Cycling: policy

Standard Note: Last updated: Author: Section SN1097 30 April 2012 Louise Butcher Business and Transport

This note looks at the policies of successive governments and the elected Mayors of London to promote cycling in England. Cycling is an increasingly popular mode of transport, particularly in urban environments where the roads are often congested and public transport overcrowded. It is also a sustainable mode of transport, in that it does not use require the use of petrol or diesel and has no negative effect on the environment. As such, successive governments, devolved bodies and local councils have been keen to encourage cycling, particularly as part of the commute into work when the surface transport network is at its most congested. The Coalition Governments policy is set within its broader framework of localism and decentralisation, giving local authorities powers to make changes to the road network and to build cycling infrastructure that best suits their local circumstances. A number of new funds have been made available for these types of schemes, following earlier cuts in overall local authority expenditure. Cycling policy is particularly important in London, where there cycling on the capitals main roads increased by 150 per cent in the decade to 2010. Successive mayors have sought to encourage cycling and to make it safer. This note looks at their general policy initiatives; those relating to safety, including measures to improve HGV training and driver visibility, are included in note SN2254. Notes on other cycling-related matters can be found on the Cycling Topical Page of the Parliament website.

This information is provided to Members of Parliament in support of their parliamentary duties and is not intended to address the specific circumstances of any particular individual. It should not be relied upon as being up to date; the law or policies may have changed since it was last updated; and it should not be relied upon as legal or professional advice or as a substitute for it. A suitably qualified professional should be consulted if specific advice or information is required. This information is provided subject to our general terms and conditions which are available online or may be provided on request in hard copy. Authors are available to discuss the content of this briefing with Members and their staff, but not with the general public.

Contents
1 Policy and strategy of the Coalition Government, 20101.1 Conservative and Liberal Democrat policy before the 2010 election 1.2 Policy as set out in the local transport White Paper, January 2011 1.3 Recent developments, 20122 Policy and strategy of the Labour Government, 1997- 2010 2.1 Generally 2.2 Cycling Demonstration Towns 2.3 Cycle to work tax incentive scheme 3 4 Policies of the Conservative Government, 1979-1997 London 4.1 Policy under Mayor Livingstone, 2000-08 4.2 Policy under Mayor Johnson, 20082 2 3 4 5 5 7 7 8 9 10 11

1
1.1

Policy and strategy of the Coalition Government, 2010Conservative and Liberal Democrat policy before the 2010 election

In 2007 the final reports were published of many of the Conservative Partys policy groups, set up by David Cameron after he became Party leader. Two in particular, the Quality of Life and Economic Competitiveness reports, looked at transport. The Quality of Life groups report talked about a decline in cycling and its low priority for many local authorities. 1 It went on to offer suggestions for promoting cycling, notably with extra funding. 2 The report also suggested better facilities for cyclists, particularly in major cities; copying some of the best practice on the Continent such as the Velib bicycle hire initiative in Paris. 3 The Economic Competitiveness groups report recommended that local authorities look at placing cycle lanes on pavements in places where it would not inconvenience pedestrians. 4 In April 2008 the Shadow Transport Secretary, Theresa Villiers, announced that a future Conservative Government would convert Labours Transport Innovation Fund (TIF) into a Transport Carbon Reduction Fund to support walking, cycling and public transport projects. 5 In August 2007 the Liberal Democrats published a policy document, Towards carbon free transport, which stated that the Party would promote a number of initiatives to encourage cycling, such as the promotion of safer cycling in Local Transport Plans (LTPs); safe cycling routes in new developments; cycle parking and proper changing facilities in new office blocks
1 2 3 4 5

Blueprint for a Green Economy, September 2007, pp322-323 ibid., p323 ibid., p324 Freeing Britain to Compete: equipping the UK for globalisation, August 2007, p27 Conservative Party press notice, Flexible Funding for Greener Local Travel, 18 April 2008; document also available on the Conservative Party website [accessed 27 April 2012]

and other places of employment; requiring train and coach operators to accommodate bicycles on all new vehicles, and improve cycle storage and parking at stations and bus stops; modern bicycle rental programmes; individualised travel advice on cycling alternatives, and increase travel awareness through advertising and other promotional activities; and encouraging walking and cycling to school. 6 Going into the 2010 General Election, the Conservative Party manifesto stated that it would support sustainable travel initiatives that work best for local communities by ... giving the concerns of cyclists much greater priority. 7 The Liberal Democrat manifesto stated that it would: include the promotion of safer cycling ... in all local transport plans. 8 The Coalition Agreement of the Conservative-Liberal Democrat Coalition Government that took office in May 2010 states that it would: support sustainable travel initiatives, including the promotion of cycling .... 9 1.2 Policy as set out in the local transport White Paper, January 2011

