gbc2015

published by
4 th edition: 2015
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CONTENTS
5 Introduction
Get Britain Cycling’s 4th annual tour of
the UK reveals positive changes in the
cycling scene
6 Removing barriers to direct
access
Careful appraisal of routes where cyclists
are hindered by obstacles can lead to
cost effective solutions
8 Is pedal power coming to
‘Motor City’?
Cyclist-friendly routes are being rolled
out across Birmingham while free bikes
will be offered in deprived areas. Will
measures such as this mark the end of
the city’s car culture?
12 Changing minds,
transforming places
Waltham Forest is one of three London
boroughs selected by Transport for
London to implement a Mini-Holland
project to boost cycling
17 A hive of activity
Newcastle has recently launched a ‘onestop
shop’ that places cycling at the
heart of its mission to promote
sustainable and healthy lifestyle choices
18 Riding high in Nantes
How Nantes has become one of Europe’s
most cyclist-friendly locations
20 Taking a (bike) stand
If we want Dutch levels of cycling, we
need to provide Dutch levels of cycle
parking
21 Campus hub makes the grade
A secure bike hub at University College
London has proved a hit with both
students and staff
22 New directions in design
guidance
Cycle route design has undergone a
period of rapid innovation, and
authorities are starting to put the new
solutions into practice
24 Funding paves the way for
ambitious plans
Map of Cycle City Ambition Grants
across the UK
26 Closing the gender gap
The inaugural Women & Cycling event
discussed the steps needed to get more
female riders on the UK’s roads
27 Get your kicks on 606 routes
England’s trunk roads will no longer be
off-limits to cyclists with the rolling out
of mostly segregated, new cycle routes
28 Good monitoring makes
good sense
In the face of tightening budgets, the
case for comprehensive and accurate
cycle usage data is more compelling
than ever
31 Storage and sanctuary
Passengers using Brighton rail station
can use their Southern Rail smartcards
to gain free access to a multi-purpose
cycle hub
33 Hull’s hub of distinction
The 160-space new cycle hub at Hull
Paragon interchange offers cycle-rail
users a host of services including cycle
repair, bike hire and electric bike
charging
34 There’s life in the old bike yet
Free events organised by CTC are
helping people to make their old,
unused bikes once more roadworthy
35 Driving up standards
Cyclist awareness courses for driving
instructors will result in motorists having
a better understanding of how to share
road space with those on bikes
36 The truth about ‘Going Dutch’
Political will, good infrastructure and
enlightened design are needed to
encourage more cycling in the UK, says
Steve Melia in his new book
38 Bikes paved the way for cars
Without bicycles cars would have
evolved very differently, if at all, argues
Carlton Reid
39 Moving forward with The Forum
The Chartered Institute of Logistics and
Transport has a vital role to play in
helping improve cycling infrastructure as
well as shaping strategy
40 Speaking up for active travel
Transport Planning Society members
once again make walking and cycling
their top funding priority
41 Making the best use of
road space
Engineers are exploring ways of ensuring
that cyclists get the infrastructure they
need
42 The Directory
A guide to companies and organisations
providing cycling products and systems,
training, consultancy services, along
with professional institutes and
voluntary groups
GET BRITAIN CYCLING 2015
Publisher
Rod Fletcher
Editor
Deniz Huseyin
Email: ed.pr@landor.co.uk
Editorial contributors
Mark Moran, Patrick McDonnell
Print production
Kevin Noblett
Email: production@landor.co.uk
Display advertising
Daniel Simpson
Email: daniel@landor.co.uk
Tel: 020 7091 7861
Directory advertising
Keith Homer
Keith.Homer@moseleymarketing.co.uk
Tel: 0121 449 0620
Printed by
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3

getbritaincycling.net
INTRODUCTION
Get Britain Cycling’s 4th annual tour
of the UK reveals positive changes in
the cycling scene, writes Deniz Huseyin
Cycling’s
changing
landscape
Over the next few years some of us will start to see improved
cycling routes and facilities in the places we live and work. It
might feel piecemeal and patchy but, nonetheless, the cycling
landscape is changing. This is thanks to funding from various
sources. The DfT’s Cycle City Ambition Grants have set in motion
improvements in eight cities and regions.
These grants have been bolstered by match funding, the Local
Sustainable Transport Fund and the Local Enterprise Partnership fund.
To find out how much each city has received and what projects are
planned see our reference map in the centre pages.
One of the biggest recipients of Ambition Grant money is Birmingham
– in a special profile, the city council explains how it plans to spend
£62m on cycling projects. Work is underway on the five main corridors
into the city centre, as well as on canal towpaths and green routes
through parks.
The council’s head of transportation Anne Shaw says that though
these improvements are vital they need to be backed by projects to
support those reluctant to get in the saddle. “I don’t think the term ‘build
it and they will come’ is actually true of cycling,” she says. “We need to
give people the confidence to think that cycling is for them. Efforts must
be made to connect with women, people from ethnic minorities and
young people.”
Ultimately, cycling may only have a broader appeal if riders are
segregated on busier roads, and are not hindered by poor quality
surfacing and a lack of continuity.
These issues can sometimes be addressed without the need for
expensive, flagship schemes, suggests Stephen Payne from the
consultant AECOM. He says that removing seemingly minor physical
barriers to journeys can offer high returns to cycling and walking by
providing a more direct route. “The concept of ‘filtered permeability’ is
well established and referenced in many cycling and walking design
guidelines,” he says. “However, such low cost interventions are
sometimes not given the same level of significance as higher profile
route-based schemes, despite frequently offering a favourable benefit
cost ratio.”
This practical approach has been adopted by Highways England,
which is rolling out 606 cycle routes over the next five years. Almost all
these routes will be segregated due to high traffic flows and speeds of
above 30mph on most trunk roads.
The same applies in London, where new and upgraded Cycle
Superhighways will be largely segregated. The new routes, due to be
completed by next summer, promise to transform the way cyclists travel
across the capital.
Segregation also features in Waltham Forest’s plans. The borough,
Getting on a bike might be most
effective way of combatting a broad
range of health problems in adults
and children… and it’s fun!
along with Enfield and Kingston upon Thames, has won Mini-Holland
funding from London Mayor Boris Johnson.
The council’s plans have polarised local opinion but deputy leader
Clyde Loakes and his cabinet appear determined to push through the
changes. “Even those residents who do not, cannot or will not change
their behaviour will feel the legacy of Mini-Holland thanks to reduced
levels of traffic congestion, a decrease in rat-running, less pollution and
a safer environment,” says Loakes.
This is the sort of political backing that ensures that cycling schemes
become a reality. The academic Steve Melia, an advocate of the ‘filtered
permeability’ concept, believes that consensus between politicians and
transport professionals lies behind every successful cycling nation.
He offers the example of Seville in Spain, a city that did not have a
culture of cycling until a change of political leadership in the early
2000s. Melia says political will delivered segregated cycle routes, the
removal of traffic from the city centre and a cycle hire scheme, which
has resulted in the proportion of journeys by bike increasing from 0.2%
to 6.6% in less than 10 years.
A similar transformation took place in the city of Nantes in the west of
France. Vice president of the Nantes Metropole authority Jacques
Gareau says that under new political leadership cycling levels increased
from 2% to 4.5% of all journeys in just five years. And, once again, safe,
segregated tracks have been a key factor. As in Seville, a bike hire
scheme and ample cycling parking have been instrumental in
encouraging more people to take up cycling.
There are reasons to be hopeful that the changes experienced in
Seville and Nantes can happen in our cities as well. DfT figures show
that since 2008 the volume of cycling miles in Great Britain has risen
continuously from 2.8bn to 3.2bn in 2014. In the capital, meanwhile,
cycling increased by 59% between 2008 and 2014, according to TfL,
with 610,000 cycle journeys made every day. TfL says that one journey
in every 513,000 now ends in death or serious injury – the lowest rate
ever recorded, beating the previous low of 2006 when it was one journey
in every 434,000.
With the health benefits of active travel becoming more evident, the
rise in cycling journeys is set to continue. Routine activities such as
cycling and walking are, increasingly, being seen by health professionals
as preferable to vigorous, organised exercise. So, getting on a bike to go
to work, pick up the kids or go shopping might be the most effective way
of tackling a broad range of health problems. For that reason alone
continued funding for cycling projects makes perfect sense.
Deniz Huseyin
Editor, Get Britain Cycling
deniz.huseyin@landor.co.uk
5

Removing barriers
to direct access
AECOM’s Stephen Payne explains how careful appraisal of routes where cyclists and
pedestrians are hindered by obstacles can lead to cost effective solutions
Cyclists, like pedestrians, often have
particular location-specific bugbears
where there are physical barriers to
their journeys. A growing body of
evidence from towns and cities across the UK
and further afield suggests that addressing
these barriers can offer a very high return in
promoting increased levels of cycling and
walking by providing a more direct route,
which can often avoid more heavily trafficked
and circuitous alternatives.
The concept of filtered permeability is well
established and referenced in many cycling
and walking design guidelines. However, such
low cost interventions are sometimes not given
the same level of significance as higher profile
route-based schemes, despite frequently
offering a favourable benefit to cost ratio.
Low cost improvements
Although not exhaustive, the list below offers a
range of typical interventions to enable filtered
permeability:
• Creation of new links to bridge gaps in
existing infrastructure
• Upgrading informal paths which are often
only usable by many in the summer months
to hard standing
Element
Scheme
Identification
Appraisal
Prioritisation
Consultation
Design
Approval and
Implementation
Evaluation
• Amendments to existing or the creation of
new Prohibition of Driving Orders and
associated infrastructure to create cycle
connectivity where none currently exists.
This could include, for example, cycle
‘punch-throughs’ at street ends
• Contraflow cycle lanes in one-way streets (or
other forms of cyclist exemptions from such
features)
• Amendments to traffic signals to permit
cyclists to undertake movements banned for
motorists (a common approach in London)
• Upgrades of pedestrian crossings to Toucan
or cycle/pedestrian parallel crossings.
Case Study: South Dublin
Using the right methodology can help ensure
that funding goes to the most beneficial
permeability improvement schemes. A case in
point is South Dublin, where South Dublin
County Council (SDCC) has worked with the
Irish National Transport Authority (NTA) on a
pilot project to address permeability
shortcomings by proposing short walking and
cycling improvements to serve existing local
neighbourhoods.
Much of South Dublin is characterised by
low density suburban housing. A historic
Description
A set of potential permeability schemes initially needs to be identified.
This can be undertaken through analysis of mapping, discussion with local
elected representatives and residents and utilising local knowledge
Scheme appraisal is undertaken to assess the positive and negative impacts
of the scheme. This is undertaken before the scheme is implemented to
establish its viability and whether it should be prioritised
Outputs from the scheme appraisal are used to establish a prioritised list of
permeability schemes
Various types of consultation with key stakeholders and residents are
recommended. The key stage of consultation comes after schemes have
been appraised and prioritised and is used to inform final designs
This is the stage at which the schemes from the prioritised programme are
designed in detail, taking on board feedback from consultation and
ensuring designs follow best practice
This is the formal process by which schemes are approved for
implementation and constructed
Once schemes have been implemented, it is important that an evaluation is
undertaken to establish whether the scheme is delivering on its intended
benefits. Findings from the evaluation can also be used to improve future
schemes
Various elements of the lifecycle of permeability schemes
emphasis on vehicular distribution in suburban
areas has given rise to ‘neighbourhood cells’
that are surrounded by distributor roads, walls
and fences, with limited points of exit for
pedestrians and cyclists. This creates barriers
for pedestrians and cyclists and limits direct
access to local schools, shops, community
facilities and transport nodes.
Local permeability schemes seek to identify
informal pedestrian and cycle links that have
emerged over time and to upgrade these links
and remove blockages and barriers such as
walls and fences. Through ‘quick win’ schemes
such as these, SDCC hopes to provide safe,
direct access to local shops, schools,
community centres, employment centres,
public transport points, cycle routes and
park/playgrounds for local communities.
AECOM assisted the council and NTA in
developing best practice guidance for the
lifecycle of permeability schemes and
developed a structured, data driven process to
appraise and prioritise identified schemes.The
various lifecycle elements used to identify and
prioritise filtered permeability interventions are
shown in the table (bottom left).
A multi-criteria assessment framework was
developed to assess the benefits of an initial 22
schemes throughout South Dublin identified by
SDCC. The aim was to prioritise the schemes
to allow SDCC to focus available funds on
those schemes with the most potential benefit
to local communities.
Gathering good data
To assess and prioritise the identified schemes,
a bespoke Permeability Assessment Tool (PAT)
was developed incorporating two key types of
data:
• GIS data including representations of the
road, cycle and path networks as well as
demographic datasets and key location
destination points
• On-site survey audit data of the locations
and existing conditions where permeability
improvements are proposed.
PAT used GIS catchment analysis of
demographics to identify who would benefit
from the schemes, alongside network analysis
of the likely journey time benefits to key local
destinations. Key metrics used as part of this
assessment included:
• Population size within set thresholds of the
proposed scheme (‘through the network’
and ‘as the crow flies’)
• Performance of the network against its
6

getbritaincycling.net
CONNECTIVITY
theoretical maximum – as measured by
comparing ‘crow flies’ and ‘through the
network’ population catchment sizes
• The socio-demographic profile of the local
population (including age breakdown, the
number of people who walk or cycle to work
and the number of no car households)
• A weighted average journey time to the top
five local destinations (prior to and with
proposed scheme) by walking and cycling.
These techniques provide an objective
assessment of the size of catchment, how
likely people are to walk and cycle and the
journey time benefits of the scheme. However,
this does not consider the quality of the other
factors that influence how likely people are to
use a route. Recognising the limitations of the
GIS approach, the tool incorporates the results
of on-site audits of routes and the likely
benefits of the proposed design. The survey
design considered the following benefits and
impacts of the schemes: directness; personal
security; legibility; quality of environment;
maintenance; road safety; and usage.
The tool then combined scores from the onsite
audit and GIS elements of the scheme
assessment to produce an overall assessment
of each scheme, which could then be used in
prioritising the identified schemes.
Some 22 schemes were initially appraised
using the Permeability Assessment Tool,
identifying their relative costs and benefits and
allowing the schemes to be prioritised. This
information has been used by SDCC to
establish which schemes will be prioritised for
funding. A best practice guide was also
produced based upon the experiences from
South Dublin, which will inform a guidance
document forthcoming from the NTA.
The map below provides an example of a
scheme completed by SDCC in Dargle Wood,
Knocklyon. This scheme was completed in
September 2012 and has proved very
successful, particularly with the nearby school,
where 18% of pupils now use the new link to
get to school.
Funding the right projects
Good permeability of cycling and walking
routes ensures that direct links are available,
avoiding lengthy detours that discourage
sustainable travel. Poor planning has placed
unnecessary barriers to permeability, but in
many cases affordable solutions are available
to overcome these barriers.
To ensure that funding is channelled towards
the most beneficial permeability improvement
schemes, a structured appraisal process can
be utilised, as illustrated by South Dublin
Council. The use of pre-existing GIS and
demographic data sets can provide a cost
effective indication of the benefits and
propensity to use proposed permeability
improvements.
Additional on-site audit data also provides a
valuable assessment of less easily quantified
factors which also affect the quality of a route
and the propensity to use it.
All of these factors combined provide a
robust assessment of the benefits of proposed
schemes, providing a framework for funding
decisions.
Stephen Payne is a principal transport planning
consultant at AECOM
An example of poor permeability in the Lucan area of South Dublin
This scheme at Dargle Wood shows how low cost adjustments can significantly improve access
Improved permeability for cyclists and pedestrians at Dargle Wood has proved successful, with 18% of pupils
at the nearby school now using the new link to get to school
7

