Appendix 1
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Draft Croydon Cycling Strategy 2017-22
Appendix 1
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FOREWORD [To be added]
OUR VISION FOR CYCLING
We have a clear vision for Croydon and cycling’s role in achieving that vision.
We are aiming for:
Croydon’s cycle routes and facilities being as good as the best in London
All our cycle facilities can be used by all cyclists including those with disabilities
Croydon will have an extensive network of attractive and safe cycling routes covering all corners of the borough.
There will be high levels of cycling amongst residents from all backgrounds and communities in Croydon.
Every household in the borough wanting to access secure cycle parking shall have it.
Cycling will be considered a safe form of transport for everyday journeys for people of all ages.
Real or perceived conflict between cyclists and other street users will be minimised
Zero cyclist road casualties as part of a wider ‘Vision Zero’.
Cycling is part of our Croydon Promise supporting sustainable growth in the Borough.
It links with the Mayor’s Healthy Streets challenge to re-examine our streets to use the
space taken up by cars more efficiently with priority to walking, cycling and public
transport. We cannot deliver a step change in cycling in isolation: it will be part of a
wider transport agenda and link to the emerging Mayor’s Transport Strategy.
‘We will raise the status of cycling as a means to travel around the borough aiming eventually to put Croydon on a par with the most cycle-friendly cities in Europe. Investment is already taking place via the Connected Croydon programme and Quietway initiatives but much more needs to be done. We will improve the cycle network across the borough by providing new dedicated routes, cycle hubs encouraging facilities for cycle hire and servicing and by supporting cycling schemes at schools and places of work.’ (The Croydon Promise: Growth for All 2014)
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This strategy sets out how we intend to take cycling in Croydon towards that vision
and to enable it to play its full part in achieving our vision. The strategy is clear as to
the reasons for wanting to achieve our vision.
At the core of the strategy sits a network of high quality cycle routes focussed on the
Growth Zone helping to support and achieve a better not just bigger town centre.
Our plans are ambitious. Delivering many elements means overcoming major
challenges. It will require taking opportunities as they arise, but also making
opportunities. Depending on resources, opportunities and the willingness of our
partners, completing the journey may take 20 years (although the strategy will be
refreshed after 5). We will be detailing a costed programme through a separate
Delivery Plan and provide an annual report on progress.
Appendix 1
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WHY CYCLE? SETTING OUT THE BENEFITS
Convenience
Travelling by cycle gets you from A to B quickly and in a reliable time. It is cheap,
easy and available to almost everyone of any age and ability. It is a fun way to
explore the borough and beyond.
Efficiency of road space
Cyclists are able to make more efficient use of space than all road users except
buses. Cyclists can generally use road space which is not available to other larger
vehicles.
Value for Money
As well as being relatively low cost, DfT research into the costs and benefits of recent
cycle schemes have shown these offer “high” to “very high” value for money stating
that “targeted investment in cycling can bring very strong returns to society”.
Health Benefits
Cycling makes you healthier and improves your well-being. It can lead to positive
mental health as it connects people to the outside world and reduces the stresses
often felt sitting in a traffic queue.
Inactivity is having profound health effects and is a major contributory factor to the
levels of obesity in Croydon. In Croydon, more than one in three children aged 10-
11 are overweight. For adults the situation is more serious. Almost two-thirds of all
adults are overweight. This equates to over 185,000 adult residents. Children in
Croydon are growing up in a borough where it is normal to be overweight.
From 2007 to 2015, the estimated annual cost of obesity to the NHS in Croydon is
predicted to rise by 24% (£11.2 million). Data from TfL shows that if people walked
or cycled 20 minutes a day then the NHS would save about £1.7bn over 25 years.
Moreover, a new study by Glasgow University shows that regular commuter cycling
can reduce the incidence of cancer by 45% and heart disease by 46%.
Economy
Cycle parking, wayfinding and new routes to improve access to town centres can all
make it easier for people to make local journeys by bike. This in turn can benefit
local shops and services. A survey by TfL of 15 town centres found that those who
arrived on foot or by cycle spent more per month than those who arrived by any
other mode of transport.
Appendix 1
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On average, employees who are physically active take 25% fewer sick days than
inactive employees.
Air Quality
More cycling can be achieved by people using private transport less. Road traffic is a
prime source of the most damaging pollutants which affect health of all residents but
particularly young children, older people and people with health problems. Currently,
road based transport in London is accountable for 54% of NOx and 48% of PM10
emissions. Poor air quality is a major issue for parts of the borough but particularly
for people living along the major roads in the borough.
Climate Change
Greenhouse gases are one of the most pressing environmental issues facing
London. TfL data shows that 21% of CO2 emissions are from transport. Around 80%
of these emissions are from road based transport.
Changing Behaviour
It is important that the benefits of cycling and walking are embedded in children as
there is evidence that if children cycle or walk then they carry on doing so as adults.
