the Pennine
bridleway trail will help develop a network of safe traffi c free
routes for mountain bikers and leisure cyclists.
Linking bridleway development with the cycle network will
help connect urban and rural areas within the borough.
Safe routes to school
Blackburn with Darwen Borough Council will be part of the
Governments Wave 4 of the Building Schools for the Future
(BSF) programme with £150 million allocation to transform
secondary education in the borough. In order to reduce car
trips associated with the school run the Council will need to
ensure that safe cycle routes to schools are developed as
part of the local transformation in education facilties.
Access to Whitebirk industrial estate from the Leeds &
Liverpool canal
As Whitebirk Industrial Estate continues to expand it is
anticipated that provision of a direct link to the canal
towpath will be completed to promote access from the east
and west.
Given the fact that 52% of respondents to the ELGSEZ
survey lived within fi ve miles of their workplace the
completion of a good quality off road alternative to the busy
A6119 would further promote cycling by creating a safer
and quicker route which avoids the need for confrontation
between cyclist and the motor vehicle.
Improve cycle access to leisure centres & promote
active lifestyles
£9m is currently being invested in a new state-of-theart
leisure centre in Darwen. Ensuring that visitors and
employees are able to safely access the site by cycle and
securely park their cycles on arrival will help reduce many car
trips.
43

Blackburn with Darwen Cycling Strategy
Cycle strategy priorities
The technical consultancy advice provided by Cycling
England in 2006 highlighted the following themes the
Council and its partners were advised to consider when
revising the cycle strategy:
➔ Thorough review of existing design guidance and
adoption of design guidance principles
➔ Formalisation of cycle strategy working group
➔ Professional development
➔ Travel survey analysis
➔ Audits (road user)
➔ Marketing/awareness campaigns
➔ Improved town centre cycle network
➔ Cycle map
➔ Secure cycle storage
➔ Workplace travel plans
➔ Cycle hire/leisure cycling
➔ Improved interchange
➔ Safer routes to school
➔ Enhanced cycle training
➔ Encouraging cycling amongst BME communities
Having explored these themes within section 2 of this
document a series of priorities have emerged:
➔ Assist in the development of regional cycle design
guidance
➔ Formally adopt cycle design guidance policies from best
practice examples in Lancashire and the south east
➔ Promote quiet roads and main roads to ensure a safe
convenient network
➔ Continue to investigate traffi c free off road routes
➔ Continue to monitor cycling levels throughout the
borough
➔ Ensure that the LTP3 target is met (22% increase in the
number of cyclists entering Blackburn Town Centre by
2010/11)
➔ Continue to promote cycling in partnership with public
and private sector organisations
➔ Continue to work in partnership with the Local NHS Trust
and PCT and develop initiatives that encourage active
lifestyles
➔ Continue to work in partnership with local cycling
groups, cycle retailers and CTC representatives to
develop an inclusive cycle network
➔ Encourage inclusion of cycling infrastructure
improvements within local air quality management area
action plans
➔ Continue to develop highway schemes that reduce the
risk of cycling accidents within the borough
➔ Develop a safer cycling marketing campaign
➔ Ensure greater promotion of cycle facilities and
recommended quiet routes – develop a new cycle map
for borough
➔ Enhance school aged cycle training provision
➔ Enhance adult training provision
➔ Enhance cycle promotion and engagement with local
ethnic communities
➔ Continue to support the ‘cycle for all’ initiative
➔ Develop an all inclusive safe routes to schools and
employment programme
➔ Continue to develop private and public sector travel
plans
➔ Ensure the progression of the Councils green travel
strategy
➔ Ensure a comprehensive network of short stay and long
stay cycle parking facilities exists within the borough
➔ Develop a cycle security marketing campaign
➔ Support Northern Rail in developing safe routes to
stations
➔ Support Northern Rail in enhancing bike/rail integration
➔ Improve cycle information and signage to and at local
bus and rail stations
➔ Enhance secure cycle provision at local bus / rail
stations
➔ Enhance the provision of off road mountain bike routes
➔ Develop safe cycle links between urban and rural areas
➔ Support the development of the boroughs bridleway
network
➔ Enhance provision of cycle hire facilities
➔ Continue to develop Witton Park as a hub for cycle
promotion/activities
➔ Formalise the undertaking of cycle audits in partnership
with the CTC
➔ Ensure the hierarchy of provision is used for all future
cycling schemes in the borough
44

