Speaking notes for What works well power point presentation

What works well: Case Studies

Speaking notes & references for presentation at
Stirling Cycling Conference 22 Jan 2011

Slide 1

First: 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 Stirling

You have post it notes – as I go through the case studies please fill them in and then stick
them on the appropriate flip chart afterwards. Also include anything you heard from fellow
delegates during the introduction section.

Uncover 2 Posters: Background
1. 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, 2010

2. 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. 2009

http://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 done

Slide 3
Adults & children who have done SCTS on road, other children on pavement / paths

Sunday bike club ride

Slide 5
Cycle map
http://edscyclecoop.org.uk/wp-content/uploads/2010/06/EDmap3.pdf

Slide 6
St Ninians Primary. Stirling. School Travel Plan

http://cyclingscotland.msol.org.uk/local/casestudy/casestudy.php?casestudyID=108

http://stirlingcycletraining.blogspot.com/

Started 2004: about 50% walking & about 1% cycling

Big survey of Parents & Children:-

“What is stopping you from walking & cycling more”
• Fear of traffic: speed & amount
• Children have not had cycle proficiency training

So the recommendations for the STP - based on what parents & children wanted plus referencing
European 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 7
Stirling Council Transport planning were very good. They proposed 20mph zones in two of the big
housing estates in school catchment area – Torbrex & Borestone.

Using Section 75 planning gain money from developer of new housing on old high school sites
We were able to use the STP (which became a joint plan with Stirling HS moving next door) to lobby
for larger area for the zone and to remove some of the speed bumps) and to include Torbrex Road
outside 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 lobby
councillors – 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 20
mph speed limits

Slide 8
Active Stirling & Cycling Scotland provided training for a team of 15 parent volunteers. Delivered training
to:
• P6 & P7 on road, in school time
• P3-P5 off road, after school club

Over 230 children trained in 2 years (2009 & 2010)

In 2009 we trained
• 60 P6 children at level 1 & 2

In 2010 we trained
• 40 P3-P5 children at level 1
• 25 P5/6 children at level 1 & 2

St Ninians STP: 20 mph speed limits plus quality on road cycle training
Percentage of journeys by bike 1% - 18 %


Slide 10
http://www.ctc.org.uk/resources/Training_and_Education/TheClientStandard_ver4.doc

http://www.cyclingscotland.org/our-projects/cycle-training/cycle-training-for-children/

Slide 11


Scottish Cycle Training Scheme (SCTS) delivers some of level 2 – but not passing junctions,
roundabouts, U turns or managing pinch points

Slide 12


http://www.cyclingscotland.org/our-projects/cycle-training/adult-cycle-training-2/

Slide 13
In Scotland the model is for volunteers to deliver training: who may or may not be trained

most 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.pdf

Slide 14
www.dft.gov.uk/bikeability

In 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% cycled

Detail-
Survey on the Effectiveness of Cycle Training. March 2004.
A Transport For London's Cycling Centre of Excellence survey of “Bikeability” cycle training delivered
1998 – 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, and
average 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 2009
A telephone survey of 1100 people from the 30,000 young people and adults in Merseyside who
received Bikeability training from Cycling Solutions Ltd through Merseyside Transport Partnership
(MTP)'s Travel Wise cycle training scheme.

Increased levels of cycling
there was a 37% increase in "utility" cycling (for transportation purposes)
a 63% increase in cycling for leisure

Strong positive impact on perceived safety and enjoyment
97% of parents/guardians thought the training had improved the child's safety when cycling (75% noted
"a lot" of improvement)
73% of parents/guardians thought the child's enjoyment of cycling had improved

Many are now regular cyclists
17% 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 school
More than half (51%) cycle at least once a week for "utility" purposes
92% cycle at least once a week for leisure purposes

Strong positive impact on family's attitudes to cycling
56% report a "real increase" in leisure cycling in the family
30% report a "real increase" in "utility" cycling
48% of parents/guardians "much more willing" to allow their child to cycle
81% report a "more positive attitude" towards cycling generally

Slide 15
cycling up 14% over 4 years in Mersey April 2006 – April 2010

The increase in cycling levels has been achieved through a variety of measures, including:
• free Bikeability training for both adults and children (Merseyside runs the UK's 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 16
A survey of European best practice found that extensive 20mph limits have benefits beyond road
safety. 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 on
Stage 2: Case Studies. London 2001

See 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 to
identify 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 the
volume and speed of motorised traffic, while also promoting walking and cycling as means as
transport. The approach dove-tails well with the current emphasis on 20mph speed limits for residential
streets currently being piloted by Bristol City Council.
http://info.uwe.ac.uk/news/UWENews/article.asp?item=1870

Slide 17
Near Dusseldorf. Similar size & population to: Stirling BOA & Dunblane but a bit more compact

Hilden 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 Km
Dunblane area about 3km x 3km = 9 square km
Stirling 8Km x 4Km = 32 square Km

Slide 18
See www.warringtoncyclecampaign.co.uk
Hilden
Introduced 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 parking

Slide 19
Only cost E120,000 over 10 years. How so cheap.