The Birmingham Cycle Revolution
team try out one of the city’s new
cyclist-friendly canal towpaths
8

getbritaincycling.net
CITY FOCUS
Is pedal power coming
to ‘Motor City’?
Cyclist-friendly routes are
being rolled out across
Birmingham while free
bikes will be offered in
deprived areas. Will
measures such as this
mark the end of the city’s
car culture?
Deniz Huseyin reports
Once dubbed Britain’s ‘Motor City’,
Birmingham may slowly, but
discernibly, be starting to lose its
dependency on the car. At least that’s
the hope of the city council’s Birmingham
Connected project, an integrated transport
system that places greater emphasis on
sustainable, efficient modes of transport, with
the aim of reducing air and noise pollution and
raising health standards. Not surprisingly,
strategies for getting more people cycling and
walking are a significant element of the plan.
The council has identified 11 Green Travel
Districts across Birmingham that would see
cyclists and pedestrians given priority over
motor traffic in some areas.
Backed by funding of more than £60m,
Birmingham City Council has set in motion a
range of projects that aim to transform both the
infrastructure and public attitudes to cycling
and walking.
Driven by ambition
Birmingham is one of eight cities to benefit
from DfT Cycle City Ambition Grants. The cities
received a total of £77m in August 2013, with
an additional £114m awarded in March 2015.
For Birmingham City Council this represents a
cash injection of £39m, with another £6m
coming through the Local Enterprise
Partnership (LEP) growth fund. After local
contributions, this amounts to a grand total of
£62m for cycling projects.
The council has set itself the target of
increasing cycling by 27% within a 20-minute
cycling time of the city centre. This would
represent a rise of 2,000 cyclists per day. The
council also hopes to increase cycling’s modal
share from the current 2% to 5% by 2023,
rising to 10% by 2033.
The authority has developed a multi-faceted
strategy, called the Birmingham Cycle
Revolution (BCR), which proposes both new
cycle routes and improvements to existing
routes along highways, canal towpaths and
‘green routes’ (parks and public open spaces).
In the first phase, the BCR is focusing on
routes within a 20-minute cycle ride of the city
centre. Some £10m is being spent on ‘flagship’
projects on five main highway corridors into the
city centre. This will see changes to about
30km of roads into the city centre from areas
such as Edgbaston, Kings Heath and the Soho
Road. Where possible, these routes will have
segregated cycle tracks and alterations to
major junctions to make them safer for cyclists.
But segregation will not always be possible
from the outset, says Birmingham’s head of
transportation Anne Shaw. “There are cases
where we can’t widen the road, so before we
re-allocate road space we have to show there is
a high enough demand for cycling,” she says.
Our strategy aims to
reduce reliance on cars
for local journeys.Working
with various communities
we are developing
confidence in people that
have never thought that
cycling was a choice for
them, and the quieter
routes help build that
confidence ready for more
direct on road cycling
Anne Shaw,
head of transportation,
Birmingham City Council
“Our strategy aims to reduce reliance on cars
for local journeys. Working with various
communities, we are developing confidence in
people that have never thought cycling was a
choice for them. The quieter routes help build
that confidence ready for more direct on road
cycling. This will help generate the demand
and create the justification for taking capacity
on main routes for cyling, prefereably
segregated.”
The second phase of the BCR will turn its
attention to longer cycle journeys of 5km to
6km. “We will see what it will take to
encourage people to make longer commutes
by bike,” says Shaw. “This will involve talking
with employers using our Top Cycle Location
Grants to install facilities such as showers,
lockers and safe parking facilities. The
planning application process for new
developments requires sustainable travel
plans, and this will help ensure that cycle
facilities are a key asset for the future
commuters.”
Canals and green routes
Besides improving the main routes into the
city, work has started on making canal
towpaths and green routes through parks and
open space areas cyclist and pedestrian
friendly. So far, more than 30km of canal
towpaths have been improved as well as a
similar length of green routes.
As these quiet routes are shared paths, the
council is running a ‘Share The Space, Drop
Your Pace’ campaign to encourage cyclists to
ride responsibly.
“These improved off-road routes will
particularly benefit less experienced cyclists
who are maybe less confident with a targeted
approach on getting more women and other
minority community groups cycling,” says
Shaw.
The second tranche of Cycle City Ambition
Grant funding will enable the council to extend
the canal network to include the Stratfordupon-Avon
canal and the Soho Loop on the
Birmingham Main Line Canal. There will also
be access improvements at a number of
locations as well as the widening of the
towpath in the Edgbaston Tunnel on the Worcs
and Birmingham Canal.
The BCR will develop parallel routes to
provide local, quieter routes into local centres
and transport hubs in the 11 Green Travel
Districts. Meanwhile, small access schemes
will implement measures where canal works
and green routes meet or cross main roads.
Demand for space
Another element of the strategy is to increase
cycle parking capacity in the city centre and
local growth areas. The council aims to
introduce more racks during the programme
and is working with the city centre planning
team on a public realm strategy that includes
these facilities as well as with major offices and
transport hubs. “This will be an ongoing area
of working in order to generate and then keep
up with the demand,” says Shaw.
The council will make cycle parking facilities
a planning application requirement for new
developments. It will also explore the viability of
implementing a cycle hire scheme. “We are
examining the commercial case for setting up
a scheme in partnership with a sponsor
supplier,” says Shaw.
9

Cabinet member for sustainability
Lisa Trickett at the launch of
Birmingham Big Bikes, which is
giving away 3,000 cycles and
making another 2,000 available
for free hire
The council is also considering the viability
of extending cycle hire through Brompton
docks, which is currently available at Moor
Street station and is due to launch at other
sites near Snow Hill and New Street stations.
Shaw adds: “There is a chicken and egg
argument with providing these facilities. If you
are going to put thousands of racks outside a
station you’d need to be confident they will be
used.”
Mobilising the community
Vital though infrastructure improvements are,
they need to be backed up by projects that
connect with those who are reluctant to get in
the saddle, believes Shaw. “I don’t think that
the term ‘build it and they will come’ is actually
true of cycling. We need to give people the
confidence to think that cycling is for them. We
need to work with communities to see how we
can achieve behaviour change and connect
with those hard to reach groups.”
Efforts are being made to connect with
women, people from ethnic minorities and
young people, says Shaw. “There are also
those parts of communities that not only have
issues with affordability of a car but also with
public transport.”
This, she says, is why the council launched
the Big Birmingham Bikes programme. The
council is giving away 3,000 free bikes while
another 2,000 will be available for free hire
from cycle hubs.
The bikes will be available to people living in
“priority postcode areas” where there are
higher levels of deprivation.
Raleigh are providing the bikes for this part
Our roads are already at
saturation point, and it is
physically impossible to
build our way out of the
problem, particularly in
the centre. We have to
learn to do things
differently
Anne Shaw
of the programme. “But the owners will have to
make certain commitments in order to qualify,”
Shaw points out. “They will have to undergo
cycle proficiency training and go on a bike
maintenance course. All the bikes will be fitted
with GPS tracking to monitor usage levels, and
this data will be published by the council. We
believe this scheme will remove one of the
barriers to cycling, and get more people
active.”
The city has built its cycle revolution based
on the successes of the Bike North
Birmingham Project, which was funded
through the Local Sustainable Transport Fund
that ended in March. “The legacy that this has
created and the success in terms of
infrastructure development, cycle loan options
and working with communities to build ability
and confidence in cycling has left a positive
legacy with some fantastic results, not just in
terms of mobility but also in people’s health
and the local economy as well as
environmental improvements,” says Shaw.
The £6.4m project was part funded by
Birmingham City Council, the Big Lottery Fund
and £4.1m from the Local Sustainable
Transport Fund. It was delivered in partnership
with Centro, London Midland, charity Sustrans
and the city’s health and wellbeing campaign
Be Active.
Initiatives such as this will help make
Birmingham a less car-dependent city, believes
Anne Shaw. “Our roads are already at
saturation point, and it is physically impossible
to build our way out of the problem,
particularly in the centre,” she says. “We have
to learn to do things differently. The alternative
just isn’t sustainable. The commitment for this
to be a more cycle-friendly city is here to stay.”
Anne Shaw
10

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Changing minds,
transforming places
The borough trialled road closures in the
Walthamstow Village area last autumn
Waltham Forest is one of three London boroughs selected by Transport for London to
implement a Mini-Holland project to boost cycling. Jon Little, the author of the council’s
bid, tells Deniz Huseyin how the programme aims to get more people onto two wheels
An ambitious programme is underway
to make the London Borough of
Waltham Forest, in the north-east of
the capital, a better place for cyclists
and pedestrians. The council was one of three
outer London boroughs to win ‘Mini-Holland’
funding last year from London mayor Boris
Johnson to encourage more people to cycle by
making routes safer while also providing better
streets for pedestrians.
Waltham Forest received £27m, while
Enfield and Kingston-upon-Thames were
awarded around £30m each. Of the three
boroughs, Waltham Forest has made the most
progress so far, with the cabinet unanimously
approving a raft of measures in February.
Its Mini-Holland programme will include
segregated cycle tracks along Lea Bridge Road
– the route linking Epping Forest and Hackney
– and an innovative re-configuring of the
Whipps Cross roundabout at the eastern end of
Lea Bridge Road.
Construction of the cycle tracks on Lea
Bridge Road will be carried out in sections
between October 2015 and March 2017.
Several residential streets have also been
earmarked for traffic management measures,
which will include through-traffic bans and
light segregation for cyclists.
Bike hubs are to be installed at Tube and
mainline rail station, as well as 1,200 cycle
stands and storage ‘hangars’ on residential
streets. Most of the programme is due to be
completed by March 2017.
Designing out rat-runs
The initial focus of attention is on Walthamstow
Village, a conservation area made up of
buildings of historic interest, terraced
properties and independent businesses. A host
of traffic management schemes are due to be
implemented across the village area by late
summer. Measures include closing off some
roads to through-traffic and making other
streets one-way.
A three-week trial of measures last autumn
appeared to polarise opinion in the village
between those in favour of the plans and those
that felt motorists’ rights were being
overlooked. A consultation revealed that 44%
of respondents backed road closures and
traffic management measures while 41% were
not in favour. Feedback from residents during
the consultation has resulted in changes to the
plans, says Jon Little, the council’s
complementary measures manager and author
of the Mini-Holland bid.
Responding to residents’ concerns about
displaced rat-running, the council closed off
more streets to through traffic. “This approach
really is about one long, continuous
conversation,” says Little. “In the village there
was the skeleton of a design insomuch as what
we wanted to achieve from a traffic
management perspective, but there were lots
of remaining elements, such as street furniture
and plantings, still up for debate.
“We are confident that the revised proposals
for the Walthamstow Village area will effectively
curb rat-running, but we will monitor the
scheme after implementation.”
Little says traffic count data shows that the
12

getbritaincycling.net
PROJECT UPDATE
In the village there was
the skeleton of a design
insomuch as what we
wanted to achieve from a
traffic management
perspective, but there
were lots of remaining
elements, such as street
furniture and plantings,
still up for debate
Jon Little,
complementary measures
manager, London
Borough of Waltham
Forest and author of the
Mini-Holland bid
The council has pledged to install 1,200 cycle stands across the borough
number of vehicles on the borough’s main
roads has dropped by a third over the past ten
years. “This is probably due to a combination
of reasons, including more people turning to
sustainable modes of travel, the London
Overground line upgrade, and also because
more drivers were travelling through residential
roads.”
The village’s main throughway, Orford Road,
will become traffic-free between 10am and
10pm, with the exception of the W12 bus
service. “We are hoping the changes to street
layout will deter anti-social behaviour behind
the wheel, and that includes bus drivers,” says
Little. “As buses will be the only vehicles
during the day they will stand out more.” The
council is in talks with W12 operator HCT
Group to discuss the changes.
Making Orford Road traffic-free will benefit
businesses in the area, Little believes. “We
have been mindful of deliveries and parking
needs, but I think it was clear that the current
situation of narrow pavements and cars
travelling fast along Orford Road was not really
conducive to people spending a great deal of
time in the area.”
Waltham Forest is keen to engage with all
businesses along re-designed routes to “help
them take advantage of the opportunities these
changes will bring”, says Little. “Not only do
we think that the changes might mean higher
footfall, but we want businesses to think how
they reduce how much they use private
vehicles.”
Some small businesses are considering
using cargo bikes for deliveries, he points out.
“We hope to get a pilot scheme off the ground
this year.”
Flagship projects
The council is keen for the Mini-Holland
programme to extend across the borough, with
a network of cycling and walking routes linking
town centres, running north-south from
Chingford to Leyton and east-west from Leyton
to Blackhorse Road.
One of the most radical schemes will be the
major re-design of Whipps Cross roundabout.
The plans have yet to be finalised, but it is
clear that the roundabout’s layout will change
significantly, becoming a signalised junction,
with several new separate crossings for
pedestrians and cyclists, as well as new public
space and improved bus facilities.
The other flagship project will involve the
construction of two metre-wide kerbed cycle
tracks along the two-mile length of Lea Bridge
Road. The route is used by an average of
1,200 cyclists each day, the council estimates.
Changes to the route include more
wayfinding and shared space at junctions,
designed to slow down drivers and give greater
priority to pedestrians and cyclists. The
council also plans to remove sections of bus
lane that it considers “ineffective”. Floating
bus stops (also known as bus stop bypasses)
will be installed, enabling cyclists to overtake
stationary buses without re-entering traffic
lanes. The busy junctions at Bakers Arms and
Markhouse will also be re-designed to make
them safer for cyclists and pedestrians.
Halfway along the route is Lea Bridge
railway station, which closed 30 years ago but
is due to re-open in December 2015 as part of
a new London Overground service from
Stratford to Tottenham Hale.
There are few segregated cycle tracks in the
UK, so it is hard to assess how the changes on
Lea Bridge Road will affect businesses, admits
Little. “However, evidence from Europe and
the US suggests a very positive impact on
footfall, trade and road safety,” he says.
The borough plans to use DfT-approved low
level traffic signals for cyclists along Lea
Bridge Road. The new system – which
positions lights at eye level for cyclists – was
installed onto the early-start traffic signals at
Bow roundabout in east London in January.
Little explains: “We are hoping to introduce
proper segregation in space and time to give
cyclists and pedestrians separate, safe
crossing time across some of the busiest
junctions that currently act as barriers to
people.”
The council is working with Transport for
London’s modelling team to assess the impact
of the proposals on the local road network by
Segregated cycle tracks are
to be installed along the full
length of Lea Bridge Road
13

Clyde Loakes
using Vissim and LinSig software. Little says
the modelling exercise has revealed there are
“great swathes of locked road space” on Lea
Bridge Road that can be re-allocated to cyclists
and pedestrians. “There are issues over what
we can and can’t do. It’s simple enough to
design a two-metre wide segregated cycle
track. But it’s junctions where there are
interactions with other modes that are the
complex part of the project.”
Full v light segregation
Segregated cycle tracks are not always
practical, Little acknowledges. “Semi and light
segregation can represent a good alternative.
They provide some flexibility where road widths
are too narrow for full kerb segregation. It
allows you to allocate some space for cycling
until such a time that you can re-design the
road.” This is preferable to trying to “squeeze
in” a metre-wide segregated lane, he says.
Besides these practical constraints, the
Mini-Holland award is not high enough to
cover the cost of widespread kerbed
segregation. “That can require major
groundworks, new drains and new kerb lines,
which is a lot more expensive.”
Monitoring Mini-Holland
The council plans to trial traffic separators of
different profiles, heights and widths. “While
most people think of semi-segregation as
‘armadillos’, there is a broad range available
and we want to use the best possible solution
for each specific location,” explains Little.
“From the cycling perspective the bigger the
better, but in some instances we may use a
combination of them depending on the
requirements of other road users.”
The Mini-Holland expenditure is not just for
cyclists but for everyone who lives and works in
the borough, Little insists. “Even if a small
percentage try modes other than driving then it
frees up road space, which means a lot less
congestion, and that benefits everyone.”
The council wants the modal share for
cycling in Waltham Forest to rise from the
current 2% to 10% by 2020. “In this borough
40% of journeys are done by one person in a
car travelling less than three miles,” Little
maintains. “These are the journeys that are
transferrable.”
The council hopes to encourage more
‘school run’ parents to leave their cars at
home. “Sometimes, people don’t realise that
by the time they’ve got in the car, sat in traffic
and found somewhere to park they might as
well have walked or cycled. You would have
saved yourself a few pounds and burned off a
few calories, but there’s this perception of
danger, the remote chance that you will be hit
by a vehicle. There’s a much greater chance
that if you sit in your car all the time you will
gradually do damage to yourself because
you’re not being active.”
Safe, segregated cycle tracks should help to
attract more women “who are underrepresented
in cycling”, Little says. The new
routes should also appeal to parents riding with
children, and older people. “The percentage of
people over 65 who cycle in Denmark and the
Netherlands is 25% while in the UK it’s only
about 1%.”
Breaking down barriers
The council has taken steps to spread the
Mini-Holland message to schools and places
of worship across the borough. Little
recognises that children are often “engineered
out” of public engagements on transport or
public realm projects.
The council has also talked with religious
leaders who “can often help engage the local
community and explain broad principles or
Waltham Forest council will be using a range of monitoring techniques to gauge the impact
of its Mini-Holland programme.
As the measures are implemented across the borough, the council will install cycle
counting equipment at strategic locations, with the programme being monitored by TfL. The
council will deploy static counters with visual displays around the borough backed by a
combination of manual and automated counts in other locations before and after the
measures are implemented.
A council spokesman explains: “Of course, focus will be on cycling but we hope to work
with businesses to understand impact on local economy as well as asking local people and
visitors about their perceptions of the roads we are working on before and after.”
As part of its bid for TFL funding, Waltham Forest collated DfT data for the previous 10-
year period as well as census data and its own cycle counts.
“Trends showed a reduction in private car use and an increase in cycling over the 10-year
period on most main roads in the borough,” says the spokesman. “Cycle counts suggested
rapid growth of cycling on corridors into central London particularly on Lea Bridge Road and
Ruckholt Road. We backed this up with information from the annual borough cycling survey.”
Unlike many initiatives,
even those residents who
do not, cannot or will not
change their behaviour
will feel the legacy of
Mini-Holland thanks to
reduced levels of traffic
congestion, a decrease in
rat-running, less pollution
and a safer environment
Clyde Loakes,
deputy leader and cabinet
member for environment,
London Borough of
Waltham Forest
ideas”, he says. “This can be particularly
useful when there is a potential language
barrier or technical terminology that may be
otherwise difficult to communicate, and in
situations where cultural barriers such as
those associated with cycling exist.”
Free cycle training is available to all
Waltham Forest residents, with both one-toone
and group sessions run by the council’s
partner, Cycle Confident. The training
programme also aims to help those with
health problems. “We’re in the process of
developing a GP referral system for cycle
training for people to take up cycle training for
various reasons including obesity, heart
conditions and mental health issues,” says
Little. “We are also developing a parent and
child cycle training offer, which will encourage
more families to take up cycling and
encourage more active lifestyles.”
This is complemented by the council’s ‘Our
Parks’ programme, where residents can take
part in a range of exercise and sports classes.
The council says that more than 4,800 people
have taken part in the activities over the past
year, of which 78% had not done any exercise
prior to signing up while 97% said the
programme had improved their quality of life.
Clyde Loakes, the council’s deputy leader
and cabinet member for environment, says:
“In terms of Mini-Holland, there’s obviously
no direct correlation – these are exercise and
sports classes held in our parks for free – but
it is indicative of the number of people out
there who are open to taking better care of
themselves and improving both their fitness
and their quality of life, two aspirations key to
the programme of encouraging people out of
their cars and onto bikes or foot.”
Loakes believes the success of ‘Our Parks’
demonstrates that people are willing to
engage in exercise if sessions are local and
free.
“Cynics will say that you can’t persuade
people to leave their cars at home any more
than you can persuade people to engage in
exercise, no matter how much you tell people
both are good for them. Our Parks shows that,
actually, if you create the right conditions –
make the sessions local and free – then
people will change their behaviour in just the
14

getbritaincycling.net
PROJECT UPDATE
way cynics said they wouldn’t. If you make
roads safer and make it easier to store and
park bikes then we believe people will get out
of their cars.”
Stands, hubs and hangars
Over the next two years bike parking and
storage is set to increase significantly across
Waltham Forest. The council has pledged
1,200 cycle parking stands in town centres,
near shops, supermarkets and GP surgeries.
It has commissioned cycle parking specialist
Falco to install secure cycle hubs at the three
Tube and five mainline stations in the borough.
The steel framework cycle stores will offer
facilities such as bike pumps, repair stands
and information displays. All the hubs will
comprise two-tier cycle racks, a smartcard
access system and CCTV coverage.
Meanwhile, the first ten bike hangars,
supplied by Cyclehoop, have been installed on
residential streets. The lockable steel bike
shelters are designed for residents who find it
difficult to store their cycles safely indoors.
Each hangar takes up a single parking space
and can store up to six bikes. Demand for the
hangars has far outweighed the numbers
available, Little says. “We have had more than
300 requests for the hangars at other locations
in the borough. We need to prioritise and work
out who will get them and why.”
The scale and ambition of all these schemes
will help to change travel behaviour in the
borough, believes Little. “As we break down
some of the barriers to cycling, such as
concerns over safety, people will get in the seat
and experience the freedom that comes from
mass cycling.”
There certainly appears to be the political
will to see through the changes, despite the
objections of some residents.
Clyde Loakes believes the Mini-Holland
programme will have a transformative effect on
the borough “in a number of different ways,
and, importantly, each is co-dependent on the
other”. The level of funding will allow the
Jon Little
We have had more than
300 requests for the
hangars. We need to
prioritise and work out who
will get them and why
Jon Little
council to implement major infrastructure
projects to segregate cyclists from traffic,
pedestrianise areas and improve major
junctions, says Loakes. “This allows us to
address issues of safety and encourage people
to think about leaving their cars at home.”
The programme’s legacy is not just about the
physical changes to streets, but a “change of
mindset” in how residents see their streets,
says Loakes. “Right now too many don’t see
the option of cycling or walking as practical,
feasible or safe.
“In five years’ time I believe that attitude will
be radically different and those people who
embrace the opportunities Mini-Holland opens
up will find themselves fitter, healthier and
financially better off. The impact of that change
of behaviour will, in turn, affect overarching
issues around public health generally and the
benefit to the local economy. Studies have
shown that local businesses profit greatly from
getting more people out and about on the
streets, rather than cooped up in their cars.
“What’s particularly worthy about this
scheme though is that unlike many such
initiatives, even those residents who do not,
cannot or will not change their behaviour will
feel the legacy of Mini-Holland thanks to
reduced levels of traffic congestion, a decrease
in rat-running, less pollution and a safer
environment.”
A Cyclehoop bike hangar on Brooke Road, Walthamstow
15

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getbritaincycling.net
CITY FOCUS
Newcastle has
launched a
‘one-stop shop’
that places
cycling at the
heart of its
mission to
promote
sustainable
and healthy
lifestyle
choices
A hive of activity
The Active Travel Centre in Newcastle is
co-ordinating a host of ambitious
projects to get a wide cross-section of
the community cycling and walking.
Activities at the centre are organised by
sustainable transport charity Sustrans in
conjunction with a range of partners including
Colour Coffee and Recyke Y’Bike. Visitors can
also learn of all the active travel organisations
and services on offer throughout the city.
The official opening of the centre is due to
take place during Cycle City Active City, the
conference and exhibition hosted by
Newcastle City Council and organised by
Landor LINKS, which takes place on 25-26
June. However, the centre already enjoys a
brisk trade and positive feedback since a soft
launch in mid-May.
The purpose-built centre on Higham Place,
just off John Dobson street in the city centre,
serves as a “one-stop-shop promoting cycling
and walking as an enjoyable, safe and healthy
form of transport”, says Smarter Choices
manager for the North East, Neil Mitchell,
who has overseen the project.
Embarking on The Journey
The centre, called ‘The Journey’, is focused on
helping residents overcome barriers to cycling
and walking. This work aims to complement
cycle route improvements in the city as well as
existing public health drives within target
communities close to the city centre.
‘The Journey’ sets out to reduce isolation in
communities, map and signpost people to
walking and cycling opportunities within the
city and promote better physical and mental
health through cycling and walking. Other
aims include educating the public in the safe
use, re-use and maintenance of bikes.
Cllr Ged Bell, cabinet member for
investment and development at Newcastle City
Council says: “The Journey is a brilliant
example of how we are working to make
walking and cycling part of people’s daily lives.
A key benefit is that it will help people without
a car access employment and training, in
addition to offering wider work experience and
volunteering opportunities.”
A café, run by local business Colour Coffee,
(who also run the popular speciality coffee
shop, Pink Lane Coffee) is based within the
centre, providing drinks and snacks. The
café’s relaxed and friendly atmosphere attracts
people into the centre, and provide an
important income stream for the project.
Meanwhile, Recyke Y’Bike supplies a
source of reconditioned bikes and operates
the cycle mechanics service within the centre.
Recyke Y’Bike is a community project that
accepts donated bikes from members of the
public. Trained mechanics and volunteers fix
them up for resale.
Cllr Bell says: “The centre also serves as a
social venue for events and activities which
promote sustainable and healthy lifestyles.
The services provided by the centre will break
down common, real and perceived barriers to
active travel. Changing from a car-centric
mode of travel to a more active, sustainable
model can be rather daunting, so offering
practical support is really important.”
Funding the route ahead
Newcastle City Council’s active travel aims are
being supported by Cycle City Ambition
funding from the DfT. The council was
awarded £5.7m in August 2013 and then won
a further £10.6m in March 2015.
The authority’s 10-year cycling strategy aims
to promote mass participation to support city
centre regeneration, housing growth, public
health and access to employment and
services. The primary focus is on delivering the
eight strategic cycling routes to connect the
city centre to all of the surrounding
neighbourhoods. So far the city council has
focused on delivering improvements at key
points on these routes.
However, the start of the John Dobson street
scheme marks a key turning point. The £1.1m
project, due to start in the summer, will create
a flagship cycling route, which will eventually
link together all of the proposed strategic cycle
routes across the city. It will also form a section
of the Great North Cycleway, a regional route
from Blyth to Darlington.
The route, between the junctions of St
Mary’s Place and Market Street, will provide
significant improvements for pedestrians,
cyclists and public transport while ensuring
freight and private vehicles can access shops
and services – though not necessarily by the
same route that they currently do.
With a greatly enhanced ‘boulevard’ style
environment, there will be a wide range of
benefits and improvements including: new and
widened footpaths; improved crossings; a
segregated two-way cycle track; cycle parking;
public seating; raised junctions; and improved
bus stop areas.
These improvements will make it safer and
easier to walk and cycle along the road,
encouraging and enable people of varying ages
and mobility to become more active as well as
helping keep traffic moving, improving
reliability of bus journeys, improving air quality
and reducing noise levels.
Cllr Bell says: “These improvements mark
the start of a real transformation in Newcastle
to a modern, 21st century city, where cycling
and walking are integral to getting about and
how the city does business.”
17

The cycle tracks on the main routes through
Nantes are positioned in the middle of the
road, separated by granite kerbs and on a
higher level than other traffic
Riding high in Nantes
Jacques Garreau, vice president of the Nantes Metropole authority, tells Deniz Huseyin
how the city has become one of Europe’s most cyclist-friendly locations
Over the past six years Nantes in the
west of France has made a dramatic
transition from a car-dominant to a
cyclist-friendly city. Since 2009 the
metropolitan authority has introduced a host of
measures including traffic calming, dedicated
cycle lanes, secure parking and a bike hire
scheme, as well a pioneering right of way for
cyclists at red lights.
The city’s vice president Jacques Garreau
says that strong political support has ensured a
coherent cycling strategy. Achieving this has
involved close co-operation between different
departments at the authority to make sure that
cycling is considered in new housing
developments.
Cycle journeys rising
A greater emphasis on cycling is paying off for
all citizens, not just those that ride bikes,
believes Garreau, a member of the ruling
Socialist Party in Nantes.
“Before 2009 there were 61 accidents
involving cyclists, with two killed and 25
serious injuries,” he says. “The improvements
have made the roads safer; by 2013 accidents
involving cyclists had fallen to 36 and there
were no fatalities.”
In 2009 just 2% of journeys were by bicycle,
Garreau points out. “Today it is 4.5% in the
metropolitan area, and up to 5.3% in the heart
of Nantes. Conditions have become much
safer for cyclists.”
By the end of the next political term in 2020,
cycling will represent 8% of all journeys,
predicts Garreau.
Around 50km of new cycleways have been
introduced each year since 2009, Garreau
says. The city has seen a rise in cycle parking,
with 1,000 bike stands at park & ride sites and
another 1,000 at Nantes train station.
The authority has installed two cycling
corridors through the city – a north-south route
in 2013 and an east-west route in 2014. These
two-way cycling routes run down the middle of
the road and are separated from traffic by a
granite border. “We positioned the cycle tracks
in the middle of the road to demarcate them
from the tram line and bus route,” says
Garreau. “The cycle tracks are accessible to
pedestrians and cyclists. Putting bikes in the
middle of the road and raised higher than
other traffic was intended to be symbolic, to
show that cyclists had just as much right to be
there.”
Garreau says Nantes was the first city in
France to allow cyclists to turn right at red
lights, though they are still required to yield to
pedestrians and oncoming traffic. This
innovation, he adds, paved the way for national
legislation in 2013 allowing right turns at red
lights for cyclists.
“We introduced this measure even before
the law was changed in France,” says Garreau.
“But our experiment worked as it improved
safety, and, I believe, this contributed to a
change of legislation at national level in a short
period of time.”
The city’s Bicloo bike hire scheme has been
instrumental in encouraging more people to
take up cycling, believes Garreau. The scheme
was launched in partnership with outdoor
advertising company JCDecaux in 2008. There
are now 880 bikes available for hire from 103
docking stations in the city centre. “We now
have more than 10,000 annual members, and
more than 3,500 bikes are hired on average
every day. Usage has been steadily going up.”
18

getbritaincycling.net
EUROPEAN REPORT
Running the scheme costs 2,500 euros
(£1,765) per bike per year. The scheme is selffunding
– the authority used to receive income
from Decaux’s on-street advertising activities,
but this is now used to fund the bike hire
scheme.
A pioneering approach
The total cost of the city’s cycling programme
between 2009-14 came to around 40m euros
(£26m). Garreau says that the programme had
the full backing of the 24 communes in
Nantes. Communes in France represent the
lower tier of the French administrative
hierarchy, with each run by a municipal
council.
“The only opposition we faced at last year’s
local elections was from the National Front,
which suggested we should get rid of the two
major cycling routes in Nantes. They wanted
more space for cars.” But the party’s pro-car
policies attracted little public support,
according to Garreau. “There is a strong
proactive cycling lobby in Nantes, and there is
not an equivalent car lobby. There is some
pressure from motorcyclists who demand the
right to use cycling facilities, but we won’t
allow that.”
Nantes is keen to build on its reputation as a
pioneering city promoting alternatives to
motorised traffic, says Garreau. He points out
that it was the first city in France to reintroduce
a tramway in 1985, which marked
the start of a reversal of a policy to close
tramways, which began in the 1950s. Nantes’
tramway system is one of the largest and
busiest in France, says Garreau.
Over the next five years the authority plans
to further develop cyclist-friendly routes. This
will include creating cycle routes that cut
across the Nantes ring road. “This ring road
has acted as a barrier to cyclists, and we
intend to remove this barrier,” says Garreau.
“We also want to extend the north-south cycle
route as far as the university campus. Another
objective is to develop a long-term hire bike
system. This will allow bikes to be hired for a
year, and this will mainly be aimed at
companies providing their staff with a fleet of
bikes.”
Jacques Garreau
We have to make sure
there is a balance
between measures related
to infrastructure and
campaigns that promote
the benefits of cycling
Jacques Garreau
But infrastructure improvements alone will
not be enough to change travel behaviour,
insists Garreau. “We have to make sure there
is a balance between measures related to
infrastructure and campaigns that promote the
benefits of cycling.”
Inspired by Velo-Cities
Garreau says that some of the ideas for the
Nantes cycling programme were inspired by
what he witnessed on visits to other cities.
Visits to Ferrare and Padova in Italy to
assess cycle schemes helped shaped the
authority’s plans for low traffic zones and
pedestrian areas.
Garreau says a trip to the Copehagen’s Velo-
City show in 2010 resulted in a re-think on
cycle segregation. “Before that conference we
were looking at the idea of developing a shared
space for cars and bikes. But we changed our
minds after visiting Copenhagen and decided it
was a good idea to have a fully segregated
space for bikes.”
Another Velo-City, this time in Vienna in
2013, prompted Garreau and his team to instal
counting stations to monitor the number of
cyclists.
There are now 19 bike counting stations in
Greater Nantes – between 2013 and 2014 the
counters recorded a 24% increase in the
number of bikes in the centre of Nantes
A ‘velo totem’ was installed in 2013 at
Ricordeau Square, central Nantes. “The aim
was to put an exact figure on the growth of
cycling,” says Garreau. “This type of counting
installation is the first of its kind in France. In
2014 more than 400,000 bikes were recorded
by the velo-totem. It also revealed that an
average of 1,500 cyclists pass by every day.”
Perhaps not surprisingly, Nantes was host of
this year’s Velo-City held in early June. “Having
attended quite a few Velo-City events including
in Vancouver and Adelaide, we thought it
would be interesting to show what Nantes had
achieved in terms of cycling policy, especially
as it is not a capital city,” says Garreau.
“Nantes is a medium-sized city but its cycling
programme shows what can be achieved.”
Garreau concludes: “In Nantes cycling is no
longer considered a hobby, it is now part of a
lifestyle. Residents get on a bike to move
around, they go to work, drop off the children,
go shopping, just like an other type of
transport.”
Nantes Cycling Facts & Figures
• Population: 600,000
• 485km of cycle paths and lanes
• 6,500 cycle stands
• 127 sheltered bike parking spaces
• 918 spaces in the Bicycle Parking sites
• 1 bicycle counting system
• 1 ‘vélo-totem’ recording cyclists’ trips
Usage figures for cycle tracks
• 3,500 cyclists pass by Cours des 50
Otages every day, with peaks up to 4,500
in September 2014
• 1,500 cyclists pass by Ricordeau square
every day
Bike hire
The percentage of journeys by bike in
central Nantes has increased from
2% to 5.3% in the past five years
• Bicloo self-hire scheme:
• 880 bicycles
• 103 docking stations
• 10,622 members (September 2014)
• 4,020 bikes hired every week day on
average in 2014
• NGE: 275 bicycles including 120 e-bikes
• Effia: 50 bicycles including 20 e-bikes
• Velocampus (bicycle hire for students)
300 bikes for hire
19

If we want Dutch levels of cycling,
we need to provide Dutch levels of
cycle parking, says Peter Siemensma
of Royal HaskoningDHV
Taking a
(bike)
stand
Peter Siemensma
As a ‘Dutchie’ living and cycling in
London, I have experienced that cycle
storage remains a big challenge.
Where to store my bike? I asked this
question to many estate agents when I moved
to London last year. Just a few of the many
apartments I viewed had space for one bike,
and although some newly-built apartments did
have a bike shed very few could be said to
provide a truly convenient place to store my
bike. One of the worst examples was a
communal shed located in the cellar of the
apartment building, only accessible via five
doors and a lift! While it met the cycle parking
standards it was far from accessible. I
experienced the same problem at destinations
in the city – Leicester Square, a great place to
visit, but hardly any places to store bikes.
What would happen if Londoners started to
cycle as much as the Dutch do, which is the
mayor Boris Johnson’s ambition as described
in his Vision for Cycling? Do the new London
Plan cycle parking standards meet future
demand, or are we building in the need for
future cycle shed enlargements?
Dutch parking standards
We all know the examples of cycling cities
such as Amsterdam and Groningen, with 25%
and 37% of all trips made by bike. Rotterdam,
however, ‘only’ has a 13% cycling mode split.
These examples show a large variety, but the
Dutch average is 26%. Dutch cycle parking
standards are the same for dwellings
everywhere in the country but do vary between
cities for other purposes.
In inner London the modal split for cycling
commutershas recently risen to 8.3% (London
Travel Demand Survey, 2011). So, inner
London is getting close to Rotterdam’s current
average cycling modal split, and London’s
current trends indicate that cycling will
increase in the future.
The first Dutch regulations for new buildings
were combined in a policy called ‘Bouwbesluit’
(Building Decree) in 1992, which legally
defines planning and building requirements.
This policy document covered technical
requirements for all buildings in the country,
and replaced local area-specific requirements.
Whilst London, and most
other UK cities (apart from
Cambridge), do not meet the
Dutch cycling mode split
yet, the opportunity to cater
for future levels of cycling
should be considered in
new developments
Peter Siemensma
A bike shed became a requirement for every
new house or apartment for all new buildings
built after 1992. The list of requirements was
quite detailed: a bike shed must be lockable,
protected from the elements and easily
accessible from the streets. A four square
metre bike shed is usually sufficient to store
each family member’s bike.
Planning ahead
Many new bike sheds have been built since
1992, and this was a successful policy. In
2003, however, the Dutch Parliament decided
to remove the requirement. Companies and
developers were able to decide themselves
what was required.
The politicians assumed every future
resident would ask for a cycle parking space,
so legal requirements would no longer be
needed. In practice, this was not the case.
Many developers built houses and apartments
without bike sheds to reduce costs, and people
complained about the lack of bike sheds.
As a result the policy requirement to provide
bike sheds was reintroduced, and the four
square metre bike shed is again a requirement
for every new house. The only change is that
student flats or small apartments are allowed to
have a communal bike shed for multiple
residents, as long as every dwelling has at least
one square metre of space in the communal
bike shed, excluding the access aisle.
The Dutch Building Decree covers the
requirements for houses and apartments, but
does not cover cycle storage at schools, offices
etc. For non-residential developments the
Dutch infrastructure institution CROW
produced guidelines for cycle parking, which
are followed by most of the local authorities.
The requirements vary based on location: an
office in the middle of a historical city requires
more bike racks than at the urban edge, close
to the motorway. Cycling cities such as
Groningen and Amsterdam do require higher
standards than cities in the hilly area in the
southern part of the Netherlands.
Whilst London, and most other UK cities
(apart from Cambridge), do not meet the
Dutch cycling mode split yet, the opportunity to
cater for future levels of cycling should be
considered in new developments.
If UK cities really want to strive for Dutch
cycling numbers we should not only work on
cycling infrastructure, but reconsider our cycle
parking standards too. Houses, offices and
schools are built for a very long time and
increasing cycle parking provision in the future
will cost money.
Even if the bike racks are not used
immediately, we should at least provide space
for easy future adaptation, as the London Plan
does with the provision of electric vehicle
charging points.
Peter Siemensma is a transport planner who
has worked for consultant Royal HaskoningDHV
since 2007, initially in the Netherlands and,
since last year, in London
20

getbritaincycling.net
CAMPUS PARKING
Campus hub
makes the grade
A secure bike hub at University College London
has proved a hit with both students and staff
University College London (UCL) has
stepped up efforts to get more
students and staff travelling by bike
with the opening of its first secure
hub on campus. In February the university
opened the free-to-use hub at Foster Court on
the main campus. The hub, which provides
space for 50 bikes, was installed by Cyclehoop,
a firm of designers and architects that
specialises in cycle infrastructure.
Since its opening, the hub is now often full
to capacity, says UCL’s sustainability manager
Joanna Marshall-Cook.“The hub has been very
well used from the outset - it’s always full, often
exceeding capacity. In fact, it’s so well used
that we will need to install another one!”
Customised design
The security aspects of the hub have been one
of the main reasons for its appeal, says
Marshall-Cook. It is fenced off and has a
security gate, so can only be accessed by staff
and students, and the site is covered by CCTV,
with a security guard in close proximity.
“The hub has solved the major problem of
not having on-site cycle parking. CCTV
coverage and the presence of a security guard
makes it very safe. Therefore, people are more
willing to cycle, as they don’t have to leave
their bike far away with the higher possibility of
it getting stolen.”
Other popular features include a bike pump
and cycle repair stand.
Bikes are protected from the elements by an
overhanging cover. “We had an architectural
challenge; just inches below the surface there
is an intricate network of pipes and wires,”
explains Marshall-Cook. “Therefore, we could
not dig down to insert pillar structures to hold
up the canopy. So, it’s a special design – very
light and fixed to the outside walls.”
This year UCL has installed more than 100
additional bike racks in a number of locations
across the campus, says Marshall-Cook. “We’ll
be putting more in as part of our refurbishment
projects over the next five years.”
Pushing up modal share
Having high quality bike parking facilities will
help boost numbers cycling to the campus,
believes Marshall-Cook. “I think we should be
aiming for 20% cycling modal share.
Adequate cycle parking will play a part in this,
but so will improved cycle routes into campus.
We are currently working with Camden Council
to enhance provision.
“Cycling is a quick, low cost and low impact
way to get around London and we’re making
real progress to make UCL a cycling
university. We know we’ve still got some way
to go, but with new parking spaces and
improved facilities we hope that more and
more staff and students will consider cycling
to and from UCL.”
To help achieve this aim, the university has
been supporting bike-related campaigns. UCL
has hosted several pop-up cycling cafés,
which give staff and students the opportunity
to get their bikes maintained for free, get cycle
safety advice and test-ride a selection of bikes.
The university has also been working with
Transport for London and cycle training
provider Cycle Confident to run a series of
guided cycle rides around London. “These
rides are a fun way to see the sights, discover
new routes and learn how to cycle more safely
with guidance from really experienced
instructors,” says Marshall-Cook.
Another cycling initiative is the student-run
Bike Logic, which provides free bike
maintenance. Any abandoned bikes found by
UCL Security are collected by the group and
fixed and sold on, “reducing waste and the
cost of buying a new bike for students”.
Old Boy does good
UCL’s connections with Cyclehoop date back
many years, as the company’s founder
Anthony Lau studied at The Bartlett School of
Architecture when he first designed the
original Cyclehoop.
Lau states: “It was nice to be able to give
something back my old university using the
skills I learnt at architecture school. We came
up with a modern and lightweight canopy that
fits in well with the traditional settings of
Foster Court.
“Made in the UK, the canopy was
engineered to be fixed to the surrounding
walls, avoiding the need for traditional
columns and foundations, which would not
have been possible due to the many
underground pipes in the courtyard. It was a
pleasure working with UCL to come up with
this solution.”
Lau says that campus hubs should offer
safe and secure parking. The hubs should be
covered to protect bikes and contain “an
element of greenery, creating more inner-city
green spaces and improving the university
environment”.
“Hubs should also blend seamlessly into
university landscape and not be exceptionally
expensive, as educational budgets are
limited,” Lau believes.
21

New directions in
design guidance
Cycle route design has undergone a period of rapid innovation, and authorities are
starting to put the new solutions into practice, report Adrian Lord and Phil Jones
You wait ages for a design manual and
then several come at once! 2014 saw
the publication of guidance to support
the Active Travel Wales Act, the
Sustrans Handbook for Cycle Friendly Design
and cycle planning’s very own War and Peace,
the revised and greatly expanded London
Cycling Design Standards (LCDS), with over
300 pages of detailed advice.
Although the Department for Transport’s
guidance in the form of LTN 2/08 ‘Cycling
Infrastructure Design’ remains in force, DfT
has recognised that it has been overtaken in
many areas and has endorsed both LCDS and
the Active Travel Guidance for use by all local
authorities in England.
Campaign groups have in the past been
disappointed that design guidance documents
have failed to deliver innovation or the
‘continental style’ infrastructure to which they
aspire. But guidance published by national
government must be compliant with UK law
and tends to reflect established practice, which
inevitably leads to familiar solutions.
The biggest changes are in four key areas:
context; network analysis; junction analysis;
and level of service.
Degree of separation
(between cyclist and motorised vehicles)
A. Full separation on links
(eg. cycle track, segregated lane)
B. Dedicated on-carriageway lanes
(eg. mandatory or light segregated lanes)
C. Shares on-carriageway lanes
(eg. advisory lanes, bus/cycle lanes)
D. Integration with other vehicles
Arterial road
LCDS – Appropriate cycle provision based on street context type
Context
The biggest change, for cycling design and for
urban street design as a whole, is greater
emphasis on context. While it is still the case
that the speed limit and volume of traffic on a
road help to indicate appropriate
infrastructure, this is not the only factor. For
example, a dual carriageway with a 20mph
speed limit that is theoretically fine for oncarriageway
cycling would still present
problems for cyclists at multi-lane junctions –
while it may be relatively safe, the scale of the
road would feel intimidating to many would-be
cyclists.
Low place
function
Connector
Delivering a feeling of
subjective safety is
essential if walking and
cycling are to be
encouraged. How this is
delivered is very much
related to the context
Local street
Medium place
function
High road
High street
Town square
City hub
High place
function
City street
City place
Delivering a feeling of subjective safety is
essential if walking and cycling are to be
encouraged. How this is delivered is very
much related to the context, with some ‘link’
sections requiring a greater emphasis on
separation of modes travelling at different
speeds, while ‘places’ have greater emphasis
on reducing the speed differential. This is an
oversimplification, however, because many
local centres such as Shepherds Bush in west
London not only have a primary function as a
place but are also on strategic transport
corridors carrying through-traffic.
LCDS places a major emphasis on choosing
design solutions that fit their context.
Transport for London is now using ‘Link and
Place’ methodology as a basis for many of its
policies, with nine street types that reflect a
range in both factors. For example, an ‘Arterial
road’ has a low place function and a high
movement function whereas a ‘City place’ like
Covent Garden has the reverse.
LCDS no longer determines cycling
infrastructure requirements from the speed
and volume of motor traffic, but rather gives
options based on which of the nine street
types the route passes through.
Network planning
Many cycle facilities in the UK have been
provided on an ad-hoc basis, as small amounts
of funding become available or on the back of
new development. The result is that facilities
for cycling are often disconnected and
piecemeal. All of the latest documents place a
much greater emphasis on planning
comprehensive networks. In Wales, this is a
requirement of the Active Travel Act, which all
local authorities have to fulfil.
The Active Travel Guidance gives a step-bystep
process by which authorities should plan
a network, taking into account the main origins
and destinations within an urban area and
identifying the most direct deliverable route
that connects those places. This is basic
transport planning. But something that has
rarely been done for cycling in the UK.
One issue facing all local authorities is that
many cycle trips are essentially local and short
22

getbritaincycling.net
DESIGN
LARGE
BUSINESS
AREA
LARGE MARKET
trips and the cycle route network, therefore,
needs to be very dense. However, most local
streets do not, and should not, require special
cycle facilities since they carry only low
volumes and speeds of traffic. Analysis of the
local network of streets and off-road routes for
cyclists can help to flag up the specific
junctions and links that require most attention,
SMALL
RESIDENTIAL
AREA
LARGE
RESIDENTIAL
AREA
Wales Active Travel Guidelines – cycle routes need to connect key origins and destinations
SMALL
BUSINESS
AREA
and where crossings or other key interventions
should be made to connect lightly-trafficked
areas and create a wide network of routes.
Level of service
The concept of level of service has been
introduced to the cycling guidance to help
designers choose between route options and to
assess the quality of designs. This approach
breaks down each of the basic attributes of
good cycling infrastructure taken from Dutch
practice (safe, coherent, direct, comfortable,
attractive) into component parts to analyse how
well a design functions for cyclists. This results
in a numerical ‘Level of Service’ score, which is
used in the Wales Guidance to assess whether
a route is suitable for inclusion on the
published Active Travel network maps.
Junction design
Busy junctions can be hostile places for
cycling, so improving both subjective and
actual safety is crucial if more people are to get
in the saddle. New techniques are emerging
that give greater separation for cycle traffic, in
some cases backed by important changes to
traffic regulations, and which feature in the
new guidance documents. This separation may
be physical, with separate cycle tracks through
junctions, or temporal using priority markings
or dedicated signals. Examples include twostage
right turns where cyclists wait on the left
for the end of one stage, completing their
manoeuvre during the next stage.
This is a period of great innovation in
designing for cycling in the UK. The new
guidance has recently emerged reflects new
thinking. This will not be the end of the story;
as authorities test out these new solutions
more will be learned that will have to be
reflected in revised guidance – watch this
space!
Phil Jones is managing director and Adrian Lord
is associate director at transport planning
consultants Phil Jones Associates
23

CYCLE CITY FUNDING
Funding paves the way for ambitious plans
Cycle City Ambition Grants of nearly £200m have been awarded to eight
cities or regions by the Department for Transport in the past two years.
The initial awards, which came to £77m, were were made in August
2013, with another £114 announced in March 2015. The investments
will fund a host of projects over the next three years.
The DfT says the funding means that total investment in cycling in the
eight cities now comes to more than £10 per head per year, as
recommended by the All Party Parliamentary Cycling Group’s 2013
report.
The map (right) shows how much each region has received as well as
additional money from Local Sustainable Transport Funds for 2015-16,
some of which is being used for cycling projects.
DfT funding also went to four National Parks – Peak District, Dartmoor,
South Downs and New Forest – which received a total of £17m for
cycling projects. However, in New Forest’s case, £2m of the £5.7m it was
due to receive was withheld by the DfT after the collapse of plans for a
bike hire scheme.
The charity Sustrans is working with the grant winners to establish
appropriate data collection methods to measure cycling levels.
Separate spending plans for cycling projects are in place for London
and the rest of the UK. In April 2015 the Scottish Government
announced £10m from its Future Transport Fund for cycling and walking
infrastructure. This takes the total budget for active travel in 2015-16 to
nearly £36m, says the Scottish Government.
The Welsh Government, meanwhile, has set aside £8.61m in 2015-16
on cycling projects, although some of this funding will incorporate
walking schemes.
In Northern Ireland the Department for Regional Development (DRD)
spent over £6m on measures to improve cycling and walking in 2014-15,
of which almost £3.5m was dedicated to cycling measures. For 2015-16,
the DRD has set aside £2m for cycling and walking.
CCA Funding £16m
2015-16 LSTF £6m
Key Themes
CCA Funding £42m
CCA Funding £40m
Transport for Greater Manchester
2015-16 LSTF DfT + Local Funding = £18m
Key Themes
Newcastle City Council
City centre routes to provide permeability and continuity; links to
central railway station and to colleges; Coast Road route and other
radial/trunk routes; community cycling – local engagement and
interventions, e.g. traffic calming
Cycleways along 14 trunk routes; ‘Better by Cycle’ programme at
21 schools and colleges’; cycle-friendly district centres; cycle-andride
public transport interchanges; cycle parking
West Yorkshire ITA/PTE; City of York
2015-16 LSTF DfT + Local Funding = £7m
CCA Funding £39m
Birmingham City Council
2015-16 LSTF DfT + Local Funding = £22m
Key Themes
Leeds-Bradford/Shipley trunk routes; East Leeds route; Leeds city
centre package; Bradford-Forster Square Rail Station link and
towpath; Kirklees-Huddersfield town centre radial routes; Wakefield
city centre package and two-path route; York – wheelchairaccessible
Scarborough Bridge; 20mph zones; cycle parking
Key Themes
Routes into city centre; quiet routes, links into main cycle routes,
and 20mph zones; canalside routes; routes in parks and open
space; secure parking; bike loan and hire
Norwich City Council
CCA Funding £4m
2015-16 LSTF £2m
Key Themes
Oxfordshire County Council
Thames towpath improvements; west route improvement; new
bridge; improved cycling network/facilities at Science Vale; scheme
focused at people not in employment, education or training
CCA Funding £12m
2015-16 LSTF None
Key Themes
Pink Pedalway cross-city route; city centre 20mph
zone; neighbourhoods speed management;
wayfinding, street furniture and TRO
rationalisation
CCA Funding £27m
2015-16 LSTF £10m
Key Themes
Bath & North East Somerset, Bristol, North Somerset
and South Gloucestershire Councils
Cycle network consolidation, permeability and expansion;
segregated routes and road space reallocation; enhanced public
realm; cycling promotion and training
CCA Funding £10m
Cambridgeshire County Council
2015-16 LSTF DfT + Local Funding = £21m
Key Themes
Six core corridors; segregation; 20mph zones;
lighting; Chesterton-Abbey bridge; two-way
cycling in one way streets; links to and parking at
railway stations
24
Information as available June 2015. Landor LINKS Ltd have compiled this list in good faith from published sources and are not liable e for errors or omissions. Further details on new schemes or updating on existing will be welcomed and can be sent to ed.pr@landor.co.uk
25

Closing the gender gap
Panel (l-r): Janet Atherton, Isla Roundtree, Jill Puttnam, Kersten England, Ginny Leonard
and Bernadette Cullen listen to a presentation from fellow panellist Michelle Arthurs
The inaugural Women & Cycling event
discussed the steps needed to get more female
riders on the UK’s roads, writes Rory McMullan
Chris Garrison
Having become accustomed to
transport conferences where 80% of
delegates are male, this event was
refreshingly different, but even as a
man, many of the concerns discussed at
‘Women & Cycling 2015’ are ones that I share.
This inaugural event, hosted by City of York
Council and organised by Landor LINKS, was
held at York Racecourse on 30 April.
Pushing up modal share
The event chair, Kersten England, chief
executive of City of York Council, opened the
conference with a passionate presentation
about the lessons that York has learned in
achieving relatively high rates of cycling as a
modal share (almost 10%), with a relatively
high percentage of these trips made by
women.
There is a similar correlation between high
modal share for cycling and high rates of trips
made by women in Cambridge, Germany and
Holland.
However, Dr Rachel Aldred, senior lecturer
in transport at the University of Westminster,
showed in her presentation ‘Why Women Don’t
Cycle’ that simply increasing the modal share
for cycling would not automatically see a
levelling up. She says that while Britain has
attracted new cyclists the gender imbalance
has remained the same. The problems lie
deeper; women make different types of trips,
often with children where protection is a big
consideration issue. Safer infrastructure is the
key, although cultural issues also play a role,
said Dr Aldred.
Meanwhile, Sport England’s Judith
Rasmussen described how the ‘This Girl Can’
campaign is getting women active for health
and Jill Putnam from British Cycling explained
how the ‘Breeze’ initiative is doing just that,
getting women cycling for fun and leisure.
Female-friendly shops
How are Britain’s retailers doing at attracting
women to shop for bikes? Pretty poorly,
suggested Chris Garrison, UK media manager
at Trek Bicycle Corporation, in her presentation
entitled ‘I’ll stay out here while you go in, or,
How cycling can harness the women’s market’.
When half the products marketed to men
are actually purchased by women and the
women’s segment is the fastest growing in the
bike market, retailers must focus on creating
positive environments for women if they are to
survive the competition from the internet, said
Garrison. The layout and style of clothing
stores like Gap provide a model for bike stores
to follow.
One of the objectives of the event was to
share information through networking, and the
discussion table sessions were held on a range
of topics including ‘Bicycle Ambassadors’,
‘Designing routes for everyone’, ‘Cycling &
Teenage Girls’, ‘The Bike Business – the role
women could play’, ‘Bike Belles’, ‘marketing’ ,
‘Infrastructure and urban design’, ‘The public
health message’ and ‘Cities fit for children’.
Culture change
These sessions were followed by the closing
panel discussion which set out to form a
strategy. One of the key messages that came
from the day and the concluding audience
discussion was that we are talking about issues
that also affect men and families. Women are,
in some ways, better placed to ask for the
infrastructure and facilities that would make
cycling more comfortable and safer for all. How
do we encourage women to ask for it?
Each of the concluding panellists offered
their insights. Janet Atherton, president of the
Association of Directors of Public Health,
explained how joining women-only races
helped give her confidence to cycle, but she
had quickly gone from just taking up cycling to
being described as a ‘cyclist’. She said a
culture change is required.
Isla Roundtree, CEO of Isla Bikes, agreed
that a culture change is needed when even a
women-led bicycle company like hers struggles
to get one female applicant for well-paid senior
positions. She offered one of the most practical
solutions of the day; asking that if any of the
audience or subsequent female readers of Get
Britain Cycling would like to work at her
company, they should get in touch. This offer
of work for female applicants was repeated by
the CEO of local bike shop Cycle Heaven who
was in the audience.
Kersten England concluded the day’s
proceedings by saying that while she didn’t
know or want to dictate what form the
movement might take, she asked for
volunteers to be ‘ambassadors’ for getting
women cycling and get involved.
We have had 23 offers of support so far,
three of which were from men.
Rory McMullan is bicycle ambassador at
Landor LINKS
To join the women & cycling movement, or if
you would like to apply for a job at Isla Bikes
or Cycle Heaven, please email:
dami@landor.co.uk
26

getbritaincycling.net
HIGHWAYS
Get your kicks
on 606 routes
England’s trunk roads will no longer be
off-limits to cyclists with the rolling out of
segregated cycle routes
Work has started on new cycle routes across England’s
strategic road network, with more than 600 to be
implemented over the next five years. Highways England will
spend £100m on the improvements, with 14 schemes so far
completed or under construction.
Projects already completed include the A52 south of Derby and the
A63 in Hull. Highways England currently has more than 40 schemes in
design and development, which are due to be completed during
2015/16.
This includes the provision of dedicated cycling lane facilities,
improved crossing points and cycling safety measures.
Re-imagining verges
Highways England’s cycling lead Matthew Sweeting says almost all of
the routes will be segregated due to high traffic flows and speeds of
above 30mph on most trunk roads.
Segregated tracks will mostly be carved out of verges and parallel
routes, rather than through re-allocation of road space.
“We might have to buy a bit more land next to roads to allow this to
happen,” says Sweeting. Highways England will assess different types
of segregation including concrete kerbs, bollards and green barriers.
The location of the 606 sites was based on extensive stakeholder
discussions and data revealing which routes cyclists perceived to be
unsafe, says Sweeting.
A survey carried out by The Times newspaper showed which routes
cyclists wanted improving, says Sweeting. “In the past we’ve targeted
schemes based on accident statistics, which only record cyclists killed
or seriously injured. This is still the right thing to do, but The Times
survey is a really important dataset because it also shows us where
there are perceived safety issues that discourage cycling.”
Highways England also analysed data from British Cycling and the
charities Sustrans and CTC. “As part of the feasibility studies we also
talked to regional stakeholders,” Sweeting explains. Liaison at local
level has been made easier, he says, because most local authorities
now have a cycling officer.
Bold designs wanted
Highways England is also working closely with cycling infrastructure
designers. “We want designers to be more ambitious. We have to
deliver schemes that are good quality and that make a difference.” He
says that designers should seek inspiration from landmark projects
around the world such as Copenhagen’s Cycle Snake Bridge, which
opened last year.
The elevated two-way cycle lane crosses the city’s harbour
connecting the highway and the harbour bridge. “I see no reason why
we can’t have that sort of structure here,” says Sweeting.
Designers are also being encouraged to understand the cyclists’
perspective. “We want them to ride the routes they are designing for so
they can experience how exposed it can feel when you are near a live
traffic lane.”
Later this year Highways England will for the first time publish
cycling design standards, which will be included in the Design Manual
for Roads and Bridges.
The interim advice notes will be based on feedback from cycling
industry experts and other stakeholder groups, says Sweeting.
“Designers will be required to follow these standards.”
Sweeting believes that the new routes will boost the number of
people cycling on the strategic road network. He says: “Highways
England is fully committed to playing a leading role in growing cycling
as a form of transport in support of the Department of Transport’s
Cycling Delivery Plan.”
I see no reason why we can’t have something
like Copenhagen’s Cycle Snake Bridge
structure here
Matthew Sweeting
The A5111-A52 cycleway
scheme at Raynesway
near Derby before and
after the improvements
27

A cyclist counting
display in Hackney:
telling a positive
story of cycle usage
Good monitoring
makes good sense
In the face of tightening
budgets, the case for
comprehensive and
accurate cycle usage data
is more compelling than
ever, writes Will Ainslie
Money is already tight, further cuts
are on the horizon and the DfT’s
emphasis on the monitoring and
evaluation of sustainable transport
schemes appears to have lessened in recent
years. Yet many councils continue to see the
value of operating comprehensive cycle
monitoring schemes and invest in new and
upgraded automated systems. Why?
Turning the question of the current financial
climate on its head, the very scarcity of
resources makes monitoring and evaluation
even more important. Possessing
comprehensive and accurate data enables
limited investment to be properly targeted.
This is a view shared by Andy Salkeld,
cycling co-ordinator at Leicester City Council.
“Reliable data tells a story and builds a picture
of usage. For example, in Leicester, the
effective monitoring of a busy commuter route
is helping councillors and the local users’
group assess need and make a case for
investment.”
The installation of a comprehensive, areawide
network of counters also allows an
authority to build a picture of cycling levels
across a whole city or county.
Trend spotting
This is an approach taken by Nottinghamshire
County Council, where over 40 counting sites
have been installed across the county since
2009. Andrei Crudgington, transport planning
officer at Nottinghamshire, explains: “We’ve
installed counting sites in a variety of
locations – urban, rural, segregated paths,
28

getbritaincycling.net
MONITORING
The latest online software offers instant analysis, including the ability to overlay weather data
A cyclist count ‘totem’ in Cambridge
mixed traffic routes – as part of an area-wide
approach that enables us to monitor trends
locally but also across the county as a whole.
The data we obtain plays an important role in
enabling us to benchmark our progress in
relation to wider modal shift targets.”
Nottinghamshire found that substantial
savings could be made through the installation
of automated counters. But it wasn’t just about
savings, says Crudgington. “Because we are
obtaining data for every hour and every day of
the year, we are able to identify trends and
make comparisons with far greater accuracy.
We can measure the impact of particular
events or interventions, leading to a greater
understanding of cyclists’ behaviour.”
Is the site right?
Of course, investing in the right monitoring kit
is only part of the story. Ensuring that
monitoring is taking place prior to the
implementation of new interventions is
essential so baseline figures are available,
though the stop/start nature of funding doesn’t
always encourage this approach.
Choosing the right location for monitoring
sites is also vital if the potential of the
equipment is to be optimised. This isn’t always
done, according to consultant Mark Strong of
Transport Initiatives and author of Cycling
England’s monitoring design guidance.
“Putting kit in the wrong place is all too
prevalent,” says Strong. “It’s amazing how little
thought is sometimes applied to situating these
important assets.”
According to Strong there are three phases
to deciding on the location of counters:
• The ‘macro’ level that involves deciding on
how many counters are required to provide
the appropriate breadth of data for a
particular area.
• The ‘midi’ level – this focuses on choosing
each individual location in relation to the
routes and cycling environments present in
the area, the emphasis being on places
Because we are obtaining
data for every hour and
every day of the year, we
are able to identify trends
and make comparisons
with far greater accuracy.
We can measure the
impact of particular events
or interventions, leading to
a greater understanding of
cyclists’ behaviour
Andrei Crudgington,
transport planning officer,
Nottingham County Council
where cyclists are channeled together so the
highest percentage of them can be captured
accurately.
• The ‘micro’ level – this relates to choosing
the precise spot where the monitoring
equipment is to be installed in an effort to
avoid telemetry ‘dead zones’ or interference
from other nearby infrastructure. It also
means placing sensors in such a way that all
users of a route are captured as they pass.
Making data public
For all the reasons above, monitoring remains
an important tool in planning and delivering
improved cycling provision. And in recent
years data acquisition has been put to new
uses with the advent of on-street counting
displays and public web pages that make data
more accessible to the public.
This approach is taking off in North America
and Europe where, according to Eco Counter’s
Jean-Francois Rheault, there are now almost
100 on-street displays and many hundreds of
public web pages in operation using the
company’s equipment and software. As well as
providing the usual count data, these are
valuable promotional tools in the campaign to
raise the profile of cycling as an important
investment priority.
But just as it’s important to site your
counters well to obtain high quality data,
selecting where to install a public display
needs to be carefully considered. “There’s
nothing to fear in this approach,” says Mark
Strong, “but it needs to be understood that this
is as much about PR as data, so you need to
be confident about the positive cycling story
you’re telling.”
Will Ainslie is business development manager
at Traffic Technology Ltd. Previous roles
include working with Local Transport Today,
Landor LINKS, Challenge for Change and most
recently as LSTF project manager for the Isle of
Wight Council
It was wet… but he got counted!
Will Ainslie arrives at work
29

We believe that life is better when you feel happier,
healthier, energised and connected to the world
around you. Riding a bike has so many
benefits to us individually, to our
communities and our world
We know how
good it feels to ride on two
wheels and we want people everywhere
sharing and experiencing this too
Love to Ride makes it easy and
fun for us to encourage our
friends, co-workers and
communities to ride
June - The National Cycle Challenge
September - National Bike to Work Week
More at www.lovetoride.org Get in touch together@lovetoride.org

getbritaincycling.net
CYCLE-RAIL PARKING
Passengers using Brighton
rail station can use their
Southern Rail smartcards
to gain free access to a
multi-purpose cycle hub
The 500-space cycle hub at Brighton has
a cycle repair and maintenance workshop
as well as a gym, showers and toilets
Storage and sanctuary
The growing pressure on bike parking
facilities at Brighton railway station has
been eased with the opening of a new
cycle hub. But though the hub’s
fundamental purpose is undeniably to allow
bikes to be securely parked it’s actually more
than that, giving sanctuary to cycling
commuters, offering rest, repair, sustenance
and a quiet space.
A two-tier stacking system, with space for
500 bikes, is on the hub’s ground floor, which
users can access free of charge by using The
Key, Southern Rail’s smartcard.
On the hub’s ground floor there’s a cycle
repair and maintenance workshop. Upstairs
there is a gym with spinning bikes, along with
showers, changing rooms and accessible
toilets. Office space can also be rented on a
short-term basis. The facility is available for all
residents and visitors and not just rail
passengers.
All-in-one smartcard
The £1.5m hub is situated at the northern exit
of the station. Funding came from the DfT
(£650,000), Southern Rail (£450,000),
Network Rail (£300,000) and Brighton & Hove
City Council (£100,000 through transport
funding). The site is managed and maintained
by Southern Rail.
Cyclepods designed and installed both the
access control system and the cycle parking
using their EasyLift+ Two Tier system. Chris
Tsielepi, sales manager at Cyclepods, says: “It
was important for us that Southern customers
should be able to use an existing card for
access and not need a new, hub-specific card.
Cyclists use their existing Key card and new
customers just need to register for one.”
The smartcard access system is designed to
deter opportunist thieves, with further security
provided by full CCTV coverage.
Southern says the new hub has resulted in
more passengers cycling to the station. The
existing 320 cycle racks at the station are often
full, so the hub is meeting surplus demand,
says the operator.
Tsielepi explains: “This is a very specialist
hub – the building and materials used were
highly specified. Working with Southern on the
Brighton project gave Cyclepods invaluable
insight and access to planners and
stakeholders.
“We realised that, although there will be
projects like Brighton with very large budgets
from time to time, they will not be the norm.
So, we took those experiences into our hub
designs, which are capable of offering great
facilities at a low cost.”
Cyclepods has also installed hubs of its own
design for Southern at Lewes and Horsham
stations, both of which are due to open in
June. Other Southern stations due to get hubs
are Porstlade, Hove, Dorking and Newhaven.
“Brighton benefitted from a very large
budget and many of the costs are not
specifically related to the cycle parking
element,” says Tsielepi. “Our hubs at Lewes
and Horsham, and our hub at Heathrow
Airport, were a fraction of the Brighton costs.”
An off-the-shelf concept
All Cyclepods hubs are based on a modular
concept developed by James Steward, the
company’s founder. The hub is essentially a
steel structure with the walls made of glass,
polycarbonate or steel depending on the
client’s requirements and the location.
The modular design means the system is
“flexible enough to give you a bespoke product
at an off-the-shelf price”, says Tsielepi. “Unlike
car parking, it is very difficult to profit from
cycle parking, so while the hubs need to be
first-class facilities, we need to ensure they
don’t become liabilities.”
Cycle parking facilities are very site-specific,
says Tsielepi. “The secret to a trouble-free
project is to get the groundworks right and
level. Cyclepods offers a groundwork option to
any scheme. Whatever the size or shape of the
hub, the fixings are the same making erection
straightforward for our installers and, by
specifying stock items, prices are kept low.”
He adds: “Stations have very limited unused
space and it’s usually because it’s a weird
shape! Our configurable design and simple
construction process means we can have hubs
which are square, rectangular, elongated or
even two storey.”
White elephants
“We have a duty to be ambitious and to deliver
a quality product that will show, as a society
and industry, that we are serious about the
future of cycling in the UK,” Tsielepi maintains.
“That’s why cost without compromise was
critical to our design and planning process. In
the past, traditional, one-off strategies have
been deployed using architects and large
construction philosophies. Too often, those
hubs are under-used and are seen as ‘white
elephants’.”
Cyclepods makes sure all its hubs
incorporate specialist access control, LED
lighting and CCTV systems. “Using the latest
technology drives down cost and is specifically
designed with cycling and cyclists in mind.
These facilities make access quicker and
easier, increase the feeling of security and
lower the cost to all.”
31

FalcoPathfinder
Solar-Powered LED
Cycle Path Light
Telephone: 01538 380080
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Email: sales@falco.co.uk
Website: www.falco.co.uk
Product videos
available at
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‘Queens Park,
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‘Ridding Lane, London
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Purposely designed for commercial cycle paths.
Can be placed further apart - up to 50% cheaper per km.
Ideal for bidirectional and single directional lighting.
Available in white, yellow, green, blue and red.
Up to 4,000 hours of operation after a single charge.
Resistant to snow ploughs, lorries and street cleaning
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Completely wireless without the need for cables, wires or
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Integral design to eliminate ambient light so that bats and
other sonar using animals are not affected.

getbritaincycling.net
CYCLE-RAIL PARKING
FalcoLevel-Premium
cycle racks for
160 Bikes
Hull’s hub of distinction
The 160-space new cycle hub at Hull Paragon interchange offers cycle-rail users
a host of services including cycle repair, bike hire and electric bike charging,
writes Falco’s Mark Wain
On opening in 1848, the Hull Paragon station and the adjoining
hotel were described as follies, with the scale of the Italian
Renaissance style buildings considered excessive. But these
grand old structures, designed by architect G.T. Andrews, now
have listed Grade II building status, and rightly so.
For this reason, the team at cycle parking specialist Falco had to
proceed with great care when installing a new cycle hub at the station.
To protect the original NER [North Eastern Railway] mosaic flooring, we
placed rubber matting underneath all two-tier cycle racks to prevent any
damage to the historic surface. During installation we also made sure
that the FalcoFix repair stand had a free standing base plate, sturdy
enough to support cycles without being bolted to the floor. Additionally,
the new LED lighting was mounted over the old booking office so as not
to damage the original wood façade.
TransPennine bike stop
Hull Paragon Interchange station is the latest cycle hub to be designed,
manufactured and installed by Falco. Although it has not yet had its
‘official’ opening the hub has been fully operational for a month and has
already proved popular with cycle-rail users.
The hub provides the First TransPennine Express (FTPE) station with
a fully equipped facility that gives cycle-rail users everything they might
need as part of their daily commute.
With smart card access and a fully manned daytime service, the cycle
hub is a secure facility providing peace of mind to cyclists – with cycle
parking for up to 160 bikes utilising the latest FalcoLevel Premium two
tier racks.
Other facilities include six electric cycle charging points, a fully fitted
out cycle repair shop as well as a FalcoFix cycle repair and maintenance
station. There are also 10 hire bikes and two electric hire bikes, with
potentially others to follow if the service proves as popular as early
demand suggests.
The hub has been fitted with low energy LED lighting throughout,
CCTV security and helmet locker cages.
Attention to detail
Initially, we took the architect’s drawings, imported them on to our own
system and produced a preliminary layout for the client to appraise.
Following site visits, further revisions took place and a design for the hub
was developed.
Falco took some existing workshops, removed the partitions and
created two work spaces for a reception and a workshop area. The
workshop was fully fitted out to enable the engineers to undertake
repairs and the servicing of bikes.
Additionally, six charging points were fitted to meet the burgeoning
trend for electric bikes – along with electric hire bikes to provide
commuters to the city with an option to tackle the North Sea winds!
A FalcoFix repair station, along with some helmet lockers, provide
users with additional cycling facilities and offer them with a cycle repair
station for their own use.
The cycle hub, managed by Bill Murray of Travel Extra, is located
inside the old NER ticket office area. Murray says: “Falco’s team have
been very professional in all aspects of the Hull Cycle Hub complete fit
out from start to finish. The workmanship has been first class and we
would recommend them without hesitation.”
Mark Wain is marketing manager at Falco
To register with the Hull cycle hub get in touch at:
http://hullcyclehub.co.uk/
Electric bike charging points
33