Moreover, studies have shown that children who walk or cycle to school have
significantly improved behaviour, attendance and learning ability.
How much cycling at present?
Current levels of cycle activity in the borough are low. Indeed there was a 10%
reduction in the number of cycle trips between 2008 and 2013 in contrast to the
growth shown across London. Only around 1% of Croydon’s population cycle for at
least 30 minutes five times a week. Croydon has fewer regular cyclists than many
other parts of London. Only 1% of Croydon residents regularly cycle compared to 2%
in outer London and 3% across London as a whole. Croydon residents also have
relatively low cycle ownership.
Appendix 1
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Table 1 Proportion of London households with a cycle available
Relative to the distance travelled, cycling in Croydon is safe compared to other parts
of London. As with other types of road casualties cycle casualties mainly occur on
the main thoroughfares with concentrations along the London Road [A23], A212,
A222 and the town centre area. Nevertheless cycling has to be made safer and
appear to be made safer if we are to release the potential for more cycling across the
borough.
How much potential for cycling?
Although there is currently a low level of cycling in the borough there is enormous
potential for much more cycling. As an example during weekdays the majority of car
journeys into the Town Centre are less than 5km in length, a journey length most
people are well capable of cycling. TfL has undertaken an analysis of the potential
for cycling based on an assessment of the number of cycleable trips. This indicates
that Croydon as a borough has the highest potential for cycling of all London
boroughs with 400,000 daily cycle trips that could be made by residents. Currently
only 6,000 daily cycle trips are made, representing only about 1% of the potential.
TfL estimate that more than 300,000 of these potentially cycleable journeys are
made by car. The centre of Croydon has particular scope for much more cycling.
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Table 2 Number of potentially cycleable trips in a 15 minute cycle time radius of the
Growth Zone
Croydon Town Centre / Growth Zone Study
Area
Potentially Cycleable Trips
With an origin in the study area (outbound) 114,700
With a destination in the study area (inbound) 124,000
With an origin and destination in the study area (within)
68,700
Total cycling potential in study area 307,400
The TfL report “Delivering the Benefits of Cycling in Outer London” identified a
number of barriers to cycling in outer London:
The report identified how these barriers could be overcome.
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TfL has adopted a new methodology to assess ‘propensity’ to cycle through a
Transport Classification of Londoners [TCoL] including Census and London Travel
Demand Survey [LTDS] data. This analysis classifies London’s population into nine
segments, identifying households most amenable to cycling in the future and those
currently cycling more than average. Those most likely to cycle are “Urban Mobility”,
“Suburban Moderation” and “Affordable Transitions” segments. These households
are concentrated in the north and centre of the Borough.
Croydon is a location where couples move to from central/inner London to start
families. At this point they may well give up cycling. Cycle infrastructure and
supporting measures will need to be tailored to enable existing young couples to
keep cycling, and to make it easier for them to introduce children to cycling / include
cycling in the school and onwards to work. Effectively reaching and encouraging the
large “Affordable Transitions” and “Suburban Moderation” segments in Croydon to
cycle will be vital to normalising cycling.
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OUR APPROACH TO FOSTERING MORE CYCLING AND A HEALTHIER FUTURE
Connecting People and Places: Addressing the built environment
- Implementation of a network of cycle routes. We will be enhancing the
existing cycle route network through Quietways on local roads, Cycle
Highways on busier roads and Greenways through green spaces.
- Supporting safe and secure on and off-street cycle parking
- Implementing permeability measures such as cut throughs on road closures
and contraflow cycling in one-way roads
- Improving the environment for cycling such as through 20mph speed limits
and zones, traffic management measures and local safety schemes
- Development of cycle hubs
Creating a Cycling Culture and Changing Behaviour
- Delivering a behavioural change programme including cycle training
- Support for travel plans for schools and require travel plans as part of
development proposals
- Measures to enhance cycle safety such as Freight Operator Recognition
Scheme [FORS]
- Re-energise the Council’s staff travel plan
Guiding Principles
We are setting out some guiding principles to help us to achieve our vision:
1. We will seek to implement cycle facilities in line with TfL’s London Cycling
Design Standards
2. When creating routes on busier roads we will aim to protect cyclists from other
traffic through segregation or semi-segregation
3. We will focus on meeting cycle desire lines through a network of cycle routes
on quieter roads
4. We will support the growth in Croydon town centre by a network of routes and
permeability measures
5. Streets in the centre will become more liveable and able to be enjoyed by
pedestrians as well as cyclists
6. Work with local businesses to support more employees cycling to work
7. Cycle routes will be clearly signed making them easy to navigate
8. Each cycle route would be delivered as a whole
9. All facilities should be able to accommodate hand bikes, trikes and other non-
standard cycles. We will not create barriers to cycling for disabled people.
