What works well: Case Studies Speaking notes & references for presentation at Stirling Cycling Conference 22 Jan 2011Slide 1First: We have 4 flip charts headed: • What did you like / What was inspiring • What made it inspiring • Any common themes • What might work well in Stirling / What might people respond to in StirlingYou have post it notes – as I go through the case studies please fill them in and then stickthem on the appropriate flip chart afterwards. Also include anything you heard from fellowdelegates during the introduction section.Uncover 2 Posters: Background1. Where we are now: • Currently 1% of all journeys by Scottish residents are made by bicycle Scottish Household Survey Travel Diary, 2008 • Currently 2.3% of children travel to school by bike Sustrans hands up survey Sept 2009 • Cycling gets less than 1% of Scottish transport budget Scottish Cycling / Spokes bulletin 108, 20102. The Scottish Exec Cycling Action Plan Target:“10% of all journeys in Scotland will be taken by bike, by 2020.”Stewart Stevenson Minister for Transport, Infrastructure and Climate Change.Cycling Action Plan. Scottish Executive. 2009http://www.cyclingactionplanforscotland.org/Now to the case Studies:Slide 2 www.edscyclecoop.org.uk Percentage of journeys by bike at St Mathiews in Bishopbriggs 0% (ban) – 20 % Scottish Exec target 10% by 2020 – job doneSlide 3Adults & children who have done SCTS on road, other children on pavement / paths
Slide 4Sunday bike club rideSlide 5Cycle maphttp://edscyclecoop.org.uk/wp-content/uploads/2010/06/EDmap3.pdfSlide 6St Ninians Primary. Stirling. School Travel Planhttp://cyclingscotland.msol.org.uk/local/casestudy/casestudy.php?casestudyID=108http://stirlingcycletraining.blogspot.com/Started 2004: about 50% walking & about 1% cyclingBig survey of Parents & Children:-“What is stopping you from walking & cycling more” • Fear of traffic: speed & amount • Children have not had cycle proficiency trainingSo the recommendations for the STP - based on what parents & children wanted plus referencingEuropean best practice & Scottish Exec & DfT guidance: • Widespread 20 MPH speed limits (not 100m outside front door) < Click> • Cycle training (to deliver the skills the children need)Slide 7Stirling Council Transport planning were very good. They proposed 20mph zones in two of the bighousing estates in school catchment area – Torbrex & Borestone.Using Section 75 planning gain money from developer of new housing on old high school sitesWe were able to use the STP (which became a joint plan with Stirling HS moving next door) to lobbyfor larger area for the zone and to remove some of the speed bumps) and to include Torbrex Roadoutside the High School playing fields in the 20 mph speed limits.Once we had got as far as we could with the council officers we then used the STP to lobbycouncillors – the people who actually make the decisions.That’s where the STP was worth its weight in gold. That’s how we got Torbrex Rd included in the 20mph speed limitsSlide 8Active Stirling & Cycling Scotland provided training for a team of 15 parent volunteers. Delivered trainingto: • P6 & P7 on road, in school time • P3-P5 off road, after school clubOver 230 children trained in 2 years (2009 & 2010)In 2009 we trained • 60 P6 children at level 1 & 2 • 60 P7 children at level 1 & 2In 2010 we trained • 40 P3-P5 children at level 1 • 31 P6 children at level 1 & 2 • 25 P5/6 children at level 1 & 2