Traffic calming is low tech:
• Planters with 30 kph signs
• Roundabouts:- paint circle & add planters

Slide 20
Hilden often remove the centre white line and provide 1.8 m cycle lanes on each side of the road. The
lack of central white line encourages driver caution (uncertainty) yet at the same clearly redistributes
road 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 is
Bristol Road, Scunthorpe: 4.3m two-way central lane bounded by 1.5m wide advisory cycle lanes

Slide 21
Is this just due to 20 mph? well in Germany they have 2 other factors to help:
Stricter liability & Cycle Path priority at T junctions

Slide 22

The principle that if there is a collision the bigger vehicle pays for the damage, unless there is clear
evidence 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 save
the NHS a fortune because most injuries to pedestrians or cyclists caused by car drivers would be paid
for 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.uk

Slide 23
Off road cycle tracks have right of way at T junctions (also in Holland & Denmark). See that in a
video clip in a moment

Slide 24

However….

Slide 25
So that’s Hilden nearer to home:-

Portsmouth introduced widespread 20 mph speed limits in residential areas in 2007 & 2008

A DfT/ Atkins evaluation http://ht.ly/3guVQ
published 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 mph

campaigns: Sustrans “qualitystreets” www.quality-streets.org.uk

20 plenty for us: www.20splentyforus.org.uk

Slide 26

http://www.sustrans.org.uk/assets/files/Safe
%20Routes/publications/scotland/SRS_Scottish_newsletter_12.pdf

http://cyclingscotland.msol.org.uk/local/casestudy/casestudy.php?casestudyID=129

Slide 27
Going 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 – 6.45
http://www.bikebeauty.org/english/Bikebeauty_2010_English/The_DVD.html

Slide 28
In how many countries are more than 25% of all journeys made by bike ?

Just one: The Netherlands

In 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 29
Cycle 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 centre

Slide 30
I always assumed the Dutch had space for separate cycle facilities because they had to rebuild the
country 1945. But in the 1960’s & 1970’s Dutch road infracture was very similar to the UK

Slide 31 – 34
But you can see from these comparisons from:-
http://hembrow.eu/cycling/comparisons.html
http://hembrow.blogspot.com/search/label/beforeandafter

That we have space in the UK too – but we use it differently

Slide 35
Frieburg / Vauben
More 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 cyclists
interacted 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 old
military base. Called Vauben it lookes like a giant “home zone”

http://www.nytimes.com/slideshow/2009/05/12/science/20090512-SUBURB_index.html

Slide 36
Road layout designed to minimise car use and maximise cycling & walking

Slide 37 - 38
In that that cars are forbidden on most of Vauban's streets, and houses can not have driveways or
garages.
Though not quite car-free, Vauban, is a highly "car-reduced" suburb. Facilities : Shops banks built into
the community.

There is a tram service to central Frieburg & a communal car park for residents

Vauban planned by City authorities. Whereas in the UK a developer buys a bit of land then plans what is
going on it, then comes to the council and says “how about this”. To have a Vauben at the new village at
Durishill would rely on the developer wanting to build a Vauben rather than a traditional housing
estate….

Slide 39
However 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 new
developments, such as the Peak Sport Centre.

Slide 40
Events, Promotion & Social Marketing

Personalised Travel Plans

Slide 41
Malmo 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 42
First 2:30 of video www.streetfilms.org/ciclovia/

Every Sunday or Public holiday

Slide 43
Ciclovia 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 competitions

Slide 44
When cycling you often take a very different route to the route you would take by car. If you are
new to cycling or new to a town you won’t know those cycling routes

www.cyclestreets.net
Spin off from Cambridge Cycling campaign. Route planning for cyclists
Had some funding from Scottish Exec to develop map base for Edinburgh area
Uses shared mapping resource “OpenStreetMap” (think wikipedia for maps).
If you have a GPS you can upload – paths you know & routes you use.
Slide 45
If 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 in
Edinburgh Council is pushing things forward there.

Slide 46
How can we provide a voice for cyclists ?

Warrington Cycle Campaign & Spokes in Edinburgh – web site & committee & members

CTC RtR reps – share knowledge, experience via a yahoo group

Facebook - many campaigns & interest groups – eg. “Stop the coastguard reorganisation”

Slide 47
Mentioned earlier: A change of rules re Stricter Liability.
However we have some good rules already in UK Highway Code

Slide 48 - 49
Rules 208 & 163 are great if it universally ADHERED TO.

Slide 49

So 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 the
buses 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 marketing
campaign “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 down
95% said they gave kids more space
79% more confident about letting children cycle to school

Slide 51
DfT campaign to reinforce Highway Code rule: 149

Slide 52
Similar vein TfL have a driver awareness video on U tube: Video 1:08

www.dothetest.co.uk

Slide 53
Finally 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 2010
Editors: Randy Rzewnicki & Claus Koellinger, rr@ecf.com & koellinger@fgm.at
LIFE CYCLE, a project funded by the EU Public Health Programme

Slide 54
So what did you like
What was inspiring
What might work in Stirling

Now its your chance to say – if you could put your post it notes on the flip charts please

I will put this PP & notes on:
www.stirlingcycletraining.blogspot.com

Thank you

Left overs:

UK Cycle Towns Lancaster
http://www.dft.gov.uk/cyclingengland/cycling-cities-towns/lancaster/

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