This CTC publication (issued in 1995) describes examples of best practice in the UK and continental Europe. The report summary and briefing are provided below.
Results
Cycle use in Britain has the potential to quadruple.
Safety and convenience are key factors in establishing cycling as a popular transport option.
Some continental towns have achieved dramatic increases in cycle use. These case studies show that cycle routes alone are not enough to boost cycle use. They also show that priority for cycling supported by traffic calming, parking controls and links to public transport can change travel patterns and meet transport and environmental objectives.
These are the findings of the 1995 CTC Study of Best Practice. Translating Best Practice into cycle use in British towns will require:The Study
The CTC concludes that, as there is widespread agreement on cycling policy, it is important to examine the best way of putting this into practice. To this end we have looked at British cities which have already undertaken work on cycling - and at some of the Continental success stories, where Cycle Planning is further advanced. Though each location is different, common themes emerge to offer a 'blue print' for action.
Some British towns and cities already have a significant number of cycle journeys. Percentage of trips to work by bike at the last Census included:
Other Cities have set targets to increase cycling's modal share of trips. Among them are:
To help assist this target-setting process the CTC has developed modelling, which looks at the way hilliness, urban patterns and cycle safety affect cycle use. In this way it is possible to predict the potential for cycle use in any town. Among the urban areas we have studied are:
| Town | Description | Current % of trips within the Borough |
Theoretical % of cycle trips (if accident rate by cycle halved) |
| Birmingham | Reasonably flat |
1.7% |
6% |
| Bradford | Very hilly |
0.9% |
3% |
| Colchester | Moderately hilly |
7.0% |
15% |
| Leicester | Moderately hilly |
4.0% |
11% |
| Nottingham | Hilly |
3.2% |
9% |
| York | Reasonably flat |
21.9% |
27% |
More dramatic improvements in safety in line with Continental experience would realise greater increases in cycle use.
Continental success stories
But how did we achieve these increases and the benefits that accrue? Continental experience is revealing because significant increases in cycle use have been planned and realised. This action is partly because a 'culture of cycling' has been established, but mostly because higher car ownership than in Britain has caused the 'environmental crisis' to arrive earlier, Ways of tackling this crisis, which includes ambitious urban cycle strategies, are indicative of policies Britain could pursue.
Some of the Continental examples are relatively well-known. They include:
Some town centres have spectacular cycle flows:
Other successes are equally impressive. Austrian and Swiss cities have implemented cycling as a means to combat air pollution. Italian cities are starting to promote cycling as a cure for congestion. Historic cities from Delft to Krakow are closing their centres to car traffic but continuing to allow cycle access. Even large cities such as Munich have increased cycling's model share from 6% to 15%. In a total reversal of cycling's previous negative image, it is the most prosperous and progressive cities which are the most enthusiastic to achieve more cycle use.
Some case studies at a glance:
| City | Population | % journeys by cycle (City Centre) |
Increase in cycle use (over time) |
Main traffic measures |
| Basel |
172,000 |
16 |
8-16 (1970 - 1990) | Tram priority, traffic restraint, cycle network (city wide). |
| Graz |
240,000 |
14 |
7-14 (1979 - 1991) | Pedestrian measures, parking reduction, traffic calming, cycle parking and signing. |
| Hanover |
550,000 |
16 |
9-16 | Land use planning, traffic calming, cycle routes (450 km), car parking control. |
| Munster |
280,000 |
43 |
29-43 (1981 - 1992) | Quality cycle routes, traffic calming, links to public transport. |
| Delft |
80,000 |
43 |
40-43 (1982 - 1985) | Compact land use, traffic cells, complete cycle network. |
Conclusion
Best Practice summarises the achievements of UK and continental policies, Although every place has its own characteristics, it is possible to highlight a number of key findings. These are:
Accordingly, Best Practice concludes with detailed recommendations for change. Central to these are that Britain needs a 'National Cycling Strategy' and coherent local policies. By drawing on the 'best of the best' the full study report aims to speed up the actual implementation of new pro-cycling policies and achieve higher levels of bicycle use.
The Policy Context
The bike is back. Cycling as a mode of transport has returned to favour, with national government and with local councils. As debate continues over the best way forward in solving Britain's transport crisis, cycling has emerged as one of the main modes to promote. Its advantages are such that it can become a major contributor to new environmental objectives.
The Cyclists' Touring Club (CTC) has previously published two major pieces of research on the benefits of cycling. 'Bikes not fumes' showed how a shift away from short car trips to bike use could bring significant reductions in toxic vehicle emissions. 'Costing the benefits' showed the role increased levels of cycling could play in:
Meanwhile the British Medical Association have published 'Cycling Towards Health and Safety', showing how regular exercise such as cycling decreases stress, heart disease and respiratory problems.
The latest National Travel Survey confirmed once again that most of all journeys are very short: 72% under five miles, 50% two miles or less. The potential for more cycling is considerable.
All of these points were strongly endorsed by the Royal Commission on Environmental Pollution in its ground-breaking 1994 report on Transport. The Commission called for:
National government has responded to these changed perceptions. The Departments of Environment and Transport have stated that: "The level of cycling in the UK is significantly lower than that in a number of countries which have taken steps to make cycle attractive as a means of everyday transport." (Source: Planning Policy Guidance 13, March 1994)
In June 1994 the Department of Transport (DOT) issued a 'Cycling Statement' saying, "Cycling is an important form of transport. It is economical and efficient for local journeys, environmentally friendly and healthy." Local authorities developers and employers were urged to do more to help the Department promote cycling. More money was allocated to cycling through the TPP and Package Bid systems, and work began on major projects like the 1,000-mile London Cycle Network.
The CTC conclude that what is required next is the further development of the Package Approach to transport funding and work towards a 'National Cycling Strategy'. This would involve closer liaison with local government, business, public bodies, public transport operators and cycling groups, to promote the many aspects of bike use.
The full report, More Bikes - Policy into Best Practice, is published by the Cyclists' Touring Club (August 1995) and copies are available at £10 (£5 to CTC members, free to CTC Corporate Affiliates).
The full report includes:
More Bikes - PoIicy into Best Practice is essential reading for:
The survey of Best Practice was carried out by the CTC with support from the Rees Jeffreys Road Fund.
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