Slide 9St Ninians STP: 20 mph speed limits plus quality on road cycle trainingPercentage of journeys by bike 1% - 18 %Scottish Exec target 10% by 2020 – job doneSlide 10http://www.ctc.org.uk/resources/Training_and_Education/TheClientStandard_ver4.dochttp://www.cyclingscotland.org/our-projects/cycle-training/cycle-training-for-children/Slide 11http://www.ctc.org.uk/resources/Training_and_Education/TheClientStandard_ver4.dochttp://www.cyclingscotland.org/our-projects/cycle-training/cycle-training-for-children/Scottish Cycle Training Scheme (SCTS) delivers some of level 2 – but not passing junctions,roundabouts, U turns or managing pinch pointsSlide 12http://www.ctc.org.uk/resources/Training_and_Education/TheClientStandard_ver4.dochttp://www.cyclingscotland.org/our-projects/cycle-training/cycle-training-for-children/http://www.cyclingscotland.org/our-projects/cycle-training/adult-cycle-training-2/Slide 13In Scotland the model is for volunteers to deliver training: who may or may not be trainedmost schools schools get offered cycle training (If you can recruit volunteers – we will mentor them). • 34% Scottish Schools don’t deliver SCTS. • 31% Scottish Schools deliver SCTS on playground • 35% Scottish schools deliver SCTS on roads.http://www.cyclingscotland.org/wp-content/uploads/2010/04/CTSDG-Action-Plan6.pdfSlide 14www.dft.gov.uk/bikeabilityIn England National Standards in Cycle Training has been branded "Bikeability" It is delivered by qualified professional instructors.Bikeability is effective. Two Surveys looked at Bikability training: in London & Merseyside.Summary:- • Trainees & parents more confident • Cycling further & more often • Whole families cycling more • Cycling to school Before training 1% cycled After training 17% cycledDetail-Survey on the Effectiveness of Cycle Training. March 2004.A Transport For Londons Cycling Centre of Excellence survey of “Bikeability” cycle training delivered1998 – 2003 by Cycle Training UK Ltd.
664 responses (from 2200 questionnaires sent out)81% of trainees cycle more, or more confidently, now than they did before training.After training people cycle further and more frequently:The number of people cycling average journeys of more than 5 miles is up by 54% after training, andaverage journeys of 3-5 miles are up by 79%.The number of bike trips people make has increased by 144% (from 0.9 to 2.2 trips per week).The number of people cycling all year round is up by 40%.Survey on the Effectiveness of Cycle Training. July 2009A telephone survey of 1100 people from the 30,000 young people and adults in Merseyside whoreceived Bikeability training from Cycling Solutions Ltd through Merseyside Transport Partnership(MTP)s Travel Wise cycle training scheme.Increased levels of cyclingthere was a 37% increase in "utility" cycling (for transportation purposes)a 63% increase in cycling for leisureStrong positive impact on perceived safety and enjoyment97% of parents/guardians thought the training had improved the childs safety when cycling (75% noted"a lot" of improvement)73% of parents/guardians thought the childs enjoyment of cycling had improvedMany are now regular cyclists17% now cycle regularly to school (4% 5 days a week, 1% 2-4 times a week , 12% once a week) .Before training figure was 1.2% cycle to schoolMore than half (51%) cycle at least once a week for "utility" purposes92% cycle at least once a week for leisure purposesStrong positive impact on familys attitudes to cycling56% report a "real increase" in leisure cycling in the family30% report a "real increase" in "utility" cycling48% of parents/guardians "much more willing" to allow their child to cycle81% report a "more positive attitude" towards cycling generallySlide 15cycling up 14% over 4 years in Mersey April 2006 – April 2010The increase in cycling levels has been achieved through a variety of measures, including: • free Bikeability training for both adults and children (Merseyside runs the UKs largest schools cycle training scheme, reaching almost 50,000 pupils since 2006) • free bike maintenance training • new cycle hire centres • improving cycle facilities (especially