10. We will aim to allow for the growth of cycling in our designs
11. We will maintain the existing cycle route network and make provision for
future maintenance of planned routes
12. We will subject our policy and programmes to external “Bicycle Policy Audit”
13. Eventually we aim to deliver a hierarchy of routes across the Borough:
a. Segregated or semi-segregated Cycle Highways on some of the busier
road corridors
b. Quietways along less busy streets
Appendix 1
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c. Greenways connecting people to and through parks.
Fig 1 Proposed End State Cycle Route Network
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CYCLING’S ROLE IN REGENERATING CROYDON
We have ambitious plans for growth. Our Growth Zone focused on the town centre
will deliver £5.25bn of investment providing 23,500 new jobs and 10,000 homes. It is
a similar pattern for population growth across the Borough as a whole with an
increase of 30,000 expected over the next 20 years. Much better public transport
and cycling facilities will be the key to ensuring this growth can be delivered
sustainably. It is essential that the Growth Zone and its immediate surrounding area
is made cycleable. To be a cycleable town centre, cycling must be convenient, safe
and attractive.
Convenient cycling in the Growth Zone
One of the town centre’s defining features is its one-way streets which make it
impermeable to cyclists. All streets need to be capable of being cycled in both
directions unless there are strong safety reasons for them not being so.
Major roads in the town centre act as barriers to cycling. We have begun to break
the Roman Way and Park Lane gyratory and Wellesley Road barriers. More
crossings are planned on Wellesley Road but it too must eventually become a
cycleable route. With development in the centre the major roads will become less of
a barrier and in time will become part of the Cycle Highway network and a significant
aid to cycling.
We know that many businesses and workers in the town centre favour cycling to
work. Yet the ageing office accommodation often lacks secure cycle parking and
cyclist changing facilities. With redevelopment of much of the town centre the
situation will improve as we can secure cycle parking and other cyclist facilities
through planning permissions. We will work, however, with our partners including
Network Rail and the train operators to provide cycle parking “hubs” at stations and
other locations which will include high quality secure cycle parking and other
services for cyclists.
Safe cycling in the Growth Zone
Across the town centre [with the exception of its major roads] and beyond we will
enhance the cyclist environment by limiting speed to 20mph. We will also press for
speed limit enforcement to be given higher priority. As major roads undergo
redesign we will ensure designs encourage 20mph as the norm. Gradually the town
centre roads will become “Healthy Streets” in which the street space will be treated
as a whole with urban realm enhancements, more greenery, space for stopping and
sitting and appropriate surface treatment.
Larger vehicles pose the most risk to cyclists. With central Croydon entering a major
phase of development with an associated increased number of construction vehicles
we need to ensure the safety of cyclists is not compromised. We require (and will
continue to do so) construction logistics planning, vehicle route planning,
membership of the Freight Operators Recognition Scheme and vehicle equipment
and driver training standard levels via the Planning system.
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The town centre benefits greatly from being at the heart of the tram network. The
tram system though can pose particular challenges to cyclists and give rise to safety
concerns amongst them. We will work with TfL to ensure that:
- Growing numbers of cyclists can conveniently and safely share space with
trams in the town centre; and
- New tram infrastructure does not conflict with the needs of cyclists
Croydon’s economy, environment and residents benefit significantly from the dense
bus network focused on the town centre. However, cyclists can feel intimidated by
the presence of buses and the road safety threat posed by them. As we move to
20mph being the norm for the town centre we will work with TfL to extend its bus
Intelligent Speed Adaption experiment to central Croydon.
Cycling will be made easier for many more people in the town centre through easy
low cost cycle hire.
Local Centres
As well as supporting the sustainable delivery of our Growth Zone ambitions we want
to support regeneration and access by cycle to our district centres. We will be linking
these to the town centre complemented by a network of routes serving local centres.
CONNECTING PEOPLE AND PLACES
Quietways
We have surveyed and costed a potential network of Quietways radiating from and
connecting to the Growth Zone. Quietways are routes aimed at less experienced
cyclists or cyclists who prefer to use less trafficked residential roads. We will work
with local residents and other stakeholders to design the best solutions.
Cycle Highways
We will complement the network of Quietways with a number of Cycle Highways on
busier roads where we will aim to segregate cyclists from other traffic as much as we
can. This will be most challenging where these routes are also roads passing
through district and other centres. Here the demand and need for kerbside parking
[at least in the medium term] will remain high. There will be a presumption in favour
of 20mph speed limit at these locations to help calm traffic as it passes along these
roads and help cyclists claim their space within the street.
Cycle Highways will inevitably pass through junctions which we know offer a
challenge for cyclists to safely pass through such as at the major junctions on the
A23 [Lombard roundabout and Purley Cross]. We will work with TfL to deliver
solutions to these junctions and we are currently working with TfL on proposals for
Fiveways.