On 19 January 2011 the Coalition Government published its local transport White Paper. This set out the governments vision for a sustainable local transport system that would support the economy and reduce carbon emissions. The paper was published in the broader context of the governments localism agenda, under which it aims to decentralise power to local and devolved bodies and reduce the red tape from Whitehall. As explained below, the Coalition Government inherited a system of local transport planning from Labour under which local authorities had to set out how then intended to achieve goals set by central government. Funding to local authorities for transport purposes was designed to deliver these different goals. Labour also introduced a regional transport planning and funding element which the Coalition has since abandoned, preferring to focus on local delivery. 10 The White Paper set out the overall principles of the governments policy as follows:
Our vision is for a transport system that is an engine for economic growth, but one that is also greener and safer and improves quality of life in our communities. This requires our immediate attention. By improving the links that help to move people and goods around, and by targeting investment in new projects that promote green growth, we can help to build the balanced, dynamic low carbon economy that is essential for our future prosperity. [...] But investment on its own is not enough we also need to help people to make transport choices that are good for society as a whole. And we need a coherent plan to reduce the carbon emitted by transport, not least in order to meet our binding national commitments. Two-thirds of all journeys are under five miles many of these trips could be easily cycled, walked or undertaken by public transport. We want to make travelling on foot, by bike or on public transport more attractive. 11

8 9 10

11

Liberal Democrats, Towards carbon free transport, August 2007, p15; see also: Green and Reliable Transport, October 2009 Conservative Party, Invitation to join the Government of Britain: the Conservative manifesto 2010, April 2010, p24 Liberal Democrats, Liberal Democrat Manifesto 2010, April 2010, p79 HMG, The Coalition: Our Programme for Government, May 2010 full details of how Labour planned and funded local and regional transport are given in HC Library note SN4351; details of the Coalitions policy can be found in SN5735 DfT, Creating Growth, Cutting Carbon, Cm 7996, January 2011, p7

The paper stated that improving the walking and cycling environment can dramatically improve local accessibility with positive benefits for growth and the local economy and that evaluation of the DfTs Cycling Demonstration Towns initiative showed that the health benefits of increased cycling were considerable outweighing the costs of the programme threefold. 12 Specific schemes to encourage cycling set out in the paper were Cycling Demonstration Towns; Bikeability; the Links to Schools programme, Bike Club, Bike It and Walk to School (to be subsumed into the Local Sustainable Transport Fund); and the Cycle Journey Planner. 13 The governments initiatives in these areas are as follows: Bikeability to support the scheme for the remainder of this Parliament (until 2015). The focus will be on providing children the opportunity to receive training in year 6 of primary school. Local authorities will be encouraged to integrate Bikeability fully into their local transport planning, supported by better cycling routes, cycling parking and adult training. 14 Links to Schools programme, Bike Club, Bike It and Walk to School to be funded in 2011/12 until the Local Sustainable Transport Fund comes on stream. The first round of LSTF funding was awarded in July 2011. Thirty-eight of the first 39 projects awarded funding contain a cycling element. 15 1.3 Recent developments, 2012-

The Public Bodies Act 2011 abolished Cycling England with effect from 1 April 2011. Cycling England was the independent expert body that advised on the promotion of cycling. Cycling is now promoted by the Department for Transport (DfT). Following concerns expressed at the time about the abolition of the organisation, 16 Norman Baker said that despite the abolition the government remained committed to cycling and that it saw the encouragement of cycling and walking, along with improvements to public transport, as key to cutting carbon emissions and enhancing the quality of our urban areas. 17 In February 2012 the government announced 8 million to Sustrans for projects to enhance cycle routes across England and a further 7 million to be allocated through the Cycle Rail Working Group 18 to improve integration between cycle and rail at stations. 19 In March further information of this latter, linking places fund was announced. The government stated that: Over 7,500 new cycle spaces at railway stations and 38 new and improved routes have been agreed, as part of a 30 million package of developments to connect communities, reduce carbon emissions, get people active and make cycling safer and more convenient. 20 Since The Times launched its cycling campaign in February 2012, much of the interest in cycling in Parliament and beyond has focused on safety issues. This is discussed further in HC Library note SN2254.
12