at stations & on trains) • building a greater network of cycle routes • reminded people in Merseyside of the benefits of cycling and provided them with free cycle maps, & advice.How did Mersey fund this : • Southport became a Cycling Town in 2008 and was given (Cycling England / DfT) funding to invest in projects. • Speke: Supported by the European Regional Development Fund. • Liverpool City Council & Liverpool NHS Primary Care Trust (PCT) signed a formal agreement setting out their commitments to increasing cycling levels in the city. The Liverpool Region Cycling Alliance encourages the Merseyside local authorities and PCTs to work in partnership with the private sector, universities and cultural and sporting agencies to bring commitment to cycling across the area.Slide 16A survey of European best practice found that extensive 20mph limits have benefits beyond roadsafety. It found that towns and cities with extensive 20mph or 30kmh zones (typically covering 65-85%of the road network) were strongly linked with higher levels of walking and cycling
See Commission for Integrated Transport. European Best Practice Key Findings, 2001.See also WS Atkins plc, European Best Practice in the Delivery of Integrated Transport, Report onStage 2: Case Studies. London 2001See also See also research from the University of the West of England (UWE).Funded by Bristol City Council & NHS Bristol . They conducted a review of the international literature toidentify best practice in reducing road danger; to make pedestrians and cyclists less vulnerable to harm,especially from motorised vehicles.The road danger reduction approach argues that the surest way to improve road safety is to reduce thevolume and speed of motorised traffic, while also promoting walking and cycling as means astransport. The approach dove-tails well with the current emphasis on 20mph speed limits for residentialstreets currently being piloted by Bristol City Council.http://info.uwe.ac.uk/news/UWENews/article.asp?item=1870Slide 17Near Dusseldorf. Similar size & population to: Stirling BOA & Dunblane but a bit more compactHilden Population about 57,000 people (45,000 Stirling Banockburn BOA & 9000 Dunblane = 54,000)Hilden area about 6Km North South & 6Km east West = 36 square KmDunblane area about 3km x 3km = 9 square kmStirling 8Km x 4Km = 32 square KmSlide 18See www.warringtoncyclecampaign.co.ukHildenIntroduced a default speed limit of 30 kph (18.5 mph) in the built up areas of the town.Many residential streets, speed is walking pace and pedestrians priority. (home zone)Some of the main roads have sections with a 30kph speed limit.All one way streets deemed to be two way for cyclists.Lots of cycle parkingSlide 19Only cost E120,000 over 10 years. How so cheap.Traffic calming is low tech: • Planters with 30 kph signs • Roundabouts:- paint circle & add plantersSlide 20Hilden often remove the centre white line and provide 1.8 m cycle lanes on each side of the road. Thelack of central white line encourages driver caution (uncertainty) yet at the same clearly redistributesroad space to cyclists, with out the hazards of traffic islands like on Polmaise Rd or Pike Road.Cycling England recommends the same spec, cheap & effective:-Photo isBristol Road, Scunthorpe: 4.3m two-way central lane bounded by 1.5m wide advisory cycle lanesSlide 21Is this just due to 20 mph? well in Germany they have 2 other factors to help:Stricter liability & Cycle Path priority at T junctionsSlide 22
The principle that if there is a collision the bigger vehicle pays for the damage, unless there is clearevidence to the contrary.In most EU countries (except UK, Ireland Malta & Cyprus) this is the default position.This is for civil not criminal purposes (distinguishes liability – your insurance is due to pay for damage,from culpability – you are to blame.)It also means that a cyclist who collided with a pedestrian would be liable to pay for damage.Result: Drivers are much more careful around cyclists and cyclists more careful around pedestrians.There is a campaign now making the case to Westminster Government that Stricter liability could savethe NHS a fortune because most injuries to pedestrians or cyclists caused by car drivers would be paidfor by insurance companies not the NHS.The Government will need to balance:Policy to reduce NHS expenditure v. policy to abandon the “war on motorists”www.stricterliabilityforus.org.ukSlide 23Off road cycle tracks have right of way at T junctions (also in Holland & Denmark). See that in avideo clip in a momentSlide 24However….Slide 25So that’s Hilden nearer to home:-Portsmouth introduced widespread 20 mph speed limits in residential areas in 2007 & 2008A DfT/ Atkins evaluation http://ht.ly/3guVQpublished in September 2010 can be summerised as: • No traffic calming – just 20 mph speed limit signs in residential roads • Extensive Covered 94% of road length (410 km of the 438 km of road) in Portsmouth • cost £573,000 • Speed down. Average reduction of 6.3mph on roads where the average speed had been over 24mph. Speed reduction significant but some still drivers still speeding. Scheme not “self enforcing”. • accidents down 22% (same time UK reduction of 14%) • cycling up (survey of 1450 locals: 8% of existing cyclist cycled more & 5% changed from car to bike.) see page 21 (half way to 10% by 2010) • popular with locals • council plan to add traffic calming to those roads where locals complain & the average speed is still over 24 mphcampaigns: Sustrans “qualitystreets” www.quality-streets.org.uk 20 plenty for us: www.20splentyforus.org.ukSlide 26Scottish Exec target 10% by 2020 – job done
http://www.sustrans.org.uk/assets/files/Safe%20Routes/publications/scotland/SRS_Scottish_newsletter_12.pdfhttp://cyclingscotland.msol.org.uk/local/casestudy/casestudy.php?casestudyID=129Slide 27Going to show a bit from Beauty & the bike a video comparing attitudes & facilities in Dalington &Bremen. The first couple of minutes is teenage girls in Darlington saying that they don’t cycle anymore - • Bikes & cycling clothes are: not cool, not stylish, not fashionable • Its embarrassing if your parents cycle • Bikes are toys for small kids.Darlington v Bremen (video 7:59) Run video from 2:00 – 6.45http://www.bikebeauty.org/english/Bikebeauty_2010_English/The_DVD.htmlSlide 28In how many countries are more than 25% of all journeys made by bike ?Just one: The NetherlandsIn how many are more than a 20% made by bike ? Still just one.More than 15% ? Denmark joins the Netherlands.More than 10% ? Finland - with Sweden and Germany just scraping in.More than 5% ? Belgium, Switzerland and Austria.Slide 29Cycle priority at T junc and merge Bus sluice / car trap. • In Groningen 180,000 population Number of residents travelling by bike: 57% Number using cycling routes each day: 216,000 • No cars in town centre (inside ring road). Park & Ride • Very compact: Most residents & employees live within 3 km of the city centre • Newly built neighbourhoods are no more than 6 km from the city centreSlide 30I always assumed the Dutch had space for separate cycle facilities because they had to rebuild thecountry 1945. But in the 1960’s & 1970’s Dutch road infracture was very similar to the UKSlide 31 – 34But you can see from these comparisons from:-http://hembrow.eu/cycling/comparisons.htmlhttp://hembrow.blogspot.com/search/label/beforeandafterThat we have space in the UK too – but we use it differentlySlide 35Frieburg / VaubenMore cycling in warmer dryer weather. More people on public transport in the colder and wetter months.