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The challenges we face should not be underestimated. In many places [especially
near Croydon town centre] carriageway widths are narrow making it difficult to
provide segregated cycle lanes. Some streets such as Whitehorse Road have cycle
lanes but these do not come near to the type of segregated or semi-segregated
route aspired to. On some streets trees and essential parking will reduce the options
available.
Across the Borough there are junctions that are problematic for cyclists and a barrier
to cycling. Some are in the Council’s gift to address. Others will need partnership
working with TfL and may need to await major proposals for junction redesign.
Junctions we know to be problematic for cyclists and should be addressed over time
include:
- Thornton Heath/A23
- Thornton Heath/Sydenham Road
- Lombard Roundabout
- London Road/St James’s Road
- Newgate gyratory
- Cherry Orchard Road/Lower Addiscombe Road
- Roman Way/Derby Road
- A232 Chepstow Road
- A232 Shirley Road
- Fiveways
- Coombe Road
- Gravel Hill
- Purley Oaks
- Purley Town Centre
- Park Lane
- Selsdon Road
- Coulsdon Town Centre
- Gravel Hill/Shirley Hills Road
- Mill Lane
Bridges and underpasses can also cause problems for cyclists. They can create
pinch points and typically the road layout does not provide a safe and pleasant
cycling environment. Over time as opportunities arise, we want to address these as
part of this strategy. We have identified these pinchpoints:
[list to be added]
Cycle Greenways
Over third of the Borough is open space. This is an important asset. Some of it
already accommodates both utility and recreational cycling such as South Norwood
Country Park.
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Our Local Plan Core Strategy includes proposals to connect the Borough’s places
and green spaces via a network of walking and cycling “Greenways”. Much of the
initial feasibility for the Greenways has been undertaken.
Considerate cycling will be permitted in the majority of Croydon’s parks. Greenways
will increasingly connect people to and through parks and other green spaces for
both recreational and utility cycling. Greenways will complement our network of
Quietways and Cycle Highways.
Cycle Parking
As part of development proposals we will continue to require safe and secure off-
street parking. We follow London Plan standards which seek a minimum level of
cycle parking. The lack of secure off-street parking is often cited as an issue
deterring more people from taking up cycling.
We recognise that for many residents the type of housing makes it difficult to have
secure off-street parking. We will seek to provide secure on-street parking such as in
bike hangars and consider options for use in communal areas in blocks of flats.
Cycleable Areas
Only a minority of streets in the borough will have a formal cycle route. We want to
make all of our streets much more cycle friendly. We are expanding the area of the
Borough subject to 20mph speed limit or within 20mph zones, subject to
consultation. Many journeys can be made on foot or by cycle and part of this
aspiration can be met by making our streets cycleable. and helping to helping to
deliver the Mayor of London’s Healthy Streets objective.
Cycling as part of Longer Journeys
For most the commute to central London and other long journeys will continue to be
by train. Croydon has a number of stations where the annual number of passengers
using them is more than 1 million suggesting a significant opportunity to travel to
stations by cycle, see Table 3. We will work with Network Rail/TfL and the train
operators to look at opportunities for closer integration between cycle and rail. The
busiest stations also tend to be in town centres meaning we can develop cycle
facilities in these centres to support both the town centre and sustainable access to
rail. Our focus will be on the district centres such as Norbury and Coulsdon. Cycling
hubs with secure cycle parking, servicing equipment and cycle hire will be developed
at the busiest stations.
Our busiest station is East Croydon [one of the nation’s busiest] with more than 24
million passengers entering and exiting each year. Data from the station travel plan
Appendix 1
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showed that 25% of station users travel less than 1km to the station with a further
36% travelling between 1 and 3km. For many of the short journeys walking is the
most convenient way to access the station. But the data also suggests there is huge
potential for many of the longer journeys to be made by cycle.
Table 3 Croydon’s busiest stations
Station Entries and exits 2015/16 [million]
East Croydon 24.2
West Croydon 5.1
Norwood Junction 4.3
Norbury 4.0
Thornton Heath 3.9
Purley 3.3
Selhurst 1.7
Coulsdon South 1.6
South Croydon 1.2
Sanderstead 1.1
CHANGING BEHAVIOUR
We will be complementing our infrastructure plans with soft measures to enable local
residents and employees comfortable and safe cycling in the Borough. We will
continue measures such as:
- Led community cycle rides to build confidence and cycling skills
- Cycling for Health as part of the exercise for Referral programme to get
people cycling for improved health and fitness
- Promotion of walking and cycling through events such as Walk on
Wednesdays and Bike Week
We will target plans and activities at groups under-represented among cyclists [e.g.
women, disabled people and certain BME groups] to start cycling.
We will continue to work with schools to develop, deliver and improve travel plans
and associated programmes aimed at stimulating a cycling culