Printable PDF version - Cambridge Cycling Campaign

ONE.. Why Cycling?Cycling...C2020:Why Cycling?The benefits of cyclingThe benefits of cycling are numerous.It’s a cheap and reliable way of providingmobility for thousands of people and moneyspent on providing better cycling conditions has abeneficial effect on all transport users. Top-qualitycycle routes can be built for a fraction of the priceof many road schemes.Cycling makes efficient use of space, whichis at a premium in Cambridge. Road capacityis increased perhaps tenfold if bikes are usedinstead of cars and some ten cycles can beparked in one car space.Cycling is good for the environment. With theincreasing concern over climate change, energyconservation is now a priority in most countriesand it’s worth noting that a cyclist can travelabout 500km on the energy equivalent of a litreof petrol. Furthermore the fuel a cyclist uses –food – can be locally grown and cycles use verylittle fossil fuel – just a little oil from time to time!Of course, food production does involve fossilfuels, as does manufacturing cycles, but less thanin manufacturing motor vehicles. A cyclist also“...is just as much a legitimate form oftransport as cars, buses, and motorbikes.Cyclists are just as much road users asthose behind the wheel.As such, the needs of cyclists are asimportant as the needs of motorists andshould be given increased status whentraffic schemes are being designed.This means, for example, that anythingwhich seems silly to a motorist is likelyto seem silly to a cyclist and anythingwhich holds up a cyclist or makes theirlife difficult should be considered asseriously as if a motorist were beingdisadvantaged. Yet, as we demonstratelater, this is often not the case.Obstructions, lack of continuity andso on are the norm and do nothing toencourage more people to get on theirbikes.Cycling has so many benefits,from being an efficient use ofspace to helping combat climatechange. Not to mention the fact thatpeople who cycle regularly havean average fitness of someone 10years youngerproduces far fewer carbon emissions, is almostnoiseless and produces no pollution.Cycling is good for the body. Regular cyclingreduces body weight, tension and the risk of heartdisease. The average cyclist lives longer than theaverage non-cyclist. It also makes people moreefficient at work. People who cycle regularlyhave an average fitness level of someone 10years younger.Cycling is a faster means of transport,particularly in Cambridge. The vast majority ofurban journeys can be made faster by bike thanany other way.SECTIONONE.. page2“

C2020Cycling - Cambridge’s decongestantIf encouraged and promoted effectively, cyclingcan offer fast relief from congestion, particularly inCambridge’s often narrow and traffic-clogged streets.Studies have shown that during half-term and schoolholidays, almost all the traffic queues in Cambridgedisappear. This is despite the fact that the volume oftraffic only drops by 10%. So removing 10% of the trafficwould mean all forms of transport would flow much morefreely. Yet, almost 50,000 new dwellings are plannedaround Cambridge in the coming decade, so we haveto go further than 10%.Conventional wisdom says that building more roads andbetter junctions will help to ease traffic flows. However,research shows that the same effect can be achievedfor less money by investing in other forms of transport,such as cycling. This is because good alternatives temptsufficient people out of their cars to obtain the 10%+reduction.“People assume that thedifference in traffic in schoolholidays is about a third. But infact, the volume of cars is only10% less. So moving even thatsmall volume to cycling wouldhelp enormously“Ironically for a cyclingcampaign, we have longpromoted the computermodelling of a no-cyclingday, to demonstrate the hugecontribution cycling makes tokeeping traffic levels downAs a result, contrary to popular belief, more cyclists onthe road actually make drivers’ journeys faster becausethere are fewer cars. Ironically for a cycling campaign,we have long promoted the computer modelling of ano-cycling day, when the large number of cyclists whonormally leave their car at home drive instead, to makepeople realise the huge contribution cycling makes tokeeping traffic levels down.The Campaign believes that a heightenedinvestment in first-rate, continental-standardconditions for cyclists would have a huge impacton traffic volumes in Cambridge, as well asreducing levels of pollution and environmentaldamage.““CYCLING2020SECTIONONE.. Why cycling?SECTIONONE.. page3

TWO.. Providing for cycling“Only high-quality cyclingconditions will tempt morepeople out of their cars“C2020:Providing for cyclingDrivers……will only be tempted out of their cars if they see abetter alternative. Cycling infrastructure that looksunsafe, is inappropriate, or appears slower than goingby car will not encourage people to leave their carsat home and hop on a bike instead – only high-qualitycycling conditions will tempt more people out of theircars.Different forms of provision are suitable in differentplaces and planners need to think as carefully aboutinfrastructure for cyclists as they do for drivers.Space is the keyAs with many problems in Cambridge, space is thekey. Cyclists must be actively favoured in the city ifmore people are to be tempted out of their cars, andthis means making more space on the roads.Main roads in the new developments offer an opportunityfor wide cycle lanes whilst places like Queen’s Roadcould include such provision if parking was reduced.The Addenbrooke’s Access Road would have workedbetter with a consistent, wide cycle lane rather than themix of unsatisfactory on- and off-road provision.The Campaign isn’t simply seekingmiles of new cycle track or red tarmacon the roads, but suitable high-qualityinfrastructure that’s designed to meetthe needs of cyclists wherever theymay be. The first priority is to makethe roads as cycle-friendly as possiblebefore considering forcing cyclistsonto pavements. Even busy roads andjunctions can be tamed to a certain extentby the provision of wide cycle lanes andhybrid cycle lanes with good visibility anddirectness.Equally, small aspects of a cyclist’sjourney, such as ease of crossing at busyroads, well maintained and well lit routesand (as far as possible) an obstructionfreeenvironment also need to be carefullyconsidered.Finally, as with drivers, cyclists need safeand convenient facilities to park theirbikes at the end of their trip. There’s littlepoint in providing the best streets in theworld if there’s nothing to attach a bike toat the end of the journey.Following these principles, our plans asoutlined in this document offer a coherentway of addressing the transport needs ofcyclists and drivers alike and a vision that,if addressed correctly, can become realityby 2020.“Councillors and officers needto think outside the box forcyclists rather than trying tosqueeze them in to an alreadyovercrowded carton“Roadspace for cycling mustbe actively favoured if morepeople are to be tempted outof their carsSECTIONTWO.. page4““

Hybrid cycle lanesHybrid cycle lanesThese are a particularly important aspect of ourproposals. They are much in evidence in theNetherlands but extremely rare in the UK. We wantto see experimental schemes here to demonstratethe benefits of hybrid cycle lanes, for widespreadadoption by 2020.They combine the best points of both on-road cyclelanes and off-road cycle tracks, whilst excluding theharmful aspects of both. They are on-road cyclelanes with some physical demarcation and providethe feeling of protection that less confident cyclistswant. They’re 2-3 metres wide and uni-directional.Cyclists have plenty of space in these hybrid cyclelanes, with room to overtake, and drivers areactively discouraged from using the cycle lane asparking because of the coloured surfacing andhaving to drive over a cobbled or textured divider.Importantly, at side roads, priority is maintained.And because they are on-road, cyclists can bebetter seen by drivers, unlike a typical British-stylepavement cycle track such as Milton Road andBarton Road.This genuinely high-quality form of provision wouldbe a huge inducement to people to get on theirbikes. Cambridge East, Northstowe, and the othernew developments would be a great place to seethese implemented.“C2020Hybrid cycle lanescombine the best ofboth on-road cyclelanes and off-roadcycle tracks, avoidingthe downsidesof both. They areon-road but with a‘feeling’ of protection“SECTIONTWO.. page5What about off-road provision?As mentioned earlier, the Campaign believes thatcycling provision needs to be looked at on a caseby-casebasis.Faster and more confident cyclists may still prefer to usethe road, but in some cases, those new to the area orwho are less confident on their bicycles are more likelyto be enticed out of their cars by a safe off-road routeinto the city. This is similar to the way that some driverschoose to use motorways and some to use minor roadsinstead.There is also tremendous scope for building morewalking/cycling-specific links and connections. Theseshouldn’t be seen as an alternative to providing good onroadprovision as they are effectively a different route.For instance, the Jubilee Cycleway, going via the GreenDragon Bridge, acts as a pleasant alternative to themore direct but busy Newmarket Road.“There is tremendous scope for buildingmore walking/cycling-specific links“CYCLING2020SECTIONTWO.. Providingforcycycling

and the problems it causesC2020“Shortcomings of pavement cycle tracksPavement-style cycle tracks alongside the road have so manyproblems for both cyclists and walkers that most need to becompletely rethoughtCycle tracks, off-road but alongside roads, are anotherarea which needs to be completely rethought.A lack of priority for cyclists over side roads, conflictsbetween pedestrians and cyclists, narrow segregation (ifany) and poor construction all conspire to create a poorcycling environment.Lack of priority at side roads - such as at Barton Road,Milton Road, and many other locations - is also a keyproblem. As well as the obvious danger this creates,stopping to give way to cars every few hundred yardsmeans a loss of momentum, increases journey times andis not conducive to a pleasant cycling experience. Othervehicles are not expected to stop repeatedly and neithershould cyclists be.A large number of cycle collisions already occur atjunctions. Off-road routes without priority over side roadsintroduce lots of new junctions and hence more dangerpoints.“The inaccessibility and narrowness of such tracks oftenmakes maintenance difficult as they are unsuitable forroad-sweeping vehicles.The general principle is that if cycle tracks are to beprovided, they must be of sufficient quality to enablecyclists to use them should they so wish and avoidantagonising car drivers for those cyclists who remainon the road.Cambridge is an ideal place for a governmentapprovedexperiment to demonstrate that giving cyclistspriority at sideroads, as on the continent, works toeveryone’s advantage, so that it can become the normwell before 2020““Coldham’s Lane BridgeColdham’s Lane BridgeThe fairly new bridge for cyclists on Coldham’s Lane isa classic example of inadequate provision for cyclistsin Cambridge.The main problem with the design, which we highlightedat the time, is that the cyclebridge is on only one sideof the road bridge. Anyonecycling from the city centreout along Coldham’s Lane isforced to stop and cross theroad twice. The bridge is toonarrow, the gradient too steepand it has poor access.The result is that peopleare coerced into using asubstandard provision thatfails to meet their needs,leading to conflict with driverswho think cyclists no longer have the right to be on theroad here, and this again has inevitable knock-on effectson the numbers on two wheels.Poorly thought out, cheaply constructed, the bridge isnot of high quality and the whole structure will need tobe replaced in a decade or two - with luck by 2020.When this bridge is replaced a realistic amount of moneymust be spent to addressthese design problems.The whole road bridgeshould be rebuilt, withproper space for cyclistsand walkers, to providea long term solution andnot a short term, botched,quick fix.The Coldham’s Lanebridge experience offers,we believe, an importantlesson for city planners thatneeds to be learned forthe future – particularly when the time comes to designthe proposed cycle provision on Hills Road Bridge, forinstance.CYCLING2020SECTIONTHREE.. BadinfrastructureSECTIONTHREE.. page7

THREE.. Bad infrastructure...C2020:Bad infrastructure“What do we do about shared-use pavements?“A painted line and a sign on apavement does not a good cyclefacility make. Planners shouldinstead always try to improve thegeneral road environment first,which means giving over morespace on the road for cyclistsGenerally speaking, the Campaignbelieves that pavement provisionshould be the provision of last resort.Planners should always try to improvethe general road environment first,which means making space forcyclists.If pavements and paths are to bedesignated as shared use, much moreneeds to be done than providing apainted line and a signpost.Authorities need to ensure that there is sufficientspace for both cyclists and pedestrians, that thesurface is suitable for cycling and not overgrown;ObstructionsThere are methodsto make cyclists slowdown at danger pointswithout causing theminconvenienceThere are several points in the city notoriousamongst cyclists where elements of designintended to slow cycles down in fact have theeffect of stopping them completely - especiallywhen they are towing trailers. An obviousexample can be found on the path by Tesco’snear to Riverside where chicanes have beeninstalled which have the unintended effect offorcing cyclists to stop. This sort of bad designneeds to be removed from the city’s cycle routes,especially from places like supermarkets, whichare prime destinations for cyclists with trailersand shopping bags!There is a case for removing most of the city’sexisting pinch point obstructions. Often theyserve no purpose other than to slow down cyclesunnecessarily and they can also further handicappeople in wheelchairs.The parking bays in Trumpington Road outsidethe Botanic Gardens are also extremely badly““and there are no obstacles in theway. Clear and unambiguoussignage will avoid the confusionover whether a pavement can becycled on or not.Currently, it seems that thedecision on whether these pathsare acceptable for shared use isoften arbitrary and there are fewguidelines in place. In many cases they shouldbe returned to purely pedestrian use and a newcycle lane created on the road.designed. To have a cycle path less than an opendoor’s width from the car, is asking for trouble.Carelessly opened doors will hit cyclists ridingin the cycle lane. More care needs to be takenwhen trying to match the needs of parking andcyclists.SECTIONTHREE.. page8

and the problems it causesC2020JunctionsWe also believe that the double roundabout atthe Royal Cambridge Hotel, one of the mostdangerous and accident-prone junctions in the city,could be improved by the re-introduction of traffic lights.Modern traffic light systems can avoid the queuingexperienced in previous decades.Some traffic lights could also be reworked to benefitboth cyclists and pedestrians. The Downing Street/StAndrew’s Street junction is a classic case where thecontinental style “left on red” system could be tried.This is where cyclists may turn left if no pedestrians arecrossing, and works very well abroad.An example of a well thought out and useful left turn isthe junction at the end of Hills Road bridge and CherryHinton Road, where the separate left turn lane for cyclistsenables them to bypass the traffic lights completely.Addressing niggles on a city-wide basisWhile a few large-scale projects are requiredto make cycling safer and more convenient inCambridge there are also many small things that can bedone to make a big difference.Every cyclist in the area can name numerous small,niggling problems along their regular cycle routes and inmany cases putting these right should be an inexpensiveprocess. These include bumps, potholes, dropped kerbswhich are not flush with the road, or any of the othernumerous small obstacles which are the legacy ofdecades of bad design. There needs to be a concertedand systematic effort to identify all these minor problemsand remove them from the city’s streets.“A systematic effort to get rid of thenumerous little niggling problems thatevery cyclist faces on their daily journeywould make journeys so much morepleasantFor the future, if high-quality cycle provision is installed inthe first instance, and well maintained, such niggles willbe vastly reduced.“ConclusionAll the above are just some of the many examplesof badly designed infrastructure across the city,provision which actually provides very little benefit toanyone. Such facilities mean that transport authoritiescan be seen to be fulfilling their duties whilst supplyingsomething that is actually of negligible value and doesnothing to encourage cycle use, and can in fact makecyclists feel less welcome on the road.Determined efforts need to be made to tackle this legacyso that the entire network is open, accessible and safefor cycling. Routes need to be identified and redesignedwith high-quality materials and a genuine political willto create more space on the roads for cycling. There isalso need for better guidelines to help planners assesswhether a path is suitable for shared use, segregatedshared use or whether on-road provision is a betteroption.“Tackling the legacy of badprovision by 2020 is essentialto make cycling easier, moreaccessible and safe for everyone“CYCLING2020SECTIONTHREE.. BadinfrastructureSECTIONTHREE.. page9

FOUR.. Barriers to cycling“For levels of cycling to grow,routes for cyclists need to beas direct and convenient aspossibleWe want to see trials of the‘Shared Space’ concept, wherealmost all road markings andsignage are removed, to makeroad users think for themselves“C2020:Barriers to cyclingPeople cycle…… because it’s convenient and it meets theirpersonal needs. It’s often quicker, easier, andmore environmentally-friendly than travelling bycar.For that to continue and increase, routes forcyclists need to be as direct as possible. Thereneeds to be a positive benefit to them in terms ofspeed or convenience, preferably both. Just aswith any other form of transport, anything whichacts as a barrier is likely to deter them.Unfortunately, urban environments throw upall kinds of barriers to cycling. These can bemitigated through good street design, whilst baddesign often creates new problems.Cyclists should be afforded the same rightsas cars when it comes to road use. Roadsshould be sufficiently safe and cycle-friendlyShared…to allow those on two wheels to use themwithout feeling intimidated. Off-roadprovision is not automatically the right wayforward, particularly if this provision is tooinconvenient to be used.One of the biggest barriers to cycling isthe creeping safety culture in the UK whichseeks to get rid of as many potential risks aspossible. It’s worth noting that in areas whereexperimental changes to remove road markingsand signage have taken place – the ‘SharedSpace’ concept - these have resulted in motoriststaking more care as they are encouraged tothink for themselves. Trying to barrier off asmany risks as possible often makes cycling moredifficult.Whilst safety is obviously important, peopledo not cycle primarily because it is safe, butbecause it meets their needs. If people areforced into their cars because of this kind ofmollycoddling then all kinds of new dangerspresent themselves. The roads become busier,there is the potential for more accidents andpeople suffer from the loss of exercise/fitness.…spaceSECTIONFOUR.. page10