Free events organised by CTC are helping people to make their
old, unused bikes once more roadworthy, writes Ian Richardson
There’s life
in the old
bike yet
Ever wondered how many bikes are
lying unused in sheds or garages
across the country? The Big Bike
Revival, a campaign from national
cycling charity CTC, aims to bring thousands of
them back to life this summer.
From 23 May - 7 June, almost 200 cycle
centres and 80 Halfords stores held more than
1,000 free events across England where
members of the public were able to get their
bicycles repaired for free and learn how to look
after them in the future.
The Big Bike Revival is a really positive
campaign with the potential to significantly
increase the number of bicycles in active use.
A lot of people have bikes stored away which
they would like to use again but they don’t
know how to repair punctures and other basic
problems. There’s no reason to let that stop
you enjoying your bike, so we decided to offer
people the chance to get their bikes fixed and
learn how to keep them in good condition in
the long run.
The Big Bike Revival follows the success of a
smaller-scale pilot project last October, which
saw 1,300 people attend 10 events in
Liverpool, Greater Manchester and West
Yorkshire and helped restore 317 bikes.
Not only were the pilot events a lot of fun,
but they also gave hundreds of people the
skills and confidence they need to make a
change to their long-term behaviour. Some
28% of those who completed a survey at an
event last year as non-regular cyclists pledged
to ride their bike at least once a week
afterwards.
A fun day out
With expert mechanics on hand to fix common
bike issues and demonstrate simple
maintenance techniques, and many of the
events featuring cycling training sessions, led
rides and entertainment, there was plenty to
attract families looking for a way to keep the
kids occupied over the half-term holidays.
Those who attended a Big Bike Revival
event also had the chance to win prizes like
brand new bikes and accessory packs courtesy
of Raleigh. And one lucky winner received a
‘bike makeover’ for them and three friends or
family as well as a VIP tour of Raleigh’s
headquarters and annual memberships to
CTC.
So, whether it’s the chance to get a bike
fixed up for free, learn more about cycling in
your local area or even just have a fun day out,
the events have something to interest
everyone.
The Big Bike Revival campaign was officially
launched in Manchester by former EastEnders
and Love Actually star Martine McCutcheon,
who also stars in a new video encouraging the
public to take advantage of the free events
taking place near them over the next few
weeks.
Easy-to-fix faults
With millions of bikes estimated to be unused
in the UK with only small, easy-to-fix faults,
CTC is keen to work with local authorities and
organisations across all sectors to establish
The Big Bike Revival as a regular campaign
that reaches as many people as possible.
We are confident that with the support of
both existing and new partners, we will be able
to build on the early successes of The Big Bike
Revival and continue getting more bikes back
on the roads.
There is an exciting opportunity for this
initiative to achieve ongoing, long-lasting
behaviour change at both local and national
levels.
Ian Richardson is CTC’s head of development
To find details of your nearest Big Bike Revival
event, or for more information about the
campaign, visit www.bigbikerevival.org.uk
Martine McCutcheon launched The Big Bike Revival campaign in Manchester
34

getbritaincycling.net
TRAINING
The course was very
informative, especially the
experience of getting on a
bike and considering the
kind of space drivers
should be taught to give
cyclists when sharing the
road. I will be encouraging
other driving instructors to
attend this
Tom Kwok, Diamond
School of Motoring
Driving up standards
Cyclist awareness courses for driving instructors will result in motorists having a better
understanding of how to share road space with those on bikes, believes David Dansky
Drivers play an important role in minimising risk for people on
bikes, and improving how drivers and cyclists share road space
may well prove instrumental in getting more people onto two
wheels. While professional drivers of lorries and buses can get
a Certificate of Professional Competence (CPC) in cyclist awareness,
most non-cycling motorists are not aware of how to interact with cyclists.
They may not appreciate how much space a rider needs, and that
cyclists can go fast, which means overtaking is not always necessary.
Also, drivers often do not realise that cyclists are safer riding in the
middle of the lane in many circumstances. Many drivers may also
believe certain myths such as how roads are funded (Road Tax doesn’t
exist), or that cycle helmets are compulsory.
The worker cooperative, Cycle Training UK (CTUK), together with the
London Borough of Lambeth’s Road Danger Reduction Department,
developed the first CPC courses for professional drivers in 2008.
With a view to reaching many more drivers and helping them
understand cyclists, CTUK approached Lambeth council in summer
2014 with a proposal to develop and pilot a cyclist awareness course for
driving instructors. This would not only show instructors how to share
the road with cyclists but how to communicate this information to
learners via an in-car teaching module.
Lambeth council agreed to fund this training and run two pilot courses
while Hackney council agreed to fund an additional two courses, all of
which took place between November 2014 and March 2015.
CTUK was also invited to give a presentation about this course to the
London Driving Instructors Associations and some of its members
attended the pilots.
The course was developed with the help of an examiner from the
Driver and Vehicle Standards Agency (DVSA) who explained to CTUK
how driving instructors teach and how cyclist awareness could fit into a
driving instructor professional development programme.
The course has both practical and theory elements. After an initial
discussion about the perception of cyclists by the driving instructors,
and some discussion bebunking some of the myths around cycling, the
instructors got on bikes. They refreshed their bike control skills before
finding out how it feels to ride a bike on busy roads. Back in the
classroom, the instructors agreed what points learner drivers should
know about cyclists. These included: Give cyclists space when passing;
accept that riders sometimes need to ride centrally in the lane; the
‘helmet debate’, and much more.
CTUK will be running more of these courses and would like to see all
drivers learn about cycling before they get their licence. We are also
expecting that better advice for drivers about cyclists will feature in the
next revision of the Highway Code.
David Dansky is head of training and development at Cycle Training UK
35

The truth about
‘Going Dutch’
Political will, good
infrastructure and
enlightened design are
needed to encourage more
cycling in the UK, says
Steve Melia in his new book.
Mark Moran reports
People in Europe cycle because it’s
flatter, warmer and dryer. These are
reasons often put forward to explain
why the British will never take up
cycling in the same way as the Dutch, Danes
or Germans. These reasons are myths that the
academic Steve Melia delights in dismantling
in his new book, Urban Transport Without the
Hot Air (UIT Cambridge).
Hills are alive with cyclists
Flat terrains do encourage cycling, but
topography is not a determining factor, argues
Melia. “There are hilly cities with many cyclists
and flat cities with few cyclists,” he observes.
“Heidelberg, which has mountains within its
boundaries, has a 25% share of cycling.
Bristol, which is hilly, has increased its share of
Steve Melia
cycling to work to 8% (high by British
standards), whereas Coventry and
Northampton, which are both much flatter,
only achieve 2.8%.”
Melia also pours cold water on the myth
about weather, pointing out that Amsterdam
has similar rainfall and average temperatures
to Manchester and that Danish cities are
considerably colder. “Across Europe, it is the
colder, wetter countries of the northwest where
people cycle more than the warmer, dryer
countries around the Mediterranean,” he
points out.
Melia lectures in transport and planning at
the University of the West of England, has
advised government departments on
sustainable transport and advised the Olympic
Park Legacy Company.
“It is not easy for UK planners to appreciate
how cycling can be central to transport policy,”
says Melia. He recalls the impact on his own
understanding of cycling around Europe during
the summers of 2006 to 2008. Over those
summers he rode 5,000 miles across seven
countries and visited cities with low levels of
car use, including Groningen, Basel,
Copenhagen and Malmo.
“I was struck by the importance attached to
cycling in the transport planning in these cities,
the quality and coherence of the cycle routes,
and the sheer number of bikes on the streets.”
Melia asked several transport planners:
“How did you manage to achieve all this?” The
senior planner at Groningen in the Netherlands
Cycle path through pedestrianised
area in Odense, Denmark
explained that it was because key decisionmakers,
the mayor, councillors and traffic
engineers, were all regular cyclists.
“The answer to that question prompted
another: ‘How did cycling become ‘normal’
there in the first place?’ As I would gradually
discover, the lazy assumption of British
politicians, and even some transport
professionals, that it was ‘just part of their
culture’ was a myth, used to justify another:
that things could never work like that over
here.”
The reasons for change
Melia says the argument that ‘it’s just part of
their culture’ makes a common mistake in
social analysis: confusing absolute difference
with reasons for change. “Most analysts who
have looked at the history and practice of
successful European countries have come to
similar conclusions about the factors that
encourage cycling: better infrastructure, traffic
restraint and consensus between politicians
and transport professionals to make cycling a
priority.”
Melia illustrates the importance of political
will by recounting the story of Seville in Spain,
a city that had no culture of cycling until the
early 2000s when a change of political
leadership brought a coalition to power that
made transport a key policy area.
“Through a combination of a Dutch-style
network with segregated cycle routes (also
influenced by the principle of routes for ages
36

getbritaincycling.net
VIEWPOINT
Seville has experienced
a cycling revolution
Cycle parking by Amsterdam Railway Station
8 to 80 from Bogota in Columbia), removal of
traffic from the city centre, and a cycle hire
scheme copied from several French cities,
Seville increased the proportion of journeys by
bike from 0.2% to 6.6% by 2009.”
Melia points out that political will needs to be
resolute. The Seville cycling revolution was
implemented against vociferous, occasionally
vandalising, opposition from a significant
minority. He cites studies that reveal that
people most opposed to the cycling changes in
Seville also favoured retaining street names
that commemorate leaders of the Franco
dictatorship. “Although the pattern is not as
simple as a left-wing/right-wing distinction,
people who are most hostile to cycling in
Britain tend to vote for the (anti-European) UK
Independence Party (UKIP),” he notes.
Returning from his trips around Europe,
Melia says he coined the term “filtered
permeability” which, he says, has since
entered “the lexicon of transport planning”.
“The separation can come in many forms
such as cycle paths, bus gates or footbridges,”
writes Melia. “The advantage is usually the
short-cut, though it may also save time or
increase comfort – by avoiding a congested
stretch of road or a steep hill, for example.”
Separating cyclists from traffic does not
necessarily mean building separate cycle
UK: Two types of substandard provision
paths on every street, as separation can be
achieved by blocking streets to through-traffic,
believes Melia.
Safety first?
Once the politicians decide to act and spend,
the transport professionals need to create
infrastructure that encourages a change in
behaviour. “Study after study in the UK has
found that the main factor deterring noncyclists
is the fear or dislike of mixing with
traffic,” he notes. “The main factor that would
persuade them to give it a try would be
continuous separate cycle routes, which
protect them from traffic.”
While there is much talk in the UK of
creating ‘Dutch-style’ segregated cycle
infrastructure, Melia is disappointed that, in
reality, much of what is being built does not
live up to the promises being made.
Melia says the UK’s culture of safety audits
often prevents the construction of cycle paths
with priority over side roads. This, he explains,
means that cyclists have to give way at each
side road. “Traditional British highway
engineers claim that motorists would fail to
stop at junctions where cycle paths have
priority despite the evidence from the
Netherlands and Denmark, which both have
lower rates of cycling casualties than the UK,”
he writes.
Britain still has some way to go before it is
really European, in a cycling sense, after all.
'A Dutch-style' cycle path under construction in Bristol
Special offer: 30%
off for readers of
Get Britain Cycling
UIT Cambridge is offering
Steve Melia’s Urban
Transport – Without the
Hot Air for just £13.99 in paperback (RRP
£19.99) or £27.99 in hardback (RRP £39.99).
To get this special price, simply enter
voucher code 'GBC2015' in the cart at
www.uit.co.uk/urban-transport
Offer valid from:
2 July 2015 to 31 December 2015
37

Bikes paved the way for cars
Without bicycles cars would
have evolved very differently,
if at all, argues Carlton Reid
I’m on a mission. I’m touring the world
explaining how cyclists of the 1880s and
1890s improved roads for all, and created
motoring. Last year, I gave a book talk in a
House of Commons committee room that was
jointly hosted by the cycling and motoring
parliamentary interest groups. And earlier this
year I was heartened when it wasn’t just
cycling politicians who turned up to a talk I
gave to the US Congressional Bike Caucus in a
budget committee room next to the Capitol in
Washington D.C. I’ve also given a talk to an
ethical bank in Bristol, and I’m eager to speak
to automotive history groups.
By speaking to these groups I hope to raise
cycling’s status. If I can achieve this, even just
a little, there’s more chance of infrastructure
provision, among other shifts.
Bicycles: a modern concept
Today, cars are deemed to be modern while
bicycles are denigrated as Victorian. In fact,
the modern bicycle and the modern
automobile were born in the same year: 1885.
That was when John Kemp Starley of Coventry
introduced his Rover Safety bicycle (safe
because it was lower to the ground than the
high-wheel penny farthing), and Karl Benz of
Germany introduced his Patent-motorwagen.
The Rover bicycle became the Rover car
(grand-daddy to the muscular Land Rover
Evoque) and the tricycle-riding Karl Benz
became the father of automobiling, with his
company becoming Mercedes-Benz.
Automotive historians from the 1950s onwards
have claimed Benz fashioned the first car with
his own hands, with the aid of no preceding
technologies. In fact, Benz bought the wheels,
chains and other parts from the House of
Bicycles, a bike shop in Frankfurt.
The world’s first motor cars wouldn’t have
been able to splutter forth without cycle
technology, such as lightweight steel tubing,
differential gears, precisely-machined ballbearings,
and comfort- and speed-inducing
pneumatic tyres.
In my book Roads Were Not Built For Cars, I
list 67 car marques that have deep and largely
hidden connections with cycling. Aston-Martin
and Rolls-Royce were both co-founded by
keen cyclists (Lionel Martin was a cyclist to his
dying day – he was knocked from his cycle in
1946 by a rat-running motorist) and brands
such as Chevrolet, Morris and Dodge were
founded by racing cyclists. The only
automotive advert I’ve ever seen that
celebrates motoring’s links with cycling is from
a 1968 brochure for a cycle racing
competition, with Rover admitting: “The first
thing Rover introduced as a Company was the
safety bike.”
Good roads movement
Even though the first Henry Ford automobile
was called the Quadricycle and had bicycle
wheels and tyres, bicycle tubing for its chassis,
and was propelled by bicycle chains bought
from a bicycle company, the Ford Motor Car
company went out of its way to downplay the
role of cycling in the formation of motoring. A
1927 newspaper advert for the company
claimed it was the Ford motor car – and
motoring – which had created the US
“movement for Good Roads”. Not so fast,
Henry – it was actually a cycling organisation
called the League of American Wheelmen that
founded the Good Roads movement, back in
the 1880s.
And the Good Roads movement – which
became the US Federal Highways
Administration – had been inspired by cycling
organisations this side of the Atlantic. The
Cyclists’ Touring Club and the British Cycling
Federation created the Roads Improvement
Association in October 1886. This organisation
lobbied for the then radical concept of national
administration for roads, as well as their
improvement and extension.
William Rees Jeffreys, the CTC member in
charge of the RIA, organised asphalt trials
before cars became common. Described by
prime minister David Lloyd George as “the
greatest authority on roads in the United
Kingdom and one of the greatest in the whole
world”, Rees Jeffreys became an arch motorist
but would tell parliamentary committees that
his interest in expanding Britain’s road network
came from his cycle touring days.
In his 1949 autobiography, Rees Jeffreys
wrote that cyclists paved the way, as it were,
for motorists. Without the efforts of cyclists, he
said, motorists would not have had as many
roads to drive on. And, in my book and talks, I
argue that without cyclists cars would have
evolved very differently, if at all. ‘Sharing the
road’ will be easier, perhaps, if cycling’s critical
contribution to the history of highways, and to
cars, is revealed in all its glory.
Roads Were Not Built For
Cars by Carlton Reid is
published by Island Press,
Washington, D.C., 2015.
www.islandpress.org.
Speaking tour details:
www.roadswerenotbuiltforcars.com/tour
38

getbritaincycling.net
THE PROFESSIONALS
Moving
forward with
The Forum
The Chartered Institute of Logistics and Transport has a
vital role to play in helping improve cycling infrastructure
as well as shaping strategy, believes Daniel Parker-Klein
CILT’s Cycling Forum published the
guidance note Think Cycling
There is a growing impetus to make
cycling a safer and more attractive
means of transport as well as
recognition that cycling can reduce the
pressure on peak-hour public transport
services. More evidence is also emerging of the
health benefits of cycling.
It is worth noting that the Chartered Institute
of Logistics and Transport (CILT) was one of
the first professional bodies to lead a cyclingspecific
Forum six years ago. It was
established to bring together professionals
concerned with planning and engineering for
cycle traffic and the promotion of cycling as a
means of transport for people and goods. The
cycling community has worked closely with
CILT in the Cycling Forum, paving the way for a
range of significant initiatives.
Cycling England’s legacy
In 2011 the Coalition Government abolished
Cycling England, the independent body funded
by the Department for Transport (DfT) to
promote cycling, as part of its comprehensive
spending review. CILT worked extensively to
save this resource and established the Cycling
Hub webpage, giving free access to carefully
The policy work of CILT is
ongoing – in February we
supported an amendment
to the Infrastructure Act to
include a statutory
requirement for a Cycling
and Walking Investment
Strategy
selected guidance for anyone working to get
more people cycling.
In addition to the Cycling Hub, the institute
has an active Cycling Forum that has
organised dozens of events, giving members
and non-members the opportunity to share
best practice, research and guidance in the
cycling community.
CILT has partnered with University College
London (UCL) to lead the delivery of the
seminar series Cycling@Lunchtime. The
Cycling Forum has also published a number of
A CLOCS (Construction Logistics and Cyclist Safety)
event showcased vehicles, equipment and
technology designed to improve safety for cyclists
guidance notes such as: Think Cycling and
Construction Logistics and Cycle Safety.
The policy work of CILT is ongoing – in
February we supported an amendment to the
Infrastructure Act to include a statutory
requirement for a Cycling and Walking
Investment Strategy, which will ensure planned
funding over the coming years.
The problem with Superhighways
We also see great merit in the concept of
providing high-quality, dedicated cycling routes
in the capital.
Our recent objection to the proposed Cycle
Superhighways is not one of principle; rather,
the criticism is of the assessment that
Transport for London (TfL) has undertaken,
which we believe lacked the rigour we would
expect and seek to uphold as a professional
body. We believe that if a thorough costed
consultation process had been undertaken, a
scheme would have been designed that
provides for cycling and public transport in
parallel.
Our message should be noted as one of
caution that TfL should thoroughly analyse the
proposals to ensure a scheme is designed that
provides for cycling and transport in parallel.
Construction vehicles and cyclists
CILT is also working closely with TfL to lead the
development of the CLOCS (Construction
Logistics and Cyclist Safety) scheme. With the
knowledge that HGVs and specifically
construction-related freight account
disproportionately for cyclist deaths in London,
CLOCS aims to bring together the construction
industry to improve the management of workrelated
road risk and ensure a road safety
culture is embedded across the country.
There are a number of ways in which the
institute supports the cycling community and
works closely with industry and the
government to establish best practice,
research and guidance.
Daniel Parker-Klein is head of policy at CILT
For CILT contact details see Directory p42-46
39

Speaking up
for active travel
Transport Planning Society members once again make
walking and cycling their top funding priority, says John Dales
It’s not an unreasonable proposition to state
that the best way of finding out what
transport planners think about transport
planning is to ask them. This is what the
Transport Planning Society (TPS) does every
year, and it’s illuminating to discover how
answers to the same question change from year
to year. Or, for that matter, how they don’t.
Putting people first
The first question in the TPS member survey is
always: “Which do you think should be the top
five transport spending priorities in the next five
years?” Respondents can choose from 18
options (including ‘Other’) and, year-on-year,
the highest priority is ‘Walking and cycling’.
As TPS chair, I’m really encouraged by this
because it indicates that transport planners, as
they should be, are more concerned about how
people move around, for the benefit of society
at large, than about simply building stuff. This,
in turn, tells me that most transport planners
haven’t forgotten the basic principle we all learn
early on: that transport is a ‘derived demand’
(i.e. a means, not an end).
Looked at objectively, as forms of transport,
both walking and cycling are potentially hugely
attractive to users and urban authorities alike.
Walking is freely available and free to use for
almost everyone. We shouldn’t need to be
reminded – but it seems we often do – that foot
ownership rates run at an average of almost
exactly two per person.
As for cycling, although it’s possible to spend
stupid amounts on a bike that only a
professional can get value from, a perfectly
decent vehicle can be bought new for what it
costs to fill the average car fuel tank just a few
times. What’s more, a bicycle can help you do a
wide variety of urban trips in less time than
motorised transport will take.
A far wider range of trips, certainly, than is
considered practical by Dick Quax, a councillor
in Auckland, New Zealand. During a Twitter
exchange earlier this year, Quax expressed
disbelief that anyone in the western world
would transport their shopping home by train or
bike. This provoked a worldwide response on
Twitter, with people posting images of their
grocery-laden bikes. This, in turn, gave us the
new verb “Quax”, the definition for which is “to
shop by means of walking, cycling or public
transit”.
Urban transport gold
As for the benefits to all, not just the individual,
walking and cycling are far more benign than
motorised transport when it comes to such
matters as energy consumption, air quality,
noise, and the use of scarce street space.
All in all, therefore, walking and cycling are
urban transport gold.
But none of these qualities are exactly a
secret, are they? So why do I mention them?
Well, I do so because you might well be asking
why it is that, if transport planners really are
clear about why these modes of transport are
good for one and all, conditions for walking and
cycling are often so rubbish in so many British
towns and cities.
The answer isn’t so much that we don’t
practice what we preach. Rather it’s that we’re
usually only able to practice what we’re asked or
allowed to do.
Perhaps the key finding from a study I
recently did for Transport for London, into what
makes for good cycling conditions in other
countries, was that high level political leadership
(and consequent budgetary provision) is a prerequisite
for effective action. It’s obvious, of
course; but true none the less.
Personally, I see it as my job to be an
advocate for what I think is right. But, as a
general rule, professionals don’t feel at liberty to
express dissenting views when those with clout –
who may also just happen to be their employers
– consider the car to be king (for example).
However, the political and funding
environments around transport are changing.
Although building roads is still, mistakenly, seen
by many elected members as ‘a good thing’ in
principle, even the least assertive of transport
planners will usually now find that they’re given
a hearing when speaking up for walking and
cycling.
The Transport Planning Society loves to be
assertive, and has proven pretty good at it, too.
So, we’ll continue to listen to our members and
continue to lobby hard for the transport this
country actually needs. Really and truly, the TPS
wants to get Britain walking and cycling.
John Dales is chair of the Transport Planning
Society
For TPS contact details see Directory p42-46
John Dales on walking: “It’s free to use for almost everyone, and foot ownership rates
run at an average of almost exactly two per person”
On cycling: “Although it’s possible to spend stupid amounts on a bike, a decent vehicle
can be bought new for what it costs to fill the average car fuel tank just a few times”
40

getbritaincycling.net
THE PROFESSIONALS
Making the best
use of road space
Engineers are exploring ways of ensuring that cyclists get the infrastructure
they need, explains Adam Kirkup of the Institution of Civil Engineers
Cycling plays an important role in shorter trips for joining up
public transport journeys, alongside associated health and wellbeing
benefits. Traditionally, most of the benefits of transport
infrastructure projects have been associated with reductions in
travel time. However, studies suggest that active travel is a positive
aspect in infrastructure appraisals.
The UK ranks 24th in the EU for the percentage of its population
travelling by bike daily and yet cycling could make a much greater
contribution to our travel. It reduces pressure on road space and the
need for parking, and improves public health. But despite a relatively
high public profile and encouraging words from government, there has
been much less meaningful action.
ICE (Institution of Civil Engineers) believes that transport policy should
embrace cycling as a mainstream travel choice and address the barriers
to achieving this by:
• Committing to clear national objectives and targets
• Increasing funding to ensure development of high quality networks in
major urban areas
• Taking action to improve cycle safety and perceptions of safety
The Cycling Working Group
ICE operates a dedicated working group to address how engineers can
best design infrastructure for cyclists. Drawing together some of the
leading practitioners within this relatively new field of expertise, ICE’s
Cycling Working Group (CWG) seeks to develop ideas for providing
space for cyclists and manage cycle traffic at a network-wide level using
its transport planning and traffic engineering skills.
Committed to cycling
Throughout 2014, ICE staged numerous regional events in the UK,
specifically tailored to each audience, and we provide online best
practice guidance to engineers and transport professionals on
developing effective cycle infrastructure.
ICE has met with government ministers to explain why commitment is
required to establish clear national targets, and increase funding to
develop high quality cycling networks in towns and cities.
The UK ranks 24 th in the EU for the
percentage of its population travelling by
bike daily and yet cycling could make a
much greater contribution to our travel
ICE and CLOCS
ICE has been dedicated to the promotion of the Construction Logistics
and Cyclist Safety (CLOCS) initiative. Between 2008 and 2013, 55% of
cyclist fatalities in London involved a heavy goods vehicle, and ICE
recognises that a disproportionate number of these incidents involved
construction vehicles.
ICE is a CLOCS Champion and was an effective member of the
Transport for London-led collaboration to develop the WRRR Standard to
actively encourage a step-change in the management of work-related
road risk.
Building the future
In 2015, and beyond, ICE will continue to work in collaboration with
active travel stakeholders, and has committed to a memorandum of
understanding with fellow Institutions, such as the CIHT (Chartered
Institution of Highways & Transportation), CILT (Chartered Institute of
Logistics and Transport) and IHE (Institute of Highway Engineers) to
collaborate, wherever possible, on cycling initiatives.
ICE will continue to publish guidance for its members on cycle
infrastructure design, and encourage industry to continue to take
positive steps to manage work related road risk, and minimise the
potential harm to vulnerable road users.
Adam Kirkup is the ICE’s innovation executive, engineering policy &
innovation
For ICE contact details see Directory p42-46
www.getbritaincycling.net
The ultimate reference for guidance on
the planning, design and management
of cycling strategies and infrastructure
@GetBritCycling
41

The Get Britain Cycling directory
AECOM
CONSULTANCY SERVICES
Phil Jones Associates Ltd
Urban Movement
At AECOM we are passionate about cycling.
Our global reach, local knowledge, innovation
and technical excellence places AECOM in a
unique position to provide advice and technical
support in the planning and development of
infrastructure to promote cycling. AECOM’s core
cycling offer includes:
• Programme management
• Funding application support
• Policy and strategy
• Network planning
• Cycle audits
• Feasibility studies
• Cycle/public transport integration
• Signing and way-finding
• GIS and 3D visualizations
• Demand analysis
• Scheme design and public realm design
• Procurement
• Construction services
• Promotion and marketing
• Evaluation
Recent projects include: developing a Greater
Manchester Cycling Design Guide; successfully
obtaining Cycle City Ambition Grant funding for
Leeds/Bradford; delivering a cycle network plan
for 1.8 million people in Dublin; and designing
and implementing Cycle Superhighways in
London. Collaboration is at the heart of our
delivery and through our global expertise, local
knowledge and range of expertise we join the
dots so that our customer partnerships see
further and go further.
Contact: Neil Brownbridge
Email: neil.brownbridge@aecom.com
Tel: 07764 349870
www.aecom.com
Go Travel Solutions
Services provided: Workplace travel planning,
marketing campaigns, community consultation,
workplace travel discounts, event management,
transport operator engagement.
Go Travel Solutions is a specialist sustainable
travel consultancy serving businesses, public
bodies and transport operators. Established in
2008, it now has offices in Bath and Leicester. It
has developed specialist skills in workplace
engagement under its Smartgo brand - see
www.smartgo.co.uk - and through Communities
Connected CIC, an expertise in community
engagement.
Contact: Robin Pointon
Email: robin.pointon@go-travel-solutions.com
Tel: 0116 216 8326
www.go-travel-solutions.com
Supplies: Transport planning and design
services.
PJA supports a wide range of private and public
sector clients, delivering transport planning and
urban design services to help improve existing
towns and cities and deliver new developments.
We are at the forefront of planning and designing
for cycling. We jointly led a study of cycling
cities around the world for TfL to help with the
updated London standards, and are working on
the National Cycleway from London to Leeds
and Manchester for DfT. We advise many local
authorities on cycling including Birmingham,
Norwich and several London Boroughs. We have
prepared design guidance, including Manual for
Streets 1 and 2, Designing Streets for the
Scottish Government, the Wales Active Travel
Design Guidelines and the emerging new
standard for Cycle Traffic in DMRB.
Contact: Adrian Lord
Email: adrianlord@philjonesassociates.co.uk
Tel: 0121 475 0234
www.philjonesassociates.co.uk
Royal Haskoning
Supplies: Transport planning and design
services.
Royal HaskoningDHV is one of Europe’s leading
independent project management, engineering
and consultancy service providers. It has been
involved in bicycle traffic related consultancy for
many decades, providing advice to the Dutch
central government, provinces, regions and
municipalities. Our advice includes the
development of policies, strategies and plans,
bicycle network masterplans, design and
engineering of parking facilities and dedicated
bicycle bridges, tunnels and viaducts. Our
considerable experience in the design of cycle
facilities throughout the Netherlands, alongside
our considerable UK transport planning
experience puts Royal HaskoningDHV in a
unique position to provide advice and technical
support in the planning and development of
infrastructure to support travel by bicycle in the
UK.
Email: info@uk.rhdhv.com
Tel: 01733 334455
www.royalhaskoningdhv.com
Supplies: Research, planning, strategy and
design for streets and spaces.
Urban Movement is a transport and street design
practice specialising in complex environments
like town and city centres, high streets, the
urban realm at busy transport interchanges and
provision for cycling. Recent built projects
include Clapham's Old Town (winner of two
awards already in 2015), Camden High Street,
and both North Street and the Station Gateway
in Brighton. Other work at the detailed design
stage includes Glasgow's Sauchiehall Street,
Canterbury Square in Brixton, and the urban
realm at two Crossrail stations. Our recent
cycling projects portfolio includes the
International Cycling Infrastructure Best Practice
Study for TfL, a review of pedestrian/cycling
shared space for Bristol City Council, reworking
the main streets in the Queen Elizabeth Olympic
Park, research for Cycling Scotland, and other
commissions in Camden, on London's Cycle
Superhighway CS3, and in the Vauxhall-Nine
Elms area on the Thames South Bank.
Contact: John Dales
Email: hello@urbanmovement.co.uk
Tel: 020 3567 0711
www.urbanmovement.co.uk
PARKING & STORAGE SYSTEMS
Autopa Ltd
www.autopa.co.uk
Bikeaway Ltd
www.bikeaway.com
Cyclehoop
Supplies: Cycle parking storage; scooter storage;
public bike pumps; cycle lane separators.
Cyclehoop Ltd was founded in 2008 by Anthony
Lau. Inspired by the theft of his own bike,
Anthony designed the award-winning Cyclehoop
that converts existing street furniture into cycle
parking. Based in London, the company has
since launched a range of products that are
helping cities, businesses and homes solve the
problem of bicycle parking and theft. Designed
and made in Britain, Cyclehoop is expanding
their business internationally and exports to 15
countries around the world.
Contact: Habib Khan
Email: info@cyclehoop.com
Tel: 020 8699 1338
www.cyclehoop.com
42

getbritaincycling.net
DIRECTORY
Cyclepods
Supplies: Cycle parking storage; scooter storage;
public bike pumps.
Since 2005 we have developed, designed and
manufactured new innovative cycle storage
solutions. We are the only cycle storage
company, which is Carbon Neutral providing a
range of stylish solutions, all of which are
manufactured in the UK from either 100%
recycled or recyclable material. Available in a
wide range of different colours and finishes, our
products lend themselves to different
environments; bike parking no longer has to be
hidden as an eyesore. In fact, we have gone a
stage further and provided advertising and
branding opportunities on our products. We
believe that the use of recycled materials should
not compromise quality and that bike parking
should encourage cycling and a healthier way of
life. Our unique designs hold and protect each
bike discretely. Unlike traditional bike racks, our
products prevent overcrowding and damage to
the bikes, making us very bike and cyclist
friendly.
Contact: Chris Tsielepi
Email: info@cyclepods.co.uk
Tel: 0845 094 0490
http://cyclepods.co.uk
Cycle-Works
Supplies: Cycle parking storage; wheeling
ramps; scooter storage.
Cycle-Works are established experts in the
supply and installation of a unique range of cycle
parking solutions. From high security, Sold
Secure certified Velo-safe and Velo-box bike
lockers, to the acclaimed high capacity Josta 2-
tier racks and associated products like the pump
& toolkit or wheeling channel, we have the ideal
solution for all situations. Cycle-Works
endeavour to remain innovative, producing great
value functional and stylish products.
Contact: Peter Davenport
Email: info@cycle-works.com
Tel: 023 9281 5555
www.cycle-works.com
Falco
Supplies: Cycle parking storage; wheeling
ramps; cycle repair and maintenance stand; cycle
counter.
For over 20 years, Falco has been one of the
UK’s leading designers, manufacturers and
installers of cycle parking and street furniture
products. Our comprehensive collection of cycle
parking products includes cycle stands, racks,
clamps and lockers. We also manufacture an
extensive range of shelters, canopies and
lockable stores. Falco is the UK’s leading
manufacturer and installer of innovative cycle
parking systems; cycle shelters and canopies,
bespoke cycle hubs and advanced cycle
products. Flagship products from Falco include
our NEW FalcoLevel-Premium two-tier cycle
rack. Also see our listing under ‘Route
Infrastructure’
Contact: Lionel O’Hara
Email: sales@falco.co.uk
Tel: 01538 380080
www.falco.co.uk
MARKETING, PUBLICITY &
PROMOTION
Diva Creative
Supplies: Marketing communications, public
relations, social media and digital marketing,
public engagement and events.
Diva is an award winning strategic marketing
agency. With over 17 years industry experience
they are the market leader in sustainable travel
communications. They work closely alongside
transportation professionals to design marketing
strategies, brands, campaigns and websites that
support the delivery of transport projects to
achieve modal behaviour change.
Contact: Amy Boyle
Email: amy@divacreative.com
Tel: 0114 221 0378
www.divacreative.com
Love To Ride
Supplies: Engagement programmes to achieve
travel behaviour change.
Love to Ride is a Bristol-based social enterprise
driven by the belief that communities embracing
cycling are stronger, healthier, happier places to
be. Love to Ride have created an exciting new
UK partnership with CTC, Cyclescheme & Bike
Week to launch the National Cycle Challenge, a
major annual event to get more people riding
bikes. It engages hundreds of local authorities,
thousands of organisations and tens of
thousands of people from all corners of the UK.
Using a sophisticated and user-friendly webtool
and GPS app, expert programme management
and analysis, their unique behaviour change
framework, local promotion and human
interaction, Love to Ride have developed a solid
track record and reputation. To date they have
delivered more than 150 successful
programmes around the world. Creating change
in the UK, Europe, US, Australia and New
Zealand, Love to Ride help people and
businesses everywhere realise how fun and
enjoyable riding a bike can be.
Love to Ride was created and is nurtured by
Challenge for Change.
Contact: Sam Robinson
Email: sam@lovetoride.org
Tel: 07734 833 451
www.lovetoride.org
www.lovetoride.net/uk
Pindar Creative
Supplies: Cartography, e-commerce, design,
catalogues – print and digital, timetables – print
and digital, travel plans.
Pindar Creative specialise in producing publicity
to promote sustainable travel across a wide range
of media, including both printed and online
solutions. Our service is tailored to offer the
complete solution to travel information
providers. We deliver specialist design,
cartography, typesetting, artwork creation, data
collection and proof checking services. We are
also able to fulfil your complete print and
distribution requirements. Our core printed
products include sustainable travel maps, cycle
maps, timetable and leaflet publications, roadside
publicity and posters. We also offer innovative
solutions to add value including Interactive
mapping websites, digital timetable publications
and mobile optimised sites.
Contact: Maria Heaman
Email: m.heaman@pindarcreative.co.uk
Tel: 01296 390100
www.pindarcreative.co.uk
Please Cycle!
Supplies: Cycling promotion based on customer
relationships and engagement.
PleaseCycle’s aims are simple - to get more
people cycling, more often. We work with over
20 local authorities, including seven of the eight
Cycling Ambition Grant cities, to encourage
residents, school children and employees to
travel sustainably and actively. Our awardwinning
solution works through competition,
technology, mobile phone apps and GPS. We are
the pre-eminent supplier of cycle challenges in
the UK. We have experience of meeting Public
Health goals and accessing PH funding through
our cycling and multi-modal challenges.
Contact: PJ Cavalli
Email: info@yomp.co
Tel: 020 7183 3419
www.pleasecycle.com
43