13 14 15 16 17 18 19 20

ibid., pp42-43; the report on the Cycling Demonstration Towns is available at: DfT, Evaluation of the Cycling City and Towns Programme, January 2011 ibid., p41 ibid., p47 HC Deb 22 March 2012, c806W; more information on the LSTF can be found in section 2.3 of SN5735 see, e.g. Abolition of quango threatens cycling investment, The Guardian, 26 April 2011 HC Deb 15 June 2011, cc832-33W set up by the Labour Government in 2007 DfT press notice, 15m boost for sustainable travel, 7 February 2012 DfT press notice, New cycle routes, racks and repair centres get England moving, 7 March 2012

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2.1

Policy and strategy of the Labour Government, 1997- 2010

In July 1998 transport White Paper the Labour Government endorsed the National Cycle Strategy introduced by the previous Conservative Government (see below), with the aim of providing approximately 8,000 miles of routes by 2005. It also set out how it intended to support the strategy going forward. This included innovative measures to improve the safety and convenience of cycling and a commitment to publish advice on good practice. In particular, local authorities would be asked to establish a local strategy for cycling as part of their Local Transport Plans (LTP), featuring things like adapting road space to provide more cycle facilities; making changes to traffic signalled junctions and roundabouts in favour of cyclists; applying speed restraint more widely to support cycling; increasing provision of secure parking for cycles; and maintaining cycle lanes. 21 Subsequently, all local highway authorities in England (excluding London) were asked to produce a cycling strategy as part of the first round of LTPs in 2000. 22 The initial plans were designed to identify gaps in the local network and potential improvements to the cycling infrastructure. Government guidance called on local authorities to build on existing efforts to increase the amount and safety of cycling, and thereby contribute towards meeting the central NCS target of increasing the number of cycle trips to four times its 1996 level by 2012. 23 The guidance for the second round of LTPs was more general and recommended embedding cycling within broader strategies for sustainability. 24 The final set of guidance for LTPs published under the Labour Government in July 2009 simply said that local authorities might wish to consider local targets for cycling. 25 These changes in LTP guidance reflected a move away from the 'one size fits all' national target and towards working closely with individual local authorities to put in place sharper, more focused, local plans and targets for cycling . 26 In March 2005, the government published a review of the National Cycling Strategy which acknowledged that the original NCS target of quadrupling the number of cycle journeys by 2012 will not be achieved. 27 The review reflected the shift towards locally-based targets for which local authorities would be accountable. 28 With the publication of the Eddington Transport Study in December 2006 and the governments response, in the context of its green paper to develop a sustainable transport system in October 2007, attention refocused on the contribution cycling could make to reducing carbon emissions, keeping people healthy and helping to reduce congestion on the road network. The Eddington Study outlined the benefits of cycling and of investing in cycling schemes:

21 22

23 24 25

26 27 28

DETR, A new deal for transport: better for everyone, Cm 3950, July 1998, paras 3.10-3.12 HC Deb 26 October 2004, c1115W; for further information on LTPs under Labour, see HC Library note SN4351 DETR, Guidance on full local transport plans, March 2000, paras 120-122 DfT, Full guidance on local transport plans: second edition, December 2004 DfT, Guidance on Local Transport Plans, July 2009, para 34; guidance to local authorities on the sustainability aspects of their the local transport policies post-2011 was published in November 2009; see: DfT, Delivering Sustainable Low Carbon Travel: An Essential Guide for Local Authorities, November 2009 DfT, The Future of Transport: a network for 2030, Cm 6234, 20 July 2004, paras 6.4-6.7 DfT, Delivery of the National Cycling Strategy: a review, March 2005, p4 ibid., p6