C2020Mitcham’s CornerMitcham’s CornerMitcham’s Corner is a classic example of a barrierto cycling. It is effectively a break in a cyclist’sjourney forcing them to stop, give way, cross roads andnegotiate with traffic. Others will choose simply not tocycle because of difficult sections of their route such asthis.On-road cyclists face a long diversion from their preferredroute and have to change lanes and ride in the middleof the road on a fast, multi-lane gyratory. The off-roadprovision, while an improvement on what was there in thepast, is still awkward and inconvenient.Mitcham’s Corner needs to be extensively remodelledby 2020 to make it more friendly for cyclists and otherroad users in general. The whole area is not a peoplefriendlyenvironment. There have been several proposalsover the years for the Staples site but Cambridge CityCouncil urgently needs to put together a planning brieffor the area and to get developers involved in a full scaleredevelopment.Two-way cycling in one-way streetsBarriers to cycling often take the form of unnecessaryone-way streets, which break up routes or make themlonger.Routes which would be naturally appealing to cyclists,(either because they offer a more direct and convenientroute, or because they avoid dangerous junctions)are unavailable to them. One-way streets may alsoencourage drivers to go faster, making the street sceneless attractive to cyclists.SECTIONFOUR.. page11Virtually all one-way streets around the residential areasof Cambridge could easily be made two-way for cyclingwith political will. A good example would be to makePanton St two-way at the Lensfield Road end. Not onlywould this make cyclists’ journeys to Bateman Street andthe south more convenient and quicker, it would alsomake them safer by avoiding the busy junction by theCatholic Church on Hills Road.ConclusionWe need to look at each barrier to cycling inCambridge and use well-thought-out design toremove it. But an important balance has to be struck – anThe Campaign would like to see…obsession with safety when designing cycle facilities willhave a negative impact on cycling levels, and thus onhealth and safety in the bigger picture.> Elements of bad design which create a barrier to cycling removed> Cycle facilities created for convenience rather than purely safety> An experimental cycle route created where cyclists have priority over side roads> Areas like Mitcham’s Corner and the Newmarket Road roundabout completely remodelled> One-way streets made two-way for cyclists unless there is an absolutely overriding safety reasonwhy this can’t be doneCYCLING2020SECTIONFOUR.. Barriers to cycling

FIVE.. Reallocation of roadspaceRoadspace…… in Cambridge is subject to massivecompetition by different user groups.Many of the city’s roads andneighbourhoods were created beforethe age of mass car ownership and as aresult streets are often too narrow to copewith the level of traffic and the demandfor parking spaces. As well as creatinga danger on the road for cyclists whenthey are being driven, cars also create anobstacle to cycle use (and pedestrians,people with buggies, etc) when parked.C2020:Reallocation of roadspace“Reducing junction car capacityand car parking at some key spotslike Gilbert Road, Queen’s Roadand others would create spacefor ultra-high quality cycle routes,instead of being amongst the worstspots for cycling as at presentMaking space for cyclistsCycling is as much a real form of transportas cars or buses and the needs of cyclistsmust be taken into account when allocating roadspace. Cyclists constitute a quarter of Cambridgecommuters and should be given more roadspaceto reflect this.The mindset that says it is acceptable to designateinadequate pavements as cycleway, rather thanspending real money on proper on-road provisionis unacceptable. Cyclists are fully fledged roadusers, not pedestrians on wheels, and they haveas much right to fast, safe and convenient routesas any other vehicle.This does mean that sometimes decision-makershave to accept that unless, for instance, thenumber of car lanes at a junction is reduced,or car parking removed at key points, there willbe no way to create a good quality cyclingenvironment.“The way the city’s road space isused can have a major impact onencouraging cycling and it can make ourneighbourhoods safer and more pleasantplaces to live. Councillors and councilofficials need to bite the bullet andlook seriously and creatively at ways ofreallocating road space to benefit cyclistsand pedestrians.“Making more space forcycling on the roads,sometimes at the expense ofmotor vehicle space, is themost important way that ratesof cycling can be increased,and the only way thatCambridge could become aworld-class cycling cityFor instance, cycling conditions on Queen’sRoad along the Backs and Gilbert Road arepresently extremely poor. But removing the carparking in these areas would create the space forcontinental-style, high-quality, cycle routes. TheCouncils should work towards gradual removalof car parking in favour of space for cyclists andwalkers.“SECTIONFIVE.. page12

C2020On-road cycle lanesThe attitude that says a 1m-wide strip of road, barelywider than a set of handlebars, is acceptable mustchange.Virtually nowhere in Cambridge does a cycle lane meetnational government recommendations of a 2m width.But only such widths provide real benefits for cycling, ina way which will get more people on their bikes.Our hybrid lanes proposal (page 5 and images below)demonstrates the way the councils should be headed.“In order to increase cycling levels,transport planners need to start designingcycle lanes that meet the government’srecommended width of 2 metres“Bus lanesPublic transport must be designed to attract driversfrom their cars, not cyclists off their bicycles.A lot of thought needs to go into plans for new bus lanes.Often they will reduce road widths and have an adverseimpact on cyclists. A balance has to be found betweenthis impact on cyclists and the benefits to bus users.If implemented well, bus lanes can be and often are usedby cyclists and can make pleasant on-road cycle lanes.In some cases evidence shows that the advantage of aproposed new lane to bus users is minimal, the amountof time saved is very small and the route is not usedregularly enough by buses. The Campaign has alwayssupported the introduction of measures to improveprovision for buses where this does not have the effectof deterring cycling.The proposals issued in 2007 alongside the CountyCouncil’s congestion charge proposals, to creatededicated bus provision away from main roads, e.g.alongside the railway, show the way forward. Places likeTrumpington Road, Hills Road and Milton Road couldhave high-quality hybrid cycle lanes installed in the freedupspace. But both aspects need real money for suchinfrastructure, not just strips of paint.CYCLING2020SECTIONFIVE.. Reallocation of roadspaceSECTIONFIVE.. page13

FIVE.. Reallocation of roadspaceC2020:Reallocation of roadspaceReducing on-street car parkingIn areas such as Romsey and Petersfield, cyclingand walking are made more inconvenient andunsafe by the sheer number of cars in the area.The level of car ownership in these streets is farhigher than the area can support.Problems that result includecars regularly obstructing thepavement (such as in Romsey);parking too close to junctions;or parked cars preventingtwo-way access for cyclistsalong the street and/or newcycle parking facilities.At present there is virtually zero cycle parking inthe City’s areas of terraced housing. On-streetresidential cycle parking, like that pictured,should be provided – at the expense of somecar parking spaces. It is perverse that the mostpolluting form of transport is given so much spaceParked cars on key busy routesThere are areas in Cambridge such as EastRoad and Lensfield Road where parked carshinder the smooth flow of cycling.This is a real issue for cycle users - it is unsafe,causes conflict between drivers and cyclists anddiscourages cycle use along an important cityartery. Getting rid of car parking spaces here will(including pavement space) in the area, whereasthere is almost none for cycling.The high residential turnover in the area providesan opportunity for reducing car use. Peoplecoming in can be encouragedto think more carefully aboutwhether they could live thereand not own a car, as manyalready do.Car Clubs are schemeswhereby members can geteasy access to a car for shortterm hire. The vehicles aresituated in designated parking bays in residentialareas and can be accessed using smart cardswhich each member is given. A new one hasbeen introduced in 2008 in Romsey and needsto be heavily promoted.encourage cycling and assist with the free flow ofcycle traffic.Indeed, guidance issued by the County Councilsensibly requires that in new developments carparking is not allowed to interrupt the flow oftraffic. Planners need to apply the same principlesto existing areas.SECTIONFIVE.. page14

C2020The Milton Road effectThe Milton Road effectOn Milton Road the inbound bus lane has left an extremely narrowoutbound traffic lane. Cyclists who use the road are oftenharassed by impatient drivers who drive too close behind, overtakedeliberately close, shout abuse, use their horns and, in some cases,actually make contact with cycles using their vehicles.This type of behaviour has been so often recorded that it has beendubbed the ‘Milton Road Effect’ by cyclists and many have been forcedonto the narrow pavement cycle path where they have to deal withobstructions such as pedestrians wandering into their path, wheeliebins and regular side roads. The reason drivers think cyclists should beoff the road is because they know there’s a shared-use cycleway, evenif it is clearly not adequate.Making space for cycling at junctionsLeft turn-only lanes are common in Cambridgeat junctions and roundabouts but they create aproblem for cyclists. Having a separate left turnonlylane on the approach forces cyclists who aregoing straight ahead to cross a lane of traffic andride in a vulnerable position in the road.Sometimes, left turn-only lanes are not actuallyneeded and should be removed. At junctions suchas the Madingley Road eastbound approachto the Park and Ride site and the Newmarket Roadeastbound approach to the Park and Ride site, the leftturn-only lanes have little or no impact on traffic flowbecause the proportion of cars which uses them is sosmall.Even when the removal of a left turn-only lane will causea reduction in traffic capacity, such as at the CatholicChurch junction, it should still be considered because of“Junction points create realproblems for cyclists and this iswhere most collisions take place.The junction near the policestation at the end of East Roadis a model of its kind that shouldbecome the norm by 2020the problems such lanes create for cyclists. Removing aleft turn only lane of course does not mean reducing thenumber of lanes on the approach.Other alterations should include shortening the left turnonlylane so that cyclists only have to ride in a vulnerableposition for a short period of time, or marking lanesclearly in red. The junction near the police station, atthe end of East Road, is a model of its kind that shouldbecome the norm by 2020.“SECTIONFIVE.. page15ConclusionThe road is still, and will always remain, the naturalhabitat of the cyclist but space on our roads is oftendominated by cars. There are ways we can redress thisThe Campaign would like to see…balance through design, legislation and imaginativethinking which will encourage greater use of cycles, inturn reducing car congestion.> Removal of obstructive parking on key busy routes> The gradual reduction of car parking spaces in Romsey and Petersfi eld over the next 10 to 15 yearsin favour of cycle parking and space for walking> The redesign or removal of left turn-only lanes in Cambridge.> The impact on cyclists to be seriously weighed up before any new bus lane is created> One way streets to be opened up to cyclists travelling in both directions> Heavy promotion and expansion of the new car clubs in CambridgeCYCLING2020SECTIONFIVE.. Reallocation of roadspace

SIX.. Area-wide solutions:C2020:Area-wide solutions: Primary cycle routesPrimary cycle routes…… provide cyclists with quick and effective routesbetween major destinations, such as the mainresidential areas, the City Centre, the railwaystation and big employers including the SciencePark and Addenbrooke’s Hospital. Althoughin some cases this will mean the network ofoff-road cycle paths, the primary cycle routesthrough Cambridge are, and should alwaysremain, the existing road network.Sadly, although Cambridge is rightly famedwithin the UK as a cycling city, the overallinconsistent quality of these primary cycleroutes means that the city is often far below thestandard of some European centres.The need for continuityThe quality of primary cycle routes inCambridge is very variable. Routes across thecity’s commons - including the Jubilee Cycle Routewhich starts at the Newmarket Road Park andRide site and follows the river - are very importantand well used (though in fact even these wouldbenefit from being wider, for example acrossMidsummer Common), whilst to the south of thecity cyclists are well catered for with several newroutes.Within the city itself, however, it’s a differentstory. For example when cycling betweenAddenbrooke’s Hospital and the city centre thereare well planned routes along both Hills RoadMany good cycle routes which are wellused, such as Addenbrooke’s Hospital to thecity centre and Milton to the city centre, arecompromised by dangerous and/or unpleasantlocations at various points along them.These locations, such as Hills Road Bridgeand Mitcham’s Corner, break up an otherwisepotentially integrated and useful cycling networkand do little to encourage increased cycleusage. They are off-putting for cyclists andhazardous for those who continue to use them.We need a cohesive, joined-up cycle networkfor the city.and Long Road, but on arriving at Hills RoadBridge the cycle lane stops and what was a safeand friendly route suddenly becomes scary andhostile.As a result, Addenbrooke’s to the city centre is acycle route with a large gap in it and cycle routeswith gaps in them can be almost worse than noroutes at all. Leaving a cyclist stranded mid-routewith no alternative provision means that in futurehe or she will leave the bike at home and take thecar into work.SECTIONSIX.. page16

Newmarket Road/East Road roundaboutPrimary cycle routesNewmarket Road/East Road roundabout:a major barrier within an important routeC2020Cyclists arriving at the Elizabeth Wayroundabout, linking East Road withNewmarket Road, are met with anintimidating and entirely unsatisfactoryobstacle. The underpass system is anexample of design from the 1960s and1970s which is now extremely dated.It is difficult and time-consuming tomanoeuvre through and also raises realconcerns for personal safety, especiallyat night.If this area were to be designedfrom scratch today an underpasswould probably not even have beenconsidered.The junction needs to be replaced withone which is all on one level and servedby crossings. There are plans to doaway with the underpass and redesignthe junction, but in the meantime it isintimidating and could put new cyclistsoff the idea of abandoning their cars.Bar HillBar Hill: a case-study for improving connections between areasBar Hill is one of a number of areas where cyclists arepoorly provided for and serves as a good exampleof how routes could be opened up.The village has a large population, many of whomwork in Cambridge. Despite this, there is currently noroute provided for cycling between Cambridge and BarHill. The A14 is very problematic for cyclists and thealternatives still involve many hostile fast roads.This is in marked contrast to the new NCN 11 cycle routefrom Great Shelford to Addenbrooke’s Hospital. Althoughthe width of this route is still inadequate, it’s a vastimprovement on the previously available alternatives.There is already a paved route from Bar Hill to DryDrayton and there is a chance to create a cycle routesimilar in quality (but preferably wider) to NCN 11which extends all the way into the Cambridge. Theland on which this route would run is largely farmlandowned by the University of Cambridge but because ofthe Cambridge North West Strategy the area has anuncertain future. It is essential that the route is built beforeuse of the land is changed. It would be welcomed by thepeople of Bar Hill and take cars off the A14.The planned A14 improvements raise the possibility of anew road for local traffic running parallel to the existingroad and it is essential that such work should include thecreation of a cycle route, such as an off-road cycle pathalongside the road. This would be the shortest availableroute into the city and would meet all the cyclists’requirements of speed, safety and convenience.CYCLING2020SECTIONSIX.. Area-wide solutions: Primary cycle routesSECTIONSIX.. page17

SIX.. Area-wide solutions:C2020:Area-wide solutions: Primary cycle routesThe Chisholm Trail: a cycling super-highway“The Chisholm Trail, joiningAddenbrooke’s to theScience Park would attractmany new cyclists, andwould replace many 40-minute car journeys with agreat 10-minute cycle routeand open up many areasThe Chisholm Trail is our proposal fora major new cycleway that wouldrun roughly alongside the railway,joining Addenbrooke’s to the SciencePark and beyond. It would attract manynew cyclists, and make many journeysthat take perhaps 40 minutes by carcycleable in 10 minutes. Reducingvehicle volumes by just 10% results inmuch greater reductions in congestion,as is clear when schools are onholiday.The trail would link the south of the citydirectly with the cycle provision which isbeing created as part of the developmentof the Guided Bus. The proposed trailwould follow the railway through theeast side of the city linking areas of highdensityhousing, employment and leisurefacilities. Hubs such as Addenbrooke’sHospital, the Science Park and the trainstation will all lie on the route, creatinga cycling super-highway.“SECTIONSIX.. page18

Primary cycle routesC2020The Chisholm Trail plan is included in the Local Plan document andin the Demand Management proposals issued in autumn 2007. TheCampaign wants to see a feasibility study done to identify the relevantlandowners, pin down costs and begin to get bodies such as the countyand city councils working to make this vision a reality.As a group, we have been monitoring planning applications to make surethat none of the route gets blocked by a new building. So far we beensuccessful in getting potentially problematic plans altered and the routehas been safeguarded.The route is a great example of a high-profile scheme which will cutjourney times, give people a genuine, realistic alternative to car use andhelp the city cope with the population increases which will take place inthe coming years.SECTIONSIX.. page19ConclusionThe city faces many challenges in the future and we cannot rely on the roadsystem alone to cope with the increased pressure of population growth.While there have been many advances in the creation of the Chisholm Trail and,more generally, a primary cycle route network around the city, there is still a lotof work to be done to make cycling a more viable option than car use.The Campaign would like to see…The Chisholm Trailwould form a shiningexample of nationalbest practice> Mitcham’s Corner and Hills Road bridge to be redesigned to remove gaps and diffi culties inexisting important cycle routes> The Newmarket Road/East Road/Elizabeth Way junction redeveloped with cyclingand walking in mind> The creation of the Chisholm Trail, a cycling super-highway linking the Science Park andAddenbrooke’s via the station> The creation of a route linking the city with Bar Hill> The removal of compromising and/or dangerous points on primary cycle routes““CYCLING2020SECTIONSIX.. Area-wide solutions: Primary cycle routes

SEVEN.. Reducing, managing andC2020:Reducing, managing and taming trafficTraffic…… is the single greatest danger to the cyclist,both in terms of its volume and speed.Cambridge is already heavily congested andmany of its roads are not designed for suchheavy car usage.But it’s not just cyclists who have to stomachthe effects of heavy traffic. All road users,pedestrians, the environment and our city as awhole suffer when traffic is not curtailed.As a result, reducing traffic levels is probablythe biggest challenge facing transport planners,but it must be achieved if we are to encouragegreater cycle use.Traffic planners and decision-makers often fallinto the trap of assuming that the only way tomake cycling safer is through specific provisionfor cyclists. But this could never be achievedcity-wide even if it were desirable. We shouldbe aiming to make the whole road networksafer because this is what cyclists most dependon. Even with the expected increase in cyclefacilities cyclists will, realistically, have to relyon the road network for large parts of theirjourneys.“Making the roadnetwork itselfsafer, especially byproviding more spaceon the roads anddesigning for slowerspeeds, is a key wayto encourage cyclingFor this reason we need to address dangerson the road such as speed, volume of trafficand points where cars may cause an increasedhazard. There is less need to create off-roadcycle routes if we can make the road itself saferfor cyclists.Traffic calming measures need to be put inplace with care and attention and designed withcyclists firmly in mind.The Campaign believes there are a number ofpossible solutions.“SECTIONSEVEN.. page20

taming trafficReducing volumes of trafficTraffic reduction is difficult, but it has been achieved inrecent years through the use of rising bollards in thecentral area and is also being tackled with the promotionof Park and Ride. This approach needs to be continued ifwe are to see a growth in cycle usage.“C2020Both large-scale measures, likecongestion charging, and smallermeasures, like point closures, are theway to encourage cycling and walking“One other way of reducing traffic is through a congestioncharging scheme of some kind. The Congestion Chargein London resulted in a considerable reduction in trafficin the capital and a significant reduction in delays. Acongestion charge offers the potential for solving manyproblems in one go, in particular by freeing up roadspacefor cycling and walking, creating a virtuous circle.Smaller-scale measures are also well-worth consideringand can be extremely effective. Two good examples ofthe kind of intelligent measures which improve life forcyclists are in Petersfield. One is on Gwydir Street nextto the Alexandra Arms, and another at the junction ofThe avoidance of dangerous traffic-calming measuresWe support the principle of traffic being calm – thismeans lower speeds, safer crossing points andfewer rat runs. However, there have been concerns inthe past that some traffic calming measures have had theeffect of putting cyclists at greater danger.Road narrowing is sometimes used as a way of reducingtraffic speeds and one way of making roads narrower isto create a cycle path. Street planners need to make surethat cycle lanes – and cyclists - are not used as trafficcalming measures.Cycle-unfriendly traffic calming can also encourage badbehaviour. Where there are pinch points in the roadwhich make it difficult for cars to overtake cyclists – forexample where there are narrow traffic islands – driversoften react by speeding past the cyclist before the pinchpoint and cutting in front of them. As a result, measuresdesigned to slow down two-tonne vehicles travellingat 30/40 mph often end up being injurious to 70 kgvehicles travelling at 12 mph.“Sturton Street and Kingston Street, where entrances to theroad have been closed to motorised traffic but are opento cyclists and walkers. This means the neighbourhoodis a no-go area for rat runners but gives cyclists a safe,uncongested route across the city.Traffic calming isimportant but mustbe designed in a waythat avoids creatingmore casualties. Pinchpoints, like those onKing’s Hedges Road,have caused all sortsof problems and acollapse in the levelsof cycling“King’s Hedges Road is the most recent example. Wemust see the changes undone that were made in 2006with the Arbury Park development. Instead, good quality,hybrid cycle lanes could be created on the road, so thatwell before 2020 the area could become a cyclingmecca.Another example of problematic traffic calming is theA10 through Harston. This work was completed in 1999and comprises 16 central islands along a mile-longstretch of road. Traffic speeds are reduced as a resultbut cycling is now much more dangerous and unpleasantbecause impatient drivers overtake at the very lastpossible moment before a traffic island. The pavementis poor quality, but cyclists have been forced onto it andnow face cars emerging from driveways and a bumpysurface that makes journeys slow.Another important measure is the addition of gaps at theside of road humps. Humps should be there to slow carsdown, not cyclists.CYCLING2020SECTIONSEVEN.. Reducing, managing and taming trafficSECTIONSEVEN.. page21

SEVEN.. Taming trafficArea-wide residential 20 mph speed limit zonesC2020:Reducing, managing and taming trafficIn general, we believe that residential areasshould be subject to 20 mph speed limits.Excessive traffic speed is the number one factorin dissuading people from using bikes, hardlysurprising when you consider that in a collisionbetween a cyclist and a car travelling at between30 and 40 mph the chances of death or seriousinjury are extremely high. A 20 mph speed limitcould mean the difference between life anddeath, as well as improving the pleasantness ofstreets and providing scope for them being usedmore for recreation.ConclusionTraffic calming and reduction is essential if we areto encourage cycle usage in the future. Speedlimits and traffic calming measures need to bedesigned properly in a way which creates aThe Campaign would like to see…The Campaign is pushing for area-wide speedlimits. These would be appropriate in placessuch as the city centre, built-up residential areaslike Petersfield and new developments such asArbury Park.And it’s important that the limits are area-wide toiron out inconsistencies. Speed limits that changefrom 20 mph to 30 mph and back again on astreet by street basis are very confusing for driversand result in excessive signage.safer and more convenient cycle network. Widecycle lanes are one way to make space on theroads for cyclists whilst at the same time reducingspeeds.> The reduction of traffic as a means of encouraging cycling> The introduction of area-wide 20 mph zones in Cambridge> Traffic calming measures taking full account of cyclists> Total reworking of King’s Hedges Road and other areas like Harston, to become ahaven for cyclists rather than a death-trap> The removal of traffic calming measures which create extra danger orunpleasantness for cyclists> The use of speed cameras to enforce speed limits“Excessive speed is the NumberOne factor dissuading peoplefrom cycling and walking.Simple and understandablearea-wide 20mph and 30mphlimits are needed by 2020“SECTIONSEVEN.. page22

EIGHT.. Legislation and its enforcementAs road culture changes,…… traffic increases and the demands on oururban areas expand, the legislation encompassing roadusers needs to be looked at regularly and in depth, toensure cyclists are being properly served by the law.C2020:Legislation and its enforcement““Much new legislation that wouldbenefit cyclists can only happen at anational level, but local governmentcan help push our case and tryexperimental changes to demonstrateeffectiveness“Enforcement and appropriate penaltiesCould Local Authority transport budgetsbe made to finance police officers withspecific traffic responsibilities?Enforcement of the law against dangerousdrivers on the roads is currently seen by manycyclists as under-resourced and the punishmentsfor causing injury and death too lenient.The laws of the road for drivers are oftenineffectual because the penalties are too low. Wehear all too often in the media of cases wherepedestrians or cyclists are killed but the motoristresponsible is handed a sentence of just a fewmonths.Enforcement of the rules is important for all roadusers. But we need to put things into perspective.The consequences of transgressions by motoristsare likely to be far more serious than those bycyclists. Pedestrian deaths caused by cyclists areabout one every two years nationally. By wayof comparison, 823 pedestrians were killed bymotor vehicles in 2001.Motorists must drive safely, and if they do not doso they must be punished with penalties whichreflect the seriousness of the crime.Many traffic infringements go unpunished.Driving or parking on a mandatory cycle lane,which completely devalues such facilities, is atraffic offence and while this happens regularlyin the city there are very few prosecutions. Thesame applies to cyclists who break the law byriding through red lights, for instance.“There are several areas where small changes in the lawcan make an important difference to cycling safety and,as a result, to cycling levels. There are also concerns thatlaws which are already in place are not being properlyenforced, either because of a lack of resources, a lack ofunderstanding or a lack of will.Much of any new legislation, of course, canonly happen at national level and we need localgovernment to help push our case.There needs to be a high-profile concerted effortto enforce these and other laws, for both cyclistsand drivers. Police need to get the messageacross that motorists who speed, jump red lights,overtake cyclists too closely, harass cyclists andpark on contraflow cycle lanes – such as inDowning Street - will receive warnings in the firstinstance followed by prosecutions if they persist.Improving enforcement, in order to improvetraffic flows and safety of all road users, couldbe much more cost-effective than many largerscaleinfrastructure changes. And introductionof regulatory measures such as speed limits isfutile if no-one will enforce them. There should beconsideration of finding a way for Local Authoritytransport budgets to finance police officers withspecific traffic responsibilities, to ensure a morejoined-up approach.“Greater enforcement of trafficlaws for both cyclists and drivers isneeded, well before 2020“CYCLING2020SECTIONEIGHT.. Legislation and its enforcementSECTIONEIGHT.. page23

C2020:Legislation and its enforcementEIGHT.. Legislation and its enforcementThe image of cyclistsmajor problem for the image of cyclingA is cyclists who flout the rules of the road.There is nothing more likely to damage motorists’opinions of cyclists as a whole than witnessingan individual who causes a road nuisance, jumpsred lights, swerves into the path of traffic or ridesat night without lights.Motorists and journalists tend to tar all cyclistswith the same brush when it comes to ridingillegally. Strangely enough, however, the same isnot also true for law-breaking motorists.Why do some cyclists break the law?SPOT THE DIFFERENCE?One of these can be legally cycled... the other notIn many cases better cycle route provision wouldreduce the tendency of frustrated cyclists tobreak the law. Some cyclists choose to ride on thepavements because the roads are full of speedingcars, cycle lanes are blocked by parked vehiclesand riding on the road would mean weaving inand out of parked cars.Cyclists may be put in a position where theybreak the law because the alternative is neithersafe nor convenient. Parents riding with childrenon pavements carefully, for instance, indicatehow the general road environment needs to bemade safer in many areas.It’s worth noting that in countries like theNetherlands, where cycle provision is excellent,there is very little illegal cycling. Also that sincethe cycle ban was lifted in Cambridge city centre,The level of policing againsterrant cycling must increase. Butplanners have a responsibility forreducing levels of lawlessness bycreating a road environment thatmeets cyclists’ real needsEven cyclists who uphold the law get abused bymotorists who feel they should be using off-roadfacilities where those exist. However, the 2007court case involving cyclist Daniel Cadden hasupheld the right of cyclists to use the road evenif there is an off-road (and often inadequate)cyclepath nearby.Mr Cadden managed to overturn a convictionfor riding inconsiderately when he chose to rideon the road instead of a nearby cycle path. Theappeal judge told Shrewsbury Crown Court thatMr Cadden was as entitled to use the road asanyone else and in doing so was not causingdanger to any other road users. This is reflectedin the new version of the Highway Code.Enforcement, handled fairly, and education areboth needed to make errant cyclists understandthe wider consequences of their actions.“It is no co-incidence that incountries like Holland, wherecycle provision is excellent, thereis very little illegal cycling““Eradicating the ‘Blue sign on apavement’ view of cycle provisionby 2020 will reduce confusion aboutwhere people can cyclethus improving the provision enormously, therehave been very few problems.Like car drivers, cyclists do not take well to badlydesigned infrastructure, rules which appeararbitrary or pointless, and inconvenient andconfusing signage. All these factors are likely tocontribute to a cyclist’s inclination to break thelaw.Rather than shifting the blame, councillors whoapprove pavement-based cycleways against ouradvice must take some responsibility for causingillegal cycling. Often it is not clear which stretchesof pavement are shared use and it can be hard toknow whether a pavement is shared use or not.We need to see a rethink from decision-makers toensure that cycle provision is instead high-qualityand really meets people’s needs.“““SECTIONEIGHT.. page24

C2020Changes to legislationSome traffic lights could also be reworked to benefitboth cyclists and pedestrians. The Downing Street/St Andrew’s Street junction is a classic case where thecontinental style “left on red” system could be tried.This is where cyclists may turn left if no pedestrians arecrossing, and works very well abroad.Naturally, cyclists must stop and give way to vehicleson the crossroad and crossing pedestrians beforecompleting their turn, but often there is little reason why acyclist – who does not take up a large amount of space– could not turn left safely through specific red trafficlights, if legislation were to permit this, as is often the casein Holland and other areas.The same could be true where cyclists presently waitat red lights whilst all pedestrian phases have a green.Allowing cyclists to turn and/or cross at the same timewould make large junctions such as Silver Street/Queen’sRoad safer for those on two wheels and clear the way forthose on four.We believe that there is a strong case for both laws tobe changed.LiabilityIssues surrounding the enforcement of traffic lawswhere cyclists are involved in collisions with cars arecomplicated.In the Netherlands traffic legislation there places theonus firmly on motorists when it comes to liability, unlessit can be proved the cyclist or pedestrian was at fault.ConclusionLegislation affecting motorists and other road usersis always a contentious issue. But reducing dangerson the road is an important aim for anyone seeking toincrease cycle use and where this can only be doneThe Campaign would like to see…In the Netherlands, motorists areassumed to be liable in the event ofa collision unless shown otherwise.A change in the UK law should beconsidered also, because it wouldtransform safety on the roadsThis kind of change in the law could make a majordifference to the way motorists behave. The issues needto be aired and a properly informed public debate needsto be had so that we can assess whether such measurescould be introduced on UK roads.through stricter enforcement or new, tougher laws, adebate must be had and difficult decisions must be madeby politicians.> The law changed so that cyclists are able to turn left at some red traffic lights provided they giveway to traffic and crossing pedestrians, as in Holland> Better and stronger enforcement of existing legislation – for both motorists and cyclists> Tougher penalties for drivers who put cyclists in danger> A public debate on liability issues concerning collisions between cyclists and motorists““CYCLING2020SECTIONEIGHT.. Legislation and its enforcementSECTIONEIGHT.. page25

NINE.. Cycle parkingCycle parking…C2020:Cycle parking… is an essential tool in encouraging cycle use,reducing pavement obstructions and fighting thescourge of cycle theft. Cambridge is currentlythe worst UK city for bike theft outside London,according to a Halifax Insurance survey.Whether it’s the city centre or the suburbs,there is still the assumption that when it comesto parking, the car is king in Cambridge andprecious little thought is given to providing cycleracks.In one car parking space, you can supplysufficient bike parking to solve the needs often people, as ten cycles can be parked in thespace required to park one car. This has to bea better use of our limited parking areas. Cycleparking is easy to use and if people know theywill have a secure, easily accessible place tolock a bicycle wherever they go then it willprovide them with an incentive to give their car amiss and use a bike instead.There seems to be a mindset amongst some CityCouncillors that cyclists have a much lower statuswhen it comes to the provision of parking spacesthan motorists, despite the positive role cyclingplays in the city’s transport system. The planningauthorities seem to think it is inconceivable evenoccasionally to take away car parking spaceand create cycle parking space in its place,but this is exactly what needs to be done inCambridge.“Cycle theft is more than 10%of recorded crime. New cycleparking needs to be suppliedall across Cambridge. The eraof bikes against a wall must beended by 2020Increasing cycle parking provision is not anexpensive proposal. A stand for two bicyclescosts around £100. The key barrier instead isthe need to change the mindset that cycles canjust be left against a wall.We’ve taken Romsey as a good example of theproblems that cyclists face and offered somepossible solutions. >“SECTIONNINE.. page26

C2020RomseyRomsey>In Romsey cars are regularly parkedon both sides of the road, oftenon the pavement. Pavement parking hasbeen permitted for some time and in somestreets white lines have been painted onthe pavement to delineate parking spacesleaving a gap of one metre between thecar and the house.Where wheelie bins are left on thepavement, parents with pushchairs arefaced with major difficulties and are oftenforced to walk in the road. This systemalso takes no account of the need forcycle parking outside the front of people’shouses.“Introducing secure cycleparking into areas likeRomsey is a matter of bothequity and encouragingpeople to use bicycles“While almost all the street, and half thepavement as well, has been given over tothe need for car parking in the area thereis almost nowhere to park a bicycle. Thisdoes little to encourage cycling and needsto be eradicated. Cyclists should receive thesame provision as car drivers in this area:being given convenient and secure parkingspaces.The solution here is to remove a few carparking spaces annually and install cycleracks in the freed-up space. This is a matter ofboth equity and encouraging people to usebicycles. Such a change should be prioritisedin places where the pavement is narrow andthere is insufficient space for people to walkeasily.CYCLING2020SECTIONNINE.. Cycle parkingSECTIONNINE.. page27

NINE.. Cycle parkingCycle theftCycle theft is a very real problem in Cambridge andgood quality cycle parking can go a long waytowards deterring the thieves. By not increasing cycleparking provision city councillors are allowing cycle theftto remain at its current high level. The 6,693 cycle theftsrecorded between 2001 and 2004 made up 13.5% of allcrime in the city during that period so it is clearly a seriousissue and needs real solutions.“The lack of cycleparking results in theft,inconvenience forcyclists, and obstructionsfor those walking. Thiscould be reversedby 2020 to makeCambridge a safe havenfor bicycles“C2020:Cycle parkingTo take an example, the City Council’s East AreaCommittee found in August 2007 that the 54 reportedcycle thefts in the Petersfield area during the previous twomonths made up 27 per cent of all the crime in the ward.This is hardly surprising given the almost total absenceof any cycle parking facilities in the ward. Compare thiswith the massive numbers of car parking spaces which areassumed as a right for local residents, and the problembecomes clear.With a lack of decent cycle parkingfacilities we often see peoplelocking their bicycles to everythingfrom railings and drainpipes tolampposts and bus stops as wellas lining the walls of houses alongterraced residential streets. Thisis inconvenient, and sometimeshazardous, for pedestrians,obstructing their route withobstacles.SECTIONNINE.. page28

“C2020Ensuring that developersprovide plenty of convenientcycle parking will preventfuture problems andappropriately value thecontribution that cyclingmakes to the city“New developmentsAdequate cycle parking needs to be included inevery new development built in Cambridge. Manydevelopers are failing in their duties to provide adequatecycle parking facilities with their sites and the planningauthorities have sometimes done little to tackle this.Many new developments planned for the city are nottaking the provision of cycle parking seriously. Proposalsare regularly being brought to the city council’s planningcommittee with insufficient cycle parking spaces, andoccasionally with a reduction in the number of cycleparking spaces already there. For instance, the plans forexpansion of the Lion Yard shopping centre include noshopper cycle parking, a disgraceful flouting of the CityCouncil’s Cycle Parking Standards.More pressure needs to be put on developers to meet thestandards laid down in planning guidelines regardingcycle parking and there needs to be swifter and tougherenforcement against those who fail in this regard.The Campaign would like to see…> One or more car parking spaces given over to cycle parking in each existing Cambridge street- about one space for every five houses, to start with> More cycle parking in residential areas and the city centre and at workplaces and shops.> The abolition of “pavement car parking”> The City Council enforce their own agreed Cycle Parking Standards in every new residential andcommercial developmentCYCLING2020SECTIONNINE.. Cycle parkingSECTIONNINE.. page29

TEN.. Good design in cycle crossingsC2020:Good design in cycle crossings…cyclists are real road users and should betreated as such. Unfortunately, when it comesto crossings in Cambridge, this does not alwaysapply. Not all are of high standard or suited tothe high levels of bike usage.Equal treatment for cyclists at junctionsThe Lyndewode Rd junction in Cambridge is anexcellent example of a cycle route facility thathas been designed to the same principles as anormal traffic junction. There are no buttons topush and cyclists flow freely.Cyclists approaching a junction require the samewarnings and notifications as a motorist would.This means being able to see clearly as theyapproach whether they can cross the junction orwhether they need to stop, so that they can adjusttheir speed accordingly.Traffic lights for cars are positioned so that driverscan look straight ahead in the direction they aregoing and the same should be true for cyclists.Equally, it is inappropriate to ‘box in’ cyclists ormake them undertake a crossing in two stages.‘Cages’ such as the ones on King’s Hedges Roadby Arbury Park make life difficult for pedestriansand cyclists alike and almost impossible if thebike has a trailer attached.Just like drivers,…“Making crossings easier touse will make cycling easierand more free-flowing,and reduce conflict withpedestrians“Every cycle crossing inCambridge should be wide,detect cyclists, and giveplenty of crossing timeWe believe the ban on cyclists turning at parallelcrossings like Gonville Place is inappropriate.Turning is considered to be acceptable at toucancrossings so we see no logical reason why thesame should not be so at parallel crossings. Atrial removal would confirm that this outdatedregulation could be scrapped.Crossings in the Netherlands and Belgium aremuch more cycle-sympathetic and there’s noreason why we shouldn’t replicate their approachhere.““SECTIONTEN.. page30

C2020Contrasting designsContrasting designs: Gonville Place vs. Queen’s RoadWhen the crossing on Queen’s Road was upgraded,it resulted in an excellent facility which segregatescyclists and pedestrians, offers a wide unencumberedcrossing area and detects cyclists automatically withoutthe frustrating need to stop, press a button and wait.By contrast, when the Gonville Place crossing wasreplaced in 2006, there were many complaints. The newcrossing did not segregate pedestrians from cyclists, therewas no automatic detection of cyclists, there was no visualindicator on one side of the road and the sheer numberof posts put in place was hazardous and unnecessary.This was a clear case of an off-the-shelf Department forTransport design which did not fit the area. Pressure fromthe Campaign resulted in these design faults having to becorrected, at public expense.With joined-up thinking, it should be possible to createcrossings in Cambridge that use up-to-date technologyand the best design for the area, to facilitate the smoothflow of cyclists and walkers.The lesson here is clear: crossings must be designed tofacilitate high levels of cycle usage.Detector loopsDetector loops should be the norm at cycle crossingsin the city. They should be used in the same way thatthey are used on the road, except where there is a riskthat they will be frequently triggered by accident.If the system detects cyclists on approach and changesthe lights accordingly instead of requiring cyclists toThe Campaign would like to see…> Crossings for cyclists created using continental-standard,best-practice designs, as in this Netherlands example >>>> Cycle facilities created for convenience rather than justsafety> Cyclists given the same level of importance as driverswhen designing crossings> A trial removal of the turning ban at parallel crossings> The introduction of detector loops as the norm at cyclecrossings“Detector loops - entirely common at roadjunctions - should also be the norm atcycle crossings in the city, to help makingcycling more effortlessstop and press a button then there will be less delayto the rider, cycling will become more convenient andthis will have the knock-on effect of encouraging cycleuse. Minimising waiting times will also deter cyclists fromjumping the lights.“CYCLING2020SECTIONTEN.. Good design in cycle crossingsSECTIONTEN.. page31

6000 new homes by 2016(a further 2000 by 2021)1150 homes by 2016Guided BuswayGuided Busway on-road routeGuided Busway stopsRoadExisting housing1780 homes by 2016900 homes by 2016ArburyParkMonsanto DevelopmentTrumptington1230 homes by 2016CambridgeRegionalProposedChestertonRailwayStationCity CentreRailwayStationAddenbrookesHospital(a further 2000 homes by 2021)1750 homes by 2016(a further 650 homes post 2016)ELEVEN.. New developments aroundC2020:New developments around CambridgeCambridge…… and the surrounding area will soon comeunder immense pressure from several newresidential developments which are either beingplanned or built. From the Southern Fringe inthe south to Arbury Park in the north, Marshall’sAirport site in the east and Northstowe in thewest, the next few decades will see a majorincrease in housing, people and traffic.The cyclist as decongestant“Our own paper Cycling in NewDevelopments, intended as apractical guide for developers,outlines in more detail howbest to provide for cycling inthe new developmentsWhat needs to be taken on board when planningthese developments is that a small increase in theamount of traffic on the roads can result in major delays.Studies have shown that if peak traffic in the city could bereduced by 10% then delays would be reduced by upto 90%. So the effects of adding another 10% onto thecurrent totals could clearly be catastrophic.“see: www.camcycle.org.uk/planning“The new developments offera clean sheet of paper todesign cycle-friendly places“Transport authorities anddevelopers have a fantasticopportunity to learn from themistakes of the pastLongstantonNorthstoweTransport authorities and developers have afantastic opportunity to learn from the mistakesof the past. New developments do not suffer thesame space constraints as the existing city streetsand therefore there is an enormous opportunityto create a cycle network that will make agenuine difference to the way people travel andcommute.OakingtonA14A428MadingleyA1303CotonProposed/plannednew housingHuntingdon/Madingley RoadM11HistonImpingtonGirtonArbury CampHuntingdon/Histon RoadA603SouthernFringeA10A1309B1049College Science ParkA10MiltonNorthern Fringe EastSewer works, 300 homes by 2016Northern Fringe EastChesterton Sidings 600 homes by 2016Fen Ditton A14Cambridge EastA1303 North of Newmarket RoadSouthern FringeBell School, 210 homes by 2016Southern FringeClay Farm/Show Ground, 2350 homes by 2016Southern FringeGlebe Farm, 230 homes by 2016A1307Cambridge EastCambridge Airport 7150 homes post 2016Cambridge EastNorth of Cherry Hinton 1450 homes by 2016Cherry HintonProposed housing developments to 2016Money invested in good-quality cyclingprovision will produce great benefits forall. If people are supplied with goodalternative transport provision, manyof them will take up the opportunity,decongesting the roads for all users.There is much useful guidance wherecycling is concerned in the planningdocument, the Cambridgeshire DesignGuide, although there are some areaswhich the Campaign believes shouldbe added. This should include someof the points made below on cycleparking, hybrid cycle paths in newdevelopments and the active promotionof Home Zones.““SECTIONELEVEN.. page32

CambridgeMaintaining levels of cyclingCycle use in Cambridge is ahead of other UK centres,but Cambridge’s love affair withthe bicycle is almost a quirk of socialhistory. There is a culture of cycling inCambridge which stretches back manyyears and has been passed down thegenerations. Today, cycling has simplybecome the accepted norm for manycity residents.The proposed increase of almost 50,000new dwellings in the Cambridge areaover the coming years, equates to around125,000 people. Even at an optimisticcar ownership ratio of one vehicle perhouse the prospects of gridlock are alltoo real.“C2020It is important that we maintain the city’sunique cycling culture by encouragingnewcomers to the area to cycle, both byproviding a cycle-friendly roadlayout and by providing otherincentives like trainingThese new homes bring new people tothe area, people who may not necessarilyhave the same predisposition to cycle asthose who have lived here for many years.It is important that we maintain the city’sunique cycling culture by encouragingnewcomers to the area to cycle, both byproviding a cycle-friendly road layoutand by providing other incentives liketraining.“Designing in best practiceWhen new developments are built they need to create an environmentwhere cycling is the natural choice. When travelling from A to Bthe majority of the population will use whichever form of transport is themost convenient and they will do it in the way which is easiest for them.Local authorities can try to persuade and cajole people into cycling asmuch as they like, but if there is a barrier to cycle use then they will fighta losing battle. With direct routes, shortcuts linking different areas, lowertraffic speeds, convenient access and a more pleasant environment,cycling will become the natural option for many people and part ofeveryday life.Creating cycle-friendly streetsCreating roads from scratch should make factoringin cycle-friendly routes easy. Every new cycle lanealong the main ‘spine’ streets should be at least 2 metreswide. There is no excuse for less than this, given that thedevelopers have effectively a clean sheet of paper onwhich to design cycle-friendly places.In new developments, cycle lanes and other cyclingspecificinfrastructure should not be necessary on the localstreets, as the road network should be made sufficientlycycle-friendly from the start. This means keeping trafficDevelopers need to be challenged on the generally held view that newresidents will not cycle more than 5km – many people in Cambridgeregularly commute this distance and further every day. In some planningapplications the traffic modelling seems to assume that people will notcycle this distance and thus downgrades the importance of providingdecent cycling infrastructure.speeds low and avoiding obstructive car parking and ratruns.However if cycle-specific infrastructure is needed thendevelopers should rely on on-road cycle lanes whichhave priority over side roads. An ideal model is thehybrid cycle lane (see page 5) which is on-road, givingcyclists the usual visibility and priority over side roads,but with a physical demarcation between the cycle laneand the carriageway.CYCLING2020SECTIONELEVEN.. New developments around CambridgeSECTIONELEVEN.. page33

ELEVEN.. New developments aroundArbury Park: missed opportunityC2020:New developments around CambridgeArbury ParkThe Campaign believes that Arbury Park was amissed opportunity for developers to make afresh start for cyclists. The area is currently underconstruction and while provision within the newdevelopment itself appears to be heading in theright direction (according to the plans), the areaaround it is extremely unsafe for cyclists. Thereare pinch points in the roads leading up to it andcyclists must negotiate several crossings.The problem has occurred because of the carcentricchanges made to King’s Hedges Roadwhich borders the development. There is little pointin creating a cycle-friendly enclave if it is isolatedfrom the rest of the city by cycle-unfriendly roadsand junctions. King’s Hedges Road was a realmissed opportunity but could be transformed intoa cycle-friendly mecca with political will.Car and bicycle parkingIf it is simpler and easier, and seen as safe and convenient,to jump on a bicycle for a five-minute journey to the shopsrather than using a car then that is what people generallywill choose to do.There should be secure, covered cycle parking near thefront doors of new houses – not round the back in aninaccessible garage, while car parking should be furtheraway and largely out of sight.As for shops within new developments, it is importantthat good-quality cycle parking is designed in, and thatit is every bit as convenient and well designed as the carparking. This means there must be enough cycle parkingspaces, they must be located close to the destination andthey must be visible.“Cycle parking near the frontdoors of new houses willhelp make going by bike thelogical choice“SECTIONELEVEN.. page34

CambridgeC2020Home ZonesHome ZonesChildren playing football in The Dings, a Homezone in Bristol: J Bewley / SustransUnder the Transport Act 2000 local authorities havethe power to designate Home Zones in certainareas. In these areas they can implement Use and SpeedOrders which allow local residents to define how theywant the roads near their homes to be used and whatspeed limits should be set.The idea was developed in the Netherlands in the 1970sas a way of reclaiming the streets from domination bycars. Home Zone design attempts to strike a balancebetween traffic, pedestrians, cyclists and leisure use ofopen space. There are currently Home Zones in Ipswich,King’s Lynn, Plymouth and Croydon.The Campaign wants to see Home Zones become partof new developments in the Cambridge area, thoughmany of the principles we outline above are very HomeZone –like, even without such designation.Creating a people-friendly environment by reducingcar speeds is a key part of the concept. Even withoutany specific cycling facilities the reduction of trafficspeeds removes a major barrier to cycling. A majorproblem with the implementation of Home Zones is theinadequate guidance coming from the Department forTransport, which the County Council is in a good positionto pressure to fix.“UK legislation needs to beoverhauled to make HomeZones much easier toimplement“ConclusionWithin the centre of Cambridge it is sometimes difficultto create new cycle-friendly provision, because ofthe challenges of reallocating space. But with newdevelopments there is a clean sheet and the transportauthorities and developers need to use this opportunityto get things right from the very beginning.If residents arriving in new developments are offereddirect, convenient cycle routes and a positive environmentfor cycling then the bicycle will become the naturalchoice as a means of transport. New residents should beThe Campaign would like to see…encouraged, with vouchers for bike shops, cycling classesand so on, to do without a car, or at least only one perhousehold. Public transport provision is vital for this aswell as cycling, and cycle parking is also essential.> The creation of direct, convenient cycle routes as part of each new development> Cambridge’s unique cycling culture actively maintained> Cycle lanes in new developments at least 2 metres in width> Cycle-friendly local streets> Cycle facilities in Arbury Park joined up to the rest of the city with good and safe routes> The avoidance of excessive car parking in new developments alongside better, morevisible cycle parking> Home Zones becoming an integral part of city planning> Measures to encourage new residents to manage without a car or with only one carper householdRead our guide, Cycling in New Developments, availableon our website, for more information and practical guidance.“With thought and imagination we candesign increased cycle use into newdevelopments and help encouragethe kind of cycling culture which makesCambridge such a unique citysee: www.camcycle.org.uk/planning“CYCLING2020SECTIONELEVEN.. New developments around CambridgeSECTIONELEVEN.. page35

C2020ConclusionWe hope that Cycling 2020 has helped demonstrate what couldbe done for cycling in Cambridge. We suggested a range ofprojects, chief amongst them the Chisholm Trail (page 18), thatneed to be undertaken in order to transform cycling by 2020.Whilst all road users encounter problems of various sorts on theroads, it is cycling and walking which, unlike driving, we should betrying to increase. For this reason alone, it makes sense to allocatereal resources – particularly road space – to cycling.Furthermore, with the right kind of promotion, putting resources intocycling should be popular with car drivers, because it benefits theirjourneys too.We need to aspire to the standards of Holland and other continentalareas in raising the profile and status of cycling. Through investmentof time and money, and a change in current mindsets, Cambridgecan get ever more people on their bikes, and to make things easierand more pleasant for those who are already cycling.Please take a look round the wide range of resources on ourwebsite. We have thousands of images, articles and other resourcesand briefings, which further demonstrate the problems – but alsosolutions – for cycling in Cambridge.CYCLING2020We invite your comments and look forward to working with thewhole range of stakeholders in Cambridge and its surroundingarea, to make Cycling 2020 a reality.CYCLING2020CONCLUSIONCONCLUSION.. page36

published byCambridge Cycling Campaigntext prepared byoriginal photography and graphic designCYCLING2020justin coleman2up© held by the respective originatorsCYCLING2020

Cycling Campaign www.camcycle.org.ukJustin Colemanwww.thebluegrapecompany.co.uk2up Limitedwww.2upltd.co.ukAdditional photograph/text contributions from:Klaas BrumannTim BurfordDavid EarlMonica FrischDavid HembrowMartin Lucas-SmithClare MacraeSimon NuttallC2020CambridgePublication funded with grateful thanks to an anonymous donor