Cycle strategy policies
This list of priorities has been grouped into 10 key
policy areas which now form the basis of the Council’s
revised cycling strategy:
Policy 1
Develop and maintain a strategic cycle network within
the borough.
Reason: This policy will propose extensions to the borough’s
existing cycle network, taking account of the changes to the
physical and social landscape that have occurred since 1998.
The development of the cycle network will concentrate on:
➔ Access to town centres
➔ Access to Whitebirk & East Lancashire Gateway
Strategic Economic Zone
➔ Access to Royal Blackburn Hospital & Medi-Park
development
➔ Safer routes to school (link with Building Schools
for the Future)
➔ Maximising the links between urban and rural areas
Policy 2
Formally adopt cycle design standards and establish
a cycle audit group to assist in the development of
relevant planning applications and all significant
highway schemes.
Reason: This policy is designed to ensure that new
infrastructure improves or does not worsen conditions for
cyclists and that new development accords with policies and
recommendations of the revised cycling strategy.
Policy 3
Ensuring cycle parking and adequate changing/
showering facilities are a requirement in all relevant
planning applications.
Reason: This policy will ensure that all new developments are
encouraged to adequately cater for cyclists in terms of short
and long stay cycle parking and showering/changing facilities.
Policy 4
Ensure priority is given to maintaining roads which form
part of the strategic cycle network within the borough.
Reason: As un-maintained roads, litter, debris and standing
water affect cyclists more than any other road user the
Council will ensure priority is given to the roads that play an
important part of the cycle network –ensuring regular and
safe passage.
Policy 5
Ensure routes used or proposed for use by cyclists
will be protected from development where possible or
a suitable replacement route created that does not
lengthen the journey significantly.
Reason: Major developments will be required to provide
through S278 or S106 agreements, new cycleway links and
infrastructure enhancements which meet adopted design
principles. This will apply particularly to new residential and
employment developments. Coupled with improvements
to public transport the aim of this policy is to support the
Second Local Transport Plan by reducing private car usage
through widening choice and managing demand.
Policy 6
Ensure integration between cycling and public transport
provision/facilities.
Reason: In partnership with local public transport operators,
Sustrans, Cycling England and the CTC this policy will ensure
the development of safer routes to local rail and bus stations,
provision of improved cycle storage facilities, improved
signage and information.
Policy 7
Ensure Blackburn with Darwen Borough Council leads
by example as a cycle friendly employer.
Reason: This policy will require the Council to continue to
develop cycle friendly initiatives such as allowing employees
to claim business mileage undertaken by cycle and enabling
employees to take advantage of the cycle loan scheme.
Policy 8
Enhance cycle facilities at Witton Park.
Reason: This policy recognises the important role Witton
Park plays within the strategic cycle network and as a centre
for recreational cycling. Key to this policy is the development
of a cycle hire facility, improved cycle storage, development
of the courtyard, creation of new cycle paths within the park
and further promotion of child and adult cycle rides and skills
training.
45

Blackburn with Darwen Cycling Strategy
Cycle strategy action plan
Policy 9
Develop a co-ordinated approach to cycle promotion
and publicity.
Reason: In partnership with local public, private and
voluntary organisations such as the Primary Care Trust, NHS
Trust, Cycling Touring Club, police, local cycle groups, cycle
retailers and environment groups, the Council will develop a
cycling marketing strategy.
Policy 10
Continue to develop child cycle training opportunities
and enhance the provision of adult road safety and bike
maintenance courses.
Reason: Given the borough’s extremely young population this
policy demonstrates the need to ensure cycle profi ciency and
road safety training is enhanced to cover a greater number of
school aged children. This policy also highlights the need to
develop a cycle training program for adults.
Having identified numerous cycling priorities the
Council and its partners had to determine what projects
could contribute most to the key objectives of the
revised cycling strategy.
The availability of fi nancial resources is the most signifi cant
barrier to determining what schemes/actions are practicable
to develop, however, a list of projects has been produced that
are able to be implemented and which offer value for money.
The ability to pool resources, share research, ideas,
knowledge and skills is a key component of the action
plan and the level of contribution from key partners and
stakeholders will ultimately determine the success of the
strategy.
The action plan identifi es a plethora of projects which will be
developed during the lifetime of the Second Local Transport
Plan 2006-2011.
The timescale S/M/L represents:
➔ Short (12 months)
➔ Medium (12 -24 months)
➔ Long (24 months +)
The action plan is not an exhaustive list and each year a
monitoring review will be undertaken and a 12 month plan
agreed by the cycling steering group. This process will enable
the cycling strategy to become an organic document which
is able to adapt to any social, economic or environmental
changes.
46