 relatively small-scale investment in interventions such as walking and cycling capacity can help provide the incentive for mode shift away from the car to reduce the costs of congestion. Improving walking and cycling capacity by creating or upgrading routes that make these more attractive modes of travel could provide good welfare and GDP returns, especially if utilising dedicated infrastructure targeted around key services or growing urban areas [] Where larger scale cycling interventions are implemented, preliminary evidence suggests that the returns may also be relatively high. Given the current use of cycling as a mode of transport in the UK, which is among the lowest of EU countries, this may suggest the potential for larger-scale uptake of cycling under the right conditions. A sharp increase in cycling in London, for example, has recently been seen. The interventions required should of course be assessed on the basis of their relative returns and be well targeted, and would need to be sufficient to achieve a sustained 29 shift in travel behaviour.

The governments response to Eddington was a strategy paper published in October 2007 which embraced cycling as part of the sustainable transport mix. 30 This was followed, in January 2008, by A sustainable future for cycling, which set out the policy that the Labour Government followed until the 2010 General Election. This reiterated the benefits of cycling in terms of health benefits, tackling climate change and air pollution and reducing congestion and the associated consequences for productivity, the environment and quality of life. 31 The paper set out the governments intention to increase the cycling budget by 500 per cent over three years to be spent on the following schemes: Bikeability cycle training for children in Year 6; an infrastructure programme delivering 250 additional Links to Schools and cycle parking and other infrastructure; continued work in the existing Cycling Demonstration Towns; doubling the number of cycling to school champions; and developing smaller programmes to get more people cycling. The paper estimated that the Benefit/Cost ratio of the cycling programme was 3.2:1, representing high value for money. 32 Between January 2008 and the 2010 election, the government made a number of further announcements, the most notable of which were: The number of Cycling Demonstration Towns was expanded to 18 (see below); A pilot was launched in Kensington and Chelsea to allow cyclists to ride in both directions on a number of one-way streets; 33 14 million in funding was provided to improve cycling facilities at rail stations; 34 and A cycling to work guarantee was launched, involving employers promising improved facilities for staff cycling to work. 35

29 30

31 32 33 34 35

HMT/DfT, The Eddington Transport Study (Vol. 3), December 2006, paras 4.26-4.27 and 4.31 DfT, Towards a sustainable transport system, Cm 7226, 30 October 2007; reiterated in the November 2008 document Delivering a sustainable transport system (DaSTS) DfT, A sustainable future for cycling, 21 January 2008, pp5-6 ibid., pp6-7 DfT press notice, Contra-Flow lanes for cyclists to encourage greener travel, 17 September 2009 DfT press notice, Rail passengers encouraged to get on their bike, 28 September 2009 DfT press notice, Employers guarantee facilities for cyclists, 28 October 2009

2.2

Cycling Demonstration Towns

In October 2005 Cycling England began working with six towns in England to demonstrate how increased investment could transform cycling levels. Five of these, (Brighton and Hove, Lancaster with Morecambe, Darlington, Derby and Exeter) received 500,000 a year for three years. Aylesbury (due to its smaller size) was offered300,000 a year. All towns were required to at least match the Cycling England funding from other sources, giving a total cycling spend of around 10 a year for each resident. Cycling England was not prescriptive about the measures each town should take to meet the challenge of getting more people cycling. The towns all adopted different strategies to get more people onto their bikes. 36 Sustrans Monitoring and Data Unit together with the University of Bolton and The Institute for Transport Studies at the University of Leeds were appointed to implement a detailed monitoring programme for the Cycling Demonstration Towns by Cycling England and the Department for Transport. The January 2008 cycling paper stated:
Monitoring in the CDTs is not just about counting additional trips generated. Although the CDTs show how a well coordinated strategy of funding for cycling can increase cycling levels with each scheme they deliver, the towns are learning more about what works for cycling (and importantly what does not work so well). Throughout the duration of the programme and beyond this a wealth of best practice can be shared with all local authorities. Many schemes with the highest success rates are those which are not necessarily the most expensive, and this is important information for local authorities planning their transport budgets. Local authorities focussing on schools for example can benefit from what Derby has learned about how cycle training combined with cycle parking at schools, supports school travel plans and reducing car use on the school run. 37

It also stated that the government had agreed with Cycling England that up to a further 10 towns and one large city or conurbation should be awarded Cycling Town or Cycling City status. 38 In June 2008 the government announced that Bristol would be the first Cycling City and that a further eleven towns had been added to the CDT list: Blackpool, Cambridge, Chester, Colchester, Leighton/Linslade, Shrewsbury, Southend on Sea, Southport with Ainsdale, Stoke, Woking and York. This would be funded with an extra 47 million from the government. 39 CDT finished in 2011. End of programme reports for each area are available on the Department for Transport website. 40 2.3 Cycle to work tax incentive scheme

The Cycle to Work scheme provides an exemption from income tax on the benefit in kind created when an employer hires cycles or cycling safety equipment to an employee. The general rule is that employee benefits, including travel benefits, are taxable. A package of measures to encourage green commuting was announced in the March 1999 Budget. 41 As a result, from 6 April 1999 there has been no tax charge on certain green commuting
36 37 38 39

40 41

op cit., A sustainable future for cycling, pp18-19 ibid., pp22-23 ibid., p23 DfT press notice, Bristol appointed UK's first cycling city 100m package for cycling in 12 towns and cities, 19 June 2008; for full details of funding by area for 2008-11, see: HC Deb 10 November 2009, cc198-99W DfT, Cycling England Cycling City and Towns end of programme reports, 9 February 2012 Inland Revenue press notice, Budget 99: Help for green transport (IR 5), March 1999

benefits provided by employers. These include bicycles and cycling safety equipment made available for employees to get between home and work, and workplace parking for bicycles. In addition since that date employees who use their own bicycles for business travel may claim capital allowances on a proportion of the cost of the bicycle. There is also been a tax free mileage rate of 20p per mile for business cycling. This means an employer may pay up to 20p a mile to their employees tax free for using their own cycles on business travel and that employees may claim tax relief on 20p a mile if their employer does not provide a payment. Full details of the scheme can be found on the scheme website; more technical information is available in HMRCs Employment Income Manual. 42

Policies of the Conservative Government, 1979-1997

The Conservative Government set out its policies on cycling in written evidence to the Transport Committee in 1991:
The Departments transport policy objectives are basically concerned with safety, environment and mobility, with particular reference to freedom of choice and value for money. The Government does not promote the use of any particular mode of transport. The intention is to provide a basis for choice by the consumer, which reflects the costs and benefit, including infrastructure decisions on public transport as well as roads. It is not the Departments role to encourage people to cycle particularly in view of the significantly high accident rate. Decisions on whether to cycle should remain a matter 43 of personal choice.

This was followed in 1993 by a circular to local authorities which proposed a more flexible package approach to cycling. 44 Throughout the early 1990s, the Department of Transport continued with general campaigns aimed at improving the conspicuity and road skills of cyclists and promoted the wearing of cycle helmets. 45 The Department, in conjunction with the Department of the Environment, also produced a study on land use, travel and vehicle emissions in 1993 which concluded that short, local journeys, including those by foot and cycle, were of considerable significance and needed further encouragement. 46 The National Cycle Network (NCN) was set up in 1995. It aims to be a safe, attractive, highquality network for cyclists and a major new amenity for walkers and people with disabilities. The NCN is supported and promoted by the charity Sustrans, which is funded by central and local government, the Lottery and donations. Lottery funds, first awarded in 2000, enabled the opening of the first 5,000 miles of the NCN; it is now almost three times that length. In 2004 the NCN was named as the National Lottery-funded project that had made the greatest overall impact to UK national life. 47 In January 1996, the then Transport Minister, Steve Norris, announced the setting up of a steering group to develop a national strategy for cycling. The aim of the group was to: establish a culture which favours the increased use of bicycles for all age groups; develop sound policies and good practice; and seek out innovative, practical and effective means of

42 43 44 45 46 47

see in particular paras EIM21664 to EIM21667a Transport Committee, Cycling: Minutes of Evidence (session 1990-91), HC 423, 8 May 1991, p45 Cyclists Touring Club, Cycle Policies in Britain: the 1993 CTC survey, 1993, p19 ibid., p19 Department of the Environment, Public rights of way (Local Authority Circular 2/93), 1993 Sustrans press notice, National Cycle Network is the Nations Favourite, 21 December 2004

fostering accessibility by cycle. 48 The National Cycling Strategy was launched on 10 July 1996. In his introduction to the Strategy document, Mr Norris stated:
On any examination of the needs of a sustainable transport policy, it is crystal clear that the bicycle has been underused in the United Kingdom for many years. This is especially true when one looks at those other European countries where cycle use has been increased and maintained by deliberate action at both local and national level. There is enormous potential in increase the use of cycles in Britain, but it will only be realised if we develop a coherent approach setting out how the status quo can be altered in favour of the bicycle. The National Cycling Strategy outlines how that can be 49 achieved.

The aim of the Strategy was to double the number of trips by bicycle (on 1996 figures) by the end of 2002 and to quadruple the number of trips by the end of 2012. It was also envisaged that local authorities and other transport providers and trip generators would set local targets to coincide with the national target. Other key objectives in the document included: Achieving convenient cycle access to key destinations; Improving cycle safety; Reallocating road space to cycling; Providing cycle parking facilities at all major destinations; Reducing cycle theft by improving cycle security and recovery; Raising the status and awareness of cycling; Unlocking financial resources to meets the Strategy objectives; and Making the best use of existing infrastructure and resources to integrate cycling into other programmes. 50

The Strategy would be delivered by local authorities and taken into account when drawing up their local transport policies, including: road safety plans, environmental policies and initiatives on sustainable transport. 51 Following publication of the Strategy, a National Cycling Forum was established to support and promote its objectives. The Forum was a relatively large advisory body, made up of representatives of cycling organisations from across the UK. 52

London

Details of Londons cycling initiatives can be found on the Transport for London website. Under the Greater London Authority Act 1999, as amended, London's transport network now falls within the control of a single institution. The elected Mayor of London is responsible for policy and all statutory duties rest with him. He has a duty to produce an integrated transport strategy for London. Transport for London (TfL) implements the Mayor's transport strategy
48 49 50 51 52

DoT press notice, Work begins on national cycling strategy, 26 January 1996 DoT, The National Cycling Strategy, July 1996, p1 ibid., pp4-6 ibid., p25 and pp35-40 the forerunner to Cycling England, which was abolished in 2011, see section 1.3, above

and oversees transport services on a day-to-day basis. The London Borough councils and the City of London must prepare Local Implementation Plans (LIPs) setting out their proposals on how they intend to put the Mayors transport strategy into effect in their respective areas (these are the equivalent of Local Transport Plans (LTPs) outside London). The Mayor must approve each local plan, ensuring that they adequately implement his transport strategy; if a council fails to prepare such an adequate plan the Mayor can recover the cost of preparing a plan himself in default. When the Mayor revises his strategy, the LIPs must be revised in accordance with the planned changes. 4.1 Policy under Mayor Livingstone, 2000-08

Ken Livingstone published his transport strategy in July 2001; it was revised in 2004 and 2006. Section 4J of the strategy dealt with cycling. Mayor Livingstones policy on cycling was that: Transport for London and the London boroughs, in consultation with cyclist user groups, will undertake and support measures to make the cycling environment safer and more convenient for all users. 53 To achieve this, the strategy set out the following proposals: A Cycling Centre of Excellence to prepare a plan (by 2002) to guide the development of cycling initiatives in consultation with the London boroughs and cyclist user groups; The Centre to set up an Advisory Group to provide a focus for those who are promoting cycling (by 2001); The Centre to co-ordinate the London Cycle Network in partnership with a lead London borough, with higher demand routes to be completed by the end of 2004, and the remaining network to be completed by 2008 to a consistently high standard; TfL to work with the London boroughs and cyclist groups to develop extended high quality cycle routes, largely based on the London Cycle Network, with a pilot high quality route to be identified by early 2002 and a London-wide network to be identified by the end of 2002, with the aim of completing the extended high quality cycle routes programme within ten years; TfL and the London boroughs to look at the problems encountered by cyclists, particularly key accident locations, to see if these could be solved by specific junction treatment or other traffic management solutions; All new major highway and transport infrastructure and traffic management schemes to be cycle audited by TfL and all London boroughs via procedures to be in place by the end of 2001; TfL and the London boroughs, working in partnership with rail operators, businesses and educational establishments, to provide additional secure cycle parking facilities, including at shopping centres and transport interchanges. The Mayor to encourage the provision of these and other facilities required by cyclists at workplaces and places of education, expecting that the London boroughs would require developers, wherever practicable, to provide good cycle access to the development; install secure cycle parking; and provide showers, lockers and changing facilities; and TfL to work with the London boroughs and the police to support effective training for children and adults for safer cycling. TfL to work with the London boroughs, and the
53