Found that more cycling created a healthier population and also more sociable one. As cyclistsinteracted whereas people in metal boxes are cocooned.The city of Frieburg built a new 38 hectare suburb 4Km south of the city centre on the site of an oldmilitary base. Called Vauben it lookes like a giant “home zone”http://www.nytimes.com/slideshow/2009/05/12/science/20090512-SUBURB_index.htmlSlide 36Road layout designed to minimise car use and maximise cycling & walkingSlide 37 - 38In that that cars are forbidden on most of Vaubans streets, and houses can not have driveways orgarages.Though not quite car-free, Vauban, is a highly "car-reduced" suburb. Facilities : Shops banks built intothe community.There is a tram service to central Frieburg & a communal car park for residentsVauban planned by City authorities. Whereas in the UK a developer buys a bit of land then plans what isgoing on it, then comes to the council and says “how about this”. To have a Vauben at the new village atDurishill would rely on the developer wanting to build a Vauben rather than a traditional housingestate….Slide 39However it’s worth being familiar with SC Green Transport Supplementary Planning Guidance.Among other things it’s been useful to make sure that covered cycle parking gets included in newdevelopments, such as the Peak Sport Centre.Slide 40Events, Promotion & Social Marketing Personalised Travel PlansSlide 41Malmo Sweeden City of 700,000 people, The city has been improving bike infrastructure for years.In 10 years to 2005 they increased the number of people using bikes for transport from 20% - 30% .What next: VIDEO (2:57 – 8:00) (5)http://www.grist.org/article/2010-09-29-how-one-swedish-city-gets-people-to-trade-silly-car-trips-for-bi/Slide 42First 2:30 of video www.streetfilms.org/ciclovia/Every Sunday or Public holidaySlide 43Ciclovia spreading around the world. In UK branded: Sky ride. Once a year • 11 Cities • 13,000 in Glasgow - Sept 2010 • 5 miles of closed roads • plus free bike servicing, BMX displays & kids competitionsSlide 44When cycling you often take a very different route to the route you would take by car. If you arenew to cycling or new to a town you won’t know those cycling routes
www.cyclestreets.netSpin off from Cambridge Cycling campaign. Route planning for cyclistsHad some funding from Scottish Exec to develop map base for Edinburgh areaUses shared mapping resource “OpenStreetMap” (think wikipedia for maps).If you have a GPS you can upload – paths you know & routes you use.Slide 45If we don’t tell politicians what we want we should not be surprised if don’t get what we want.They may only hear the constant moan from the Daily Mail:- No more: traffic calming, speed cameras, congestion charging, parking charges, end the “war on motorists”campaign.It’s the squeaky hinge that get the oil.Cyclists also need to be careful that we don’t just wine (like the daily Mail)Sure tell politicians what is needed but when politicians & Officers do something good - say thanks.If all politicians get is winging they may decide that we can never satisfy cyclists so “Why bother”.Getting things done is often down to a single person (it can be irrespective of Political party)Both Ken & Boris have done good things to develop cycling in London. Gordon Mackenzie a Lib Dem inEdinburgh Council is pushing things forward there.Slide 46How can we provide a voice for cyclists ?Warrington Cycle Campaign & Spokes in Edinburgh – web site & committee & membersCTC RtR reps – share knowledge, experience via a yahoo groupFacebook - many campaigns & interest groups – eg. “Stop the coastguard reorganisation”Slide 47Mentioned earlier: A change of rules re Stricter Liability.However we have some good rules already in UK Highway CodeSlide 48 - 49Rules 208 & 163 are great if it universally ADHERED TO.Slide 49So social marketing has stepped in:Give Cyclists Room car sticker campaign:In Warrington (?) put on the back of buses (not because of bad driving by bus drivers but because thebuses will be seen by many people.Also good on taxis, delivery vans, council vehicles, emergency services, driving school vehicles…Slide 50…. and in 2010 Cycling Scotland, in cooperation with some local authorities, ran a social marketingcampaign “give me cycle space” to remind drivers.Visuals were on lamp posts, bus shelters back of busses.
Post campaign research.94% said it made them slow down95% said they gave kids more space79% more confident about letting children cycle to schoolSlide 51DfT campaign to reinforce Highway Code rule: 149Slide 52Similar vein TfL have a driver awareness video on U tube: Video 1:08www.dothetest.co.ukSlide 53Finally if you would like more case studies there are 20 pages of European best practice in:-Bringing Cycling to Life:The LifeCycle Best Practice Handbook June 2010Editors: Randy Rzewnicki & Claus Koellinger, firstname.lastname@example.org & email@example.comLIFE CYCLE, a project funded by the EU Public Health ProgrammeSlide 54So what did you likeWhat was inspiringWhat might work in StirlingNow its your chance to say – if you could put your post it notes on the flip charts pleaseI will put this PP & notes on:www.stirlingcycletraining.blogspot.comThank youLeft overs:UK Cycle Towns Lancasterhttp://www.dft.gov.uk/cyclingengland/cycling-cities-towns/lancaster/