Cycle strategy action plan 2007- 2011
Project
Review of existing
design guidance
Adoption of design
guidance
North West design
guidance
Blackburn with
Darwen Cycling
Steering group
Cycle strategy
development
Professional
development
Professional
development
Professional
development
Audits
Audits
Audits
Description
Lancashire – the
cyclists county
London cycling
design standards
DfT’s cycle friendly
infrastructure
Local transport notes
Formulation of
design principles
for Blackburn with
Darwen based on
current best practice
Involvement in the
development of
regional design
guidance
Formalise borough
wide cycle steering
group
Development of
map highlighting
priorities for future
cycling infrastructure
development
Cycling England
/ PTRC training
modules jointly
funded by BwDBC,
LCC and PTC
Ensure Council staff
meet the new cycle
proficiency guidelines
Mountain bike leader
courses
Analysis of cycling
issues in local travel
surveys
Formalise group
to undertake cycle
audits of major
schemes
Identify maintenance
checks of existing
infrastructure
Transport policy
partners
CAPITA Symonds
CTC
Capita Symonds
CTC
Lead partner
Timescale
s / m / l
Capita Symonds S 2
Capita Symonds M 2
Capita Symonds
Bolton University
NWRA
LCC
Capita Symonds S / M 2
CTC
Transport Policy S 2
Capita Symonds
PTC
NHS Trust
Local business
Local education
establishments
Local cycling groups -
(BAD)
Local cycle retailer
Cycle strategy group Transport policy S 1
Cycling England
PTC
LCC
Capita Symonds
CLS
Transport policy/LCC M 7
Capita Symonds S 7
CLS CLS S / M 7
LCC Transport policy S 2
Capita Symonds
CTC
LCC
BAD
Capita
CTC
Transport policy/
Capita
CTC
Transport policy/
Capita
S 2
S / M 2
Policy
no.
47

Blackburn with Darwen Cycling Strategy
Project
Description
Audits Cycle parking -
identify locations
requiring additional
cycle parking
facilities
Marketing/awareness
campaigns
Marketing/awareness
campaigns
Marketing/awareness
campaigns
Marketing/awareness
campaigns
Marketing/awareness
campaigns
Marketing/awareness
campaigns
Marketing/awareness
campaigns
Marketing/awareness
campaigns
Road user awareness
campaign
Link with Community
Rail Day (May 19 th )
and Northern Rail
Cycle Strategy
Bike to work week /
Bike Week
(June 16 -24)
Supervised bike
trains – as part of
bike week. Lead
rides to town centre
for novice cyclists.
Car free day
(September 22 nd )
Identify public
perception
and interests
– environmental
issues, health
benefi ts, time/
effi ciency benefi ts of
cycling
Commuter challenge
– identify commuter
times to town
centres from different
parts of the borough
by cycle and by car
Interactive video
– bike video to
be displayed on
monitors at the
library, visitor centre
and town hall
Revise borough wide
cycle map
Transport policy
partners
BwDBC
CTC
Capita Symonds
CTC
LCC
BAD
Capita Symonds
CTC
LCC
PTC
NHS Trust
BAD
BAD
CLS
Capita Symonds
CTC
BAD
LCC
LCC
BAD
CLS
Transport policy
LCC
CLS
BAD
CLS
Capita Symonds
CTC
BAD
PCT
Lead partner
Timescale
s / m / l
Transport policy M 2
Transport policy M / L 9
Transport policy S / M / L 9
BAD S / M 9
Transport policy/
Capita
M 9
Transport policy S / M 9
Transport policy S / M 9
BAD
CLS
CTC
BAD
PCT
S / M 9
M 9
Policy
no.
48