Mayor of London, The Mayors Transport Strategy, July 2001, Chapter 4J

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voluntary and community sectors to increase awareness of the problems caused by cycling on the footway and other offences, and to develop effective measures for addressing them. 54 When he ran for a third term in 2008, Mayor Livingstones transport manifesto stated that cycling levels in the capital were up by 83 per cent over the previous five years and that investment had increased five-fold with new cycle lanes and 40,000 new cycle parking spaces. 55 Mayor Livingstone ran on a platform of: increasing spending on walking and cycling programmes to over 60 million in 2009; introducing a central London bike hire scheme with 6,000 bikes available every 300 metres and free to use for the first half hour; providing a network of new cycling corridors into central London; and introducing new Bike Zones around urban town centres with 20mph speed limits on residential roads, cycle priority streets where cars give way to bikes, greenways and a clearly signed network of cycle-friendly routes, linking schools, stations, residential areas and workplaces. His intention was that by 2025 there would be 1.7 million cycle trips every day, accounting for five per cent of all daily trips. 56 4.2 Policy under Mayor Johnson, 2008-

Boris Johnson was elected in May 2008 on a pledge to make London a genuinely cyclefriendly city by introducing a central London cycle hire scheme, supporting 20-mph zones where they were appropriate, increasing cycle parking by funding over 10,000 cycle stands. 57 In November 2008 Mayor Johnson published a consultation document as a precursor to the formal consultation on his transport strategy. 58 This was followed by a statement of intent in May 2009 and a draft transport strategy for formal consultation in October 2009. The final transport strategy was published in May 2010. Mayor Johnsons overall policy on cycling is to work with other stakeholders to: provide support, including sharing best practice, to enable and empower employers, schools, community groups, other organisations and individuals to deliver the improvements necessary to create a cycling revolution in London. 59 To achieve this, the strategy set out the following proposals: developing the Biking Borough scheme including measures such as cycle hubs and marketing initiatives to promote cycling; raising the profile of cycling, using information and behavioural change measures, including smarter travel initiatives and major events; delivering improvements to cycling infrastructure and training, including: the central London Cycle Hire scheme; twelve Cycle Superhighways; enhanced cycle links to the
54 55 56 57 58 59

ibid. Ken Livingstone, Transport Manifesto, March 2008 ibid. Boris Johnson, Getting Londoners Moving, March 2008, p7 Mayor of London, Way to go!, November 2008, pp24-26 Mayor of London, Mayors Transport Strategy, May 2010, p189, chapter 5

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Olympic Park; secure bicycle parking facilities, particularly at stations, workplaces, schools, retail and leisure sites; further integrating the road network and open spaces; road enhancements to make cycling easier and safer, including managing car access to residential areas, through physical or design measures, to create pleasant and safer cycling environments; and cycle training; encouraging changes to be made to the Highway Code and road traffic regulations to make cycling more convenient and to encourage a culture of mutual respect between all road users; encouraging cycling by supporting development that provides cycle parking to an appropriate standard; integrates the needs of cyclists into the design; promotes the co-location of key trip attractors; and provides cycle hire docking stations; and reviewing cycle parking standards to implement best-practice levels of cycle parking provision at stations. 60 Policies for Cycle Superhighways, the Cycle Hire scheme, Biking Boroughs, improving training and safety, provision of better cycle parking and others were further explained in Cycling Revolution London, published alongside the transport strategy in May 2010. The London Cycle Hire scheme, sponsored by Barclays, was launched in June 2010 in central London. It was extended eastwards towards Canary Wharf and the Olympic Park in March 2012. Cycle Super Highways, also sponsored by Barclays, were launched in summer 2010.

60

ibid., pp189-196

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