Red Zulu
Supplies: Merchandise and promotional items.
Red Zulu, established for over ten years, works
with the DfT, local authorities, schools, corporate
clients and emergency services. We source and
manage campaign resources for Sustrans
delivering to officers nationwide via a web-shop.
With an ethically, environmentally audited
supply chain we provide promotional materials
to support a wide range of sustainable travel
initiatives.
Contact: Steve Burge
Email: steve.burge@red-zulu.com
Tel: 0844 800 0389
www.hi-visuk.com
Yomp!
Supplies: Sustainable travel promotion based on
customer relationships and engagement.
Stravel is our multi-modal offering, whilst Yomp
is our Corporate solution, promoting health and
wellbeing in the workplace. In 2015,
PleaseCycle white-labelled a platform, for
Halfords (Halfords Bike Miles) to engage Halfords
customers in increasing cycling and increasing
brand advocacy.
Contact: PJ Cavalli
Email: info@yomp.co
Tel: 020 7183 3419
http://yomp.co
SURVEYS & MONITORING
Intelligent Data
106 agreements and have delivered year-on-year
trip rate monitoring, Roadside Interviews,
household interviews, travel diaries and parking
assessments. Intelligent data is also an approved
contractor undertaking TRICS and TRAVL based
assessments across the UK and Ireland.
Email: info@intelligent-data-collection.com
Tel: 0845 003 8747
http://intelligent-data-collection.com
National Data Collection
www.nationwidedatacollection.co.uk
TDC Systems
Supplies: Traffic surveys.
TDC Systems are an industry leader in inventing,
creating and delivering Intelligent Transport
Systems across the world. TDC’s portfolio of
products and services include; Cycle and
Pedestrian Monitoring, Bluetooth Journey Time
Monitoring, Traffic Counters & Classifiers,
Weigh-in-Motion Systems and Sustainable
Transport Initiatives. TDC's cycle and pedestrian
monitors have been installed across the UK,
Netherlands and Australia and TDC is proud to
launch two new exciting products inspired by
the cycle revolution taking hold across Europe.
TDC have successfully tested the HI-TRAC®
CMU Green Light Priority System in
Copenhagen for a traffic signal priority scheme.
Eye-level cycle priority lights were incorporated
into existing traffic signals and linked to the
CMU unit and new split piezo sensor detection
technology to give cyclists an early start ahead of
the traffic. This system is widely used in
continental Europe so that cyclists can clear
junctions swiftly and avoid mixing with heavy
goods vehicles.
Contact: Jazzmine Luke
Email: jazzmine.luke@9-free.com
Tel: 01934 644 299
www.tdcsystems.co.uk
Traffic Technology Ltd
Nextbike
Supplies: Public bike hire systems.
nextbike is one of the leading international
operators of bike hire systems with 20,000
bicycles in 60 cities across 14 countries,
including Glasgow, Bath and Stirling plus Belfast
launching 2015. Their success is attributed to a
combination of performance, flexibility and
value, with minimal or zero reliance on longterm
public funding.
Contact: Rob Grisdale
Email: info@nextbike.co.uk
Tel: 020 7091 7883
www.nextbike.co.uk
Yellowbike
BIKE HIRE SYSTEMS
Supplies: Public bike hire systems.
Yellowbike, suppliers of bike hire systems, is now
distributing Gobike, Copenhagen’s next
generation system offering a unique stylish
design of bike and docking stand with cutting
edge technology. Managed and operated in the
UK but with Gobike’s proven hardware and asset
management systems, the bike is manufactured
in Germany, offering low cost with high
reliability and with state of the art user aids
through its on-bike PC tablet.
Contact: Patrick Darlington
Email: patrick.darlington@yellowbike.biz
Tel: 01794 884787
www.yellowbike.biz
PROFESSIONAL INSTITUTES
& SOCIETIES
Supplies: Traffic surveys.
Intelligent Data provide all types of traffic
surveys to support transport planning, modelling,
transport assessments, pre-feasibility, feasibility of
schemes and post implementation monitoring
and travel planning. Our understanding of this
sector enables the firm to provide an
unparalleled range of services include Roadside
Interview Surveys, Automatic Traffic counts,
Video and Manual classified counts, queue
surveys, TA22/81 speed assessments, ANPR,
Large Scale Junction modelling, journey time
surveys (using video and GPS) and all types of
Parking surveys. The firm also specialises in
saturation flow, degree of saturation and signal
timing data collection to enable baseline signal
data to be collected. Intelligent data provide post
implementation of schemes as part of section
Supplies: Traffic surveys.
Traffic Technology specializes in advanced
monitoring products that measure cycle,
pedestrian and equestrian flows with a high
degree of accuracy and reliability. Products
include our innovative iSight display and the Eco
monitoring system that is now present in over
50 countries, including on many recreational and
commuter cycle routes. We also provide road
safety products including speed detection radar,
SID road safety displays and community speed
watch equipment.
Contact: Will Ainslie
Email: sales@traffictechnology.co.uk
Tel: 01280 818656
www.traffictechnology.co.uk
Chartered Institution of
Highways & Transportation
CIHT serves the transport profession for the
benefit of society and its members and offers
routes to qualifications such as Chartered and
Incorporated Engineer status and also Transport
Planning Professional. CIHT is dedicated to
providing support and networking opportunities
to members with a calendar of cutting edge
technical seminars and conferences, and exciting
social events.
Email: info@ciht.org.uk
Tel: 020 7336 1555
www.ciht.org.uk
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DIRECTORY
Chartered Institute of Logistics
& Transport
The Chartered Institute of Logistics and
Transport in the UK - CILT(UK) - is the
independent professional body for individuals
associated with logistics, supply chains and all
transport throughout their careers. CILT(UK) is
the UK territorial body of CILT, which has a
presence in more than 30 countries across the
world. This network of members and contacts
can connect all CILT members wherever they
are in the world and constitutes the greatest
resource of professional expertise within our
areas of interest. Our Cycling Forum looks a
current issues in utility cycling and advises
government on policy and regulation.
Contact: Cycling Forum – Richard Armitage
Email: enquiry@ciltuk.org.uk
Tel: 01536 740100
https://ciltuk.org.uk
Institution of Civil Engineers
ICE is one of the world's leading civil
engineering institutions. As well as supporting
our members to become qualified, we also
encourage them to continue their professional
development by providing a variety of civil
engineering knowledge resources. These include
industry-leading publications from ICE
Publishing and tailored courses from ICE
Training. Our discipline areas include:
Transportation - planning, constructing and
maintaining the key infrastructure that allows
national and international travel opportunities is
vital to our economic future; and Development,
planning and urban engineering - planning,
streets, parks and public works.
Contact: John Parkin
Email: see contact form on website
Tel: 020 7222 7722
www.ice.org.uk
Transport Planning Society
The Transport Planning Society (TPS) provides
professional development and a meeting place
for all those working in the transport sector and
leads the response to emerging policy challenges.
We are dedicated to facilitating, developing and
promoting knowledge and understanding best
practice in transport planning. We provide a
focus for all those engaged in transport planning,
from a full range of backgrounds and professional
affiliations. To meet the needs of transport
planners and their employers the Transport
Planning Society provides a Professional
Development Scheme and, in partnership with
the Chartered Institution of Highways and
Transportation, a professional qualification – the
Transport Planning Professional (TPP).
Contact: Jacqueline Finch
Email: tps@ice.org.uk
Tel: 020 7665 2238
www.tps.org.uk
Cyclehoop
Supplies: Cycle lane separators
www.cyclehoop.com
Falco
Supplies: Traffic management and street
furniture; cycleway lighting.
Flagship products from Falco include the
FalcoPathfinder – the only purpose built solarpowered
LED cycle path light in the UK, our
State-of-the-Art CB650 Cycle Counter
www.falco.co.uk
NAL Ltd
ROUTE INFRASTRUCTURE
Supplies: XLAST cycle friendly bollards and
street furniture.
NAL Ltd provides a range of cycle friendly
XLAST Bollards. Their unique features make
them the perfect solution for Cycle segregation,
and demarcation. This system is manufactured
from a unique elastomeric polymer which makes
them both highly resistance yet flexible. This
makes them one of the safest, most durable and
maintenance free bollards on the market today.
Please visit our website and get in touch so that
we can demonstrate this innovative system.
Contact: Steve Andrews
Email: sales@nal.ltd.uk
Tel: 01905 427100
www.nal.ltd.uk
Rediweld
Supplies: Cycle friendly bollards and street
furniture.
We pride ourselves on the green innovation and
use of recycled materials that creates sustainable
products. But the greatest benefits for our
customers come from the ease and speed of
installation. This minimises disruption and use of
traffic management, whilst reducing exposure of
risk for highway operatives. No excavation is
required and products can be relocated. These
are cost effective benefits that make limited
budgets go a lot further, helping us deliver more
for less. We offer a full range of traffic calming
products: Traficop speed cushions, surface
kerbing and Traficop raised tables; and inclusive
mobility, providing a range of products for the
visually impaired, wheelchair users and other
users.
Contact: Jeanette Holder
Email: traffic@rediweld.co.uk
Tel: 01420 543007
www.rediweldtraffic.co.uk
SignPost Solutions Limited
Supplies: Cycle friendly bollards and street
furniture.
SignPost Solutions have been the market leader
for over 40 years in the Highways Industry
bringing out many innovative and award
winning designs over the years. Following the
successful launch of a retro reflective SPS 3Sixty
traffic bollard in 2013, SignPost Solutions has
now developed the SPS 2 twenty reflective
rebound bollard, which is primarily aimed at the
cycle market. Offering the same innovative
technology as the larger SPS 3Sixty, the smaller,
sleeker SPS 2Twenty offers safety and visibility
benefits for both the cyclist and other road users,
helping to minimise risk of injury to cyclists.
SignPost Solutions has also launched a new cycle
Lane separator, which gives a clear indicator
between a carriageway and a cycle path.
Contact: Tim Daly
Email: tdaly@signfix.co.uk
Tel: 0121 506 4770
www.signfix.co.uk
Stirling Lloyd
Stirling Lloyd supplies the ‘Safetrack’ range of
skid resistant, colour demarcation aesthetic
surfacing systems. Successfully used on several of
the London Cycle Superhighway routes, the
range provides products that are extremely
durable, simple to use, safe and offer cost
effective solutions to to-days cycling
infrastructure issues. We are a leading UK
manufacturer of high performance coatings for
the protection of infrastructure and buildings.
Established over 40 years ago with a singleminded
commitment to developing new and
more effective ways to extend the life of
structures, Stirling Lloyd has become a market
leader supplying to more than fifty countries.
Email: marketing@stirlinglloyd.com
Tel: 01565 633 111
www.stirlinglloyd.com
SolarEye
The SolarEye80 is a solar powered LED guidance
device designed specifically for delineating
cyclepaths & walkways. It is a long life,
extremely durable and cost effective product
requiring minimal maintenance. Designed in the
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UK to operate in typical British weather
conditions, the SolarEye80 offers incredible
value for money and is IP68 certified and CE
accredited. With the help and advice of the Bat
Conservation Trust we have been testing our reengineered
SolarEye®80 to develop a
conservation friendly option. The ‘Bat Hat’ was
launched in September after much interest from
local authorities. As part of the Lakeside Group –
we have been involved in the road stud business
for over 30 years.
Contact: Hayley Farrow
Email: info@solar-eye.com
Tel: 0845 293 8062
www.solar-eye.com
TDC Systems
Supplies: Traffic light systems for cycling.
www.tdcsystems.co.uk
TRADE & BUSINESS
ASSOCIATIONS
ACT TravelWise
Activities: Sustainable travel organisation.
We support our members in their work to
promote sustainable travel, with a specific focus
on building expertise and experience in travel
planning and other cost-effective demand
management measures.
Email: enquiries@acttravelwise.org
Tel: 01273 704 924
www.acttravelwise.org
ATOC – Association of Train
Operating Companies
Activities: The National Cycle-Rail Awards.
ATOC brings together all train companies to
preserve and enhance the benefits for passengers
of Britain’s national rail network, irrespective
whether their journey is with one or several
train service operators.
Email: enquiry@atoc.org
Tel: 020 7841 8000
www.atoc.org
TRAINING & FACILITATION
BikeBuddies Ltd
www.bikebuddies.com
BikeRight
www.bikeright.co.uk
Cycle Circle
www.CycleCircle.co.uk
Cycle Confident Ltd
www.cycleconfident.com
Cycleinstructor
www.cycleinstructor.co.uk
Cycling Instructor
www.cyclinginstructor.com
Cycle Training UK Ltd
Supplies: Cycling skills and training.
Cycle Training UK is a leading provider of
on-road cycle training. Our aim is to promote
cycling as a form of transport. Cycle Training UK
was established in 1998 and has trained over
70,000 people in London and across the UK. As
well as cycle training we deliver cycle
maintenance, instructor training, cycling for
health and businesses, cycle awareness training
for drivers (CPC) and consultancy work.
Contact: Jean Mowbray
Email: info@cycletraining.co.uk
Tel: 0207 231 6005
www.cycletraining.co.uk
Get Cycling
Supplies: Cycle-to-work scheme management,
school activities, roadshows, festivals and
consultancy services.
Get Cycling provides innovative cycling
programmes including our Get Cycling to School
Programme; workplace training and cycle to
work schemes across the UK; disability cycling
events and sales; and roadshows and sales of
conventional and specialist cycles. We are very
experienced in delivering cycling festivals, from
strategic planning through to on-the-ground
delivery, with an emphasis on cycling for all
rather than for sport.
Contact: Jim McGurn
Email: admin@getcycling.org.uk
Tel: 01904 636 812
www.getcycling.org.uk
Love To Ride
Supplies: Engagement programmes to achieve
travel behaviour change.
www.lovetoride.org
www.lovetoride.net/uk
Pedal Ready Cooperative Ltd
Supplies: Cycling skills and training.
www.pedalready.co.uk
Prospects4Sport Cycling
Supplies: Cycling skills and training.
www.cycle-instructor.co.uk
Ready Pedal Go
Supplies: Cycling skills and training.
www.readypedalgo.co.uk
Wheely Fun Wheels
Supplies: Cycling skills and training
www.wheelyfunwheels.co.uk
Axis Leasing – Finance
www.axisleasing.com/cycle-to-work-finance
Bike2Work Scheme Ltd
www.bike2workscheme.co.uk
Bike to Work
www.biketowork.co.uk
Cyclescheme Ltd
www.cyclescheme.co.uk
Cycle2Work
www.cycle2work.info
Cycle Solutions
www.cyclesolutions.co.uk
Evans Ride-to-Work
www.evanscycles.com/ride-to-work
Get Cycling
Supplies: Cycle-to-work scheme management,
school activities, roadshows, festivals and
consultancy services.
www.getcycling.org.uk
CTC
CYCLE-TO-WORK SCHEMES
VOLUNTARY & ACTION GROUPS
Activities: National cyclists organisation.
CTC is a not-for-profit organisation that is
funded through its membership and donations in
return for support.
Email: cycling@ctc.org.uk
Tel: 01483 238 337
www.ctc.org.uk
CyclenationUK
Activities: Organisation promoting improved
conditions for cyclists.
Email: secretary@cyclenation.org.uk
www.cyclenation.org.uk
Sustrans
Activities: Sustainable transport charity.
Sustrans enables sustainable transport for people
traveling by foot, bike or public transport to
make smarter travel choices through a network
of volunteers and partnerships with councils.
Email: info@sustrans.org.uk
Tel: 0845 113 0065
www.sustrans.org.uk
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25/6/15
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THIS IS GREEN
Wherever you are
in the UK, cycling
could be your
quickest way
to get to work.
To join AECOM, visit:
aecom.jobs