CYCLING

3.1

Cycling still has major untapped potential to make a significant contribution to a sustainable transport network. Cyclists are another priority group and this status needs to be reflected in the consideration of all major development/transport policies and projects.

3.2

The Council is already active in promoting cycling by:

• the implementation of the London Cycle Network and Thames Cycle Route. Full route continuity will be a prime objective
• use of other measures to assist cyclists and integrating their needs in the design of highways and transport schemes e.g. exemptions from traffic management controls, use of bus lanes, cycle lanes and shared use paths. Red Routes, toucan crossings, advance stop lines at junctions.
• the provision of secure cycle parking in town centres and at major attractors e.g. civic buildings, rail stations. These should be sufficient in number, safe and in well lit areas.
• liaising with local cycle groups.
publicity and lobbying.
• securing cycle parking, cycle routes and developer contributions to cycle networks including a provision for safeguarding on consideration of major planning applications.
the provision of cycle lanes/priority measures in road schemes e.g. Woolwich Road Widening- Again, route continuity is a prime objective.
• the provision of cycle routes through parks and open spaces.

3.3

These initiatives need to be sustained and extended. However, there are also other measures that need to be adopted to provide for cyclists:

• signing a route needs to be followed quickly by the implementation of further measures such as cycle lanes. Otherwise there is a danger that provision for cyclists may be seen as more apparent than real if only signing is done.
• there needs to be a more innovative approach to cycle lane provision, including a more rigorous re-allocation of road space. Measures to be pursued would include further off-street/pavement parking (where practicable) in association with cycle network provision; advance Stop tines for cyclists at junctions; designating car parking bays further into the main pan of a highway so freeing up space at the kerb edge for a cycle lane/or the reverse arrangement i.e. cycle lane designation in the main part of the highway beyond designated parking areas at the kerb edge, (an example of this is Charlton Road).
• a requirement in the development of major sites that proposals show the pedestrian, cycle, public transport network first: with highways provision to follow and designed to accommodate these other networks. Thamesmead Urban Village and Millennium Village are specific examples where this order of planning should be pursued.
• routes to, and cycle parking at schools, should be given additional priority - greater publicity and programmes for cycle training, particularly targeted at schools.
• provision of cycle parking, changing and showering facilities, particularly on consideration of major planning applications.
• an allowance in all highways and Other schemes undertaken by the Council that the needs of cyclists must be recognised and expressly catered for, the scheme explicitly indicating how this has been done.

3.4

Targets for increased cycling will be set by the Council to guide and monitor delivery of improvements to cycle provision.

5

TRANSPORT THEMES

Introduction

5.1

This Chapter outlines the Council's proposals for inclusion in the current and future works programmes. These have been presented in the "Policy Context Matrix" format as illustrated in Table 5 of the Mayor's IUP Guidance - "Transport Topic Headings and Projects". Separate Policy Context Matrices (PCM's) have been prepared for the seven areas identified in Chapter 4: Pan: B - "Area Analysis", each with its own particular themes and 'wish-lists', namely:

• Waterfront Regeneration Area
• Thamesmead - 1960's Planning
• Kidbrooke/SRBS Area
• Greenwich Heritage Area
• Woolwich Revival
• Eltham - Consolidation
• Remainder of the Borough

5.2

Against each scheme in the appended PCM's are references to the relevant 'Key Priorities', 'Policies' and 'Proposals' from the Mayor's Draft Transport Strategy. The PCM's also provide a brief description of the works and the expected source of funding where this has been identified. The following dialogue describes the various 'Transport Themes' and 'Topic Headings' under which the schemes have been categorised, adding support to the Councils' current spending programmes and priorities.

5.3

Pan London Schemes
Within the "Pan-London Schemes" theme, the PCM's identify proposals under the following transport "Topic Headings":

• London Cycle Network (LCN)
• London Bus Priority Network and London Bus Initiative (LBI)

5.4

London Cycle Network (LCN)
This Council supports the implementation of the London Cycle Network (LCN) as pan of a strategy by all the 33 London Local Authorities and Transport for London (TfL) for a sustainable integrated transport system across London. The LCN is fully supported by the Government, the Mayor of London and the Association of London Government. The whole of the Network is programmed for completion in 2005.

5.5

Background
A London Cycling Strategy was launched by LPAC/London Pride Partnership in October 1997. this includes a number of targets, in particular that by 2012 the number of trips in London made by cycle should increase from the present two percent to ten percent- The Government';; New Deal for Transport (2000) strongly supports cycling and has a target of tripling cycle usage in its ten-year plan from 2000 to 2010. The Mayor's Draft Transport Strategy (2001) proposes a framework to guide the development of cycling initiatives in consultation with the boroughs. The LCN is the key capital investment in London taking these strategies forward to meet the targets. In addition the London Strategy provides for a forum with business and users to co-ordinate action by both the private and public sectors in promoting cycling.

5.6

Aims and objectives of the LCN
The aim of the LCN is to provide a network of safe convenient and conspicuous cycle routes linking residential areas with all the major centres of employment, retailing, leisure and transport across the capital. Routes will be suitable for use by cyclists of all age groups and provide both for longer distance journeys across London as well as parts of local journeys.

5.7

With the majority of all journeys being under five miles, provision for cycling forms a major part of the initiatives to reduce road traffic levels, accidents, and to improve air quality.

5.8

The LCN will be 3,000km in length and includes the Thames Cycle Route, Lee Valley and Waterlink Way arms of the National Cycle Network.

5.9

Co-ordination with Other Authorities
Responsibility for the implementation of the LCN rests mainly with the London Local Authorities, as most of the network is to be provided on borough roads and in borough open spaces. Transport for London is the main provider of funds and resources. Completion of the network is by co-ordinated programmes with other agencies such as Transport for London, London Bus Priority Network, the Royal Parks and British Waterways. Hosting of the LCN is currently by the lead authority the Royal Borough of Kingston upon Thames, but discussions are taking place regarding the possible transfer of the responsibility to TfL or another London borough.

5.10

The voluntary organisations, in particular Sustrans, the London Cycling Campaign and CTC (Cyclists Touring Club) are active contributors to the development and promotion of the network.

5.11

The Package Bid Approach
The package bid is made by the London Authorities with administrative arrangements through sector working, in a similar way to that for the London Bus Priority Network. Sustrans act as project manager for the Thames Cycle Route as they are generally responsible to the Government for co-ordinating the National Cycle Network. The LCN Package Bid implementation is overseen by the LCN Steering Group that meets quarterly and comprises the 5 Sector Leaders, Sustrans, Transport for London, and the London Cycling Campaign. Details of the LCN package bid are in the separate ILIP submission prepared by Kingston - this will also give details of schemes/bids for Greenwich Borough.

5.12

Financial Background
LCN funding is now in the form of grant, direct from TfL rather than Supplementary Credit Approval (SCA) from Government Office for London (GOL) as was previously the case. Following fast year's increased Bid. for improved quality routes the total cost of the LCN is now about £f00m, with £S3m being funded from the LCN Package Bid. The difference is funded by highway authorities, private developers and a number of other sources.

5.13

Progress
The Project Management and Sector working procedures are well established. A comprehensive range of cycle measures have been introduced over the past six years in the boroughs and 1,500km of route are now available for use.

5.14

A number of high standard continuous Priority Strategic (cycle) Routes (PSRs) were started during 1998/99 and are continuing to be implemented during 2001/02 and following years to cater for and encourage high cycle flows. A review in 2000 confirmed the key cycling desire lines are the basis of the PSRs.

5.15

Common design standards are being achieved and harmonised with the assistance of the 'London Cycle Network Design Manual" that was issued in May 1998. In addition the Cycling Centre for Excellence will be able to offer technical design advice and support boroughs to ensure a consistently high level of provision for London's cyclists.

5.16

The Official Map of the LCN was published in its third 2001 edition in April and includes general cycling and LCN publicity. Also produced are an Annual Report (April) 2001 and an LCN Video (December 2000). The www.londoncyclenetwork.org web site has been running for a year and includes maps, design data, general information and video clips.

5.17

Monitoring
5.17Statistics for cycling in London show an increase in cycling, particularly within the central and inner areas, and this can be partly attributed to the construction of cycle routes and facilities of the LCN. This increase in cycling is apparent in the number of cycles being used and parked. Monitoring of cycle flows, cycle accidents and Other indicators is taking place to ensure that schemes and the Network fulfil the expectations. The London cycle screenline counts have now been completed and show the base flow information at about 600 locations.

5.18

Quality Monitoring of selected routes has taken place with additional work commissioned to ensure a good standard of route is achieved. This ongoing improvement will continue to ensure that the Network is to a good standard.

Other relevant extracts: Editors note: Most of these seem to be an analysis of the commitments made by Transport for London (TfL) in their transport strategy.

Establish Street-Scape Guidelines
Proposal 41.4: Transport for London, in partnership with the boroughs, will establish streetscape guidelines, and set minimum standards for the maintenance and management of London's streets, including repair of footways, signing, avoiding clutter, removing graffiti and rubbish, keeping streets adequately illuminated and the provision of CCTV. (Guidelines to be developed by Spring 2002.)

6.25

Guidelines are already prepared and available for Greenwich and Woolwich town centres. Further work as outlined in this proposal could, in all probability, be undertaken within existing staff resources.

Best Practice Guidance on Audits of Pedestrian Facilities and Accessibility
Proposal 41.5: Transport for London, in conjunction with the London boroughs, will develop best practice guidance on audits of pedestrian facilities and accessibility, including issues related to safety and the needs of disabled people, for:

• all new major highway and traffic management proposals;
• local town centres and other major trip generators, including
• stations and large schools; and
• public buildings and community facilities-
• (Guidelines to be developed by the end of 2002.)

6.26

There would be no immediate additional resource implications arising from what is essentially a further development of policy. There may be staffing implications in the longer term in maintaining audit records etc.

6.26

Framework for Cycling initiatives
Proposal 4J.I: Transport for London will prepare a framework to guide the development of cycling initiatives in consultation with the boroughs. (Framework to be completed by Spring 2002.)

6.27

The previous comment would also apply here.

Establish Cycle Audit Procedures Proposal 4J.3: All new major highway and transport infrastructure schemes should be cycle audited, and Transport for London and all boroughs should hove cycle audit procedures and include cycling in safety audit procedures. (Cycle audit procedures to be in place by the end of 2001.)

London Cycle Network (LCN)

8.23

Targets are set in the London Cycling Strategy, including that by 2012 the number of trips in London made by cycle should increase to 10%. The LCN is the key capital investment to meet this target. The LCN will be 3,000 km in length. The whole network is programmed for completion in 2005.

8.24

Sector working parties have agreed a number of Priority Strategic Cycle Routes for implementation. Common design standards arc used. A network review has taken place and new priorities introduced as a result.

8.25

Monitoring of cycle flows, accidents and other indicators takes place. Screenline counts are completed and show base flow information at about 600 locations. Further monitoring counts are planned.

8.26

The implementation of agreed LCN schemes is monitored to ensure completion in time, in budget and 10 specification.

8.27

Travel awareness and Green Plans
Travel Awareness and Green Travel Plan initiatives are introduced with key tasks/milestones set out for individual years. In their development and implementation other performance indicators will be established by which to judge these initiatives e.g. surveys of journey 10 work patterns and how these change in response to the projects.