Project
Marketing/awareness
campaigns
Blackburn & Darwen
Town Centres
Secure cycle parking
Secure cycle parking
Secure cycle parking
Description
Develop cycling
roadshows with
Pennine events in
May and June
Develop permeable
town centre cycle
network
Bykebins at Waves
Water Fun Centre
Bykebins at
Blackburn Rail
Station
Bykebins at Darwen
Leisure Centre
Transport policy
partners
Pennine events
LCC
CLS
Countryside services
BAD
Local Cycle retailers
CTC
PTC
Capita Symonds
CTC
BAD
Lead partner
Timescale
s / m / l
Pennine events S / M 9
Capita Symonds/CTC M 1
CLS Transport policy/CLS S 3
Northern Rail
Transport policy/
Northern Rail
S 3
CLS Transport policy/CLS M / L 3
Secure cycle parking Bykebins at RBH NHS Trust NHS Trust S 3
Secure cycle parking Bykebins at Mall Mall Mall M 3
Shopping Centre Car
Park
Secure cycle parking Enhancing local
business’s cycling
facilities (showers/
changing/secure
cycle parking)
Capita Symonds
Economic
Development
LCC
Transport policy M / L 3
Secure cycle parking
& new infrastructure
Travel plans
HMR /Elevate
housing areas
Borough wide
development of travel
planning initiatives
Elevate
Capita Symonds
Forward planning
Economic
development
Capita Symonds
Elevate/transport
policy
Policy
no.
M / L 2 / 3
Transport policy S / M / L 2
Travel plans RBH Travel plan NHS Trust NHS Trust S / M 2
Travel plans
PCT Travel plan PCT PCT S / M 2
– develop a travel
plan initiative and
promote cycling
Travel plans
BRFC Travel planning BRFC
BRFC S / M 2
initiatives
Northern Rail
Lancashire United
Travel plans Blackburn College Blackburn College Blackburn College S / M 2
Capita Symonds
Cycle hire
Budgie bikes cycle
hire Initiative
Budgie Bikes
CLS
Transport policy L 8
Cycle hire
Enhance Witton
Park cycle hire using
existing bicycles
linked to the
trampers project
CLS
Social services
CLS
Social services
S / M 8
49

Blackburn with Darwen Cycling Strategy
Project
Cycle hire
Cycle hire
Leisure cycling
Leisure cycling
Improved interchange
Improved interchange
Improved interchange
Improved interchange
Improved interchange
Improved interchange
Improved interchange
Description
Cycle shop at Witton
Park (for repairs /
maintenance)
Promotion of family
cycling events –
utilising junior cycles
(pre school cycle
initiatives)
Increased promotion
of Witton Park
facilities
Enable cycling within
the boroughs parks
Signage at and to
local rail stations
Safe cycle access
and parking at
proposed new
boulevard
Develop links with
ELCRP and CLCRP
Actions Plans
Ensure locker/
showering facilities
at town hall
Ensure locker/
showering facilities
are provided in
all new build
developments across
the borough
Enhance shower/
changing facilities at
existing workplaces
within the borough
Complete
development of off
road cycle link on
A6119
Transport policy
partners
CLS
Local Bicycle
Retailers
Countryside services
Lead partner
Timescale
s / m / l
CLS M 8
CLS CLS M 8
CLS
Countryside services
CLS
Capita Symonds
Northern Rail
Network Rail
Environment Dept.
ELCRP
CLCRP
Capita Symonds
Forward Planning
ELCRP
CLCRP
Capita Symonds
Environment Dept
Capita Symonds
Development Control
Forward Planning
Economic
Development
Capita Symonds
Capita Symonds
LCC
Sustrans
CLS/transport policy S / M 8
Transport policy S / M 1
Transport policy
Environment dept.
S 6
Transport policy S 6
Transport policy M / L 9
Transport policy S 7
Development control M / L 3
Policy
no.
Transport policy M / L 2 / 3
Transport policy /
Capita Symonds
M / L 1
50

Project
Safer routes to
school
Safer routes to
school
Safer routes to
school
Enhanced cycle
training
Enhanced cycle
training
Enhanced cycle
training
Enhanced cycle
training
Engaging ethnic
communities
Engaging ethnic
communities
Description
Development of
school travel plans
–all schools to have
travel plans by 2010
Building schools
for the Future –
incorporating cycling
initiatives
Development of
cycle link in north
Blackburn
Development of
adult cycle training
initiatives at Witton
Park
Continued support of
Cycle for All initiative
Enhanced school
cycle training
Cycle maintenance
workshops
Commission
consultants to review
national policy/
projects and assess
local need
Develop pilot projects
Transport policy
partners
Lead partner
Timescale
s / m / l
Capita Symonds Capita Symonds S / M 1
Capita Symonds
Education Dept
Strategy & Project
Development
Forward Planning
Transport policy M / L 1
Capita Symonds Capita Symonds S 1
Policy
no.
CLS
Countryside services
Pennine Events
Groundwork
CLS/transport policy S / M 8
Capita Symonds Transport policy S / M 10
CLS
PCT
Capita Symonds Capita Symonds S / M 10
Capita Symonds
BAD
Groundwork
Pennine Events
Local cycle retailers
CLS
Countryside services
Transport policy M 2
LCC Transport policy/LCC S 9
LCC
Pennine Events
PCT
NHS Trust
CLS
Transport policy/
Pennine events/CLS
S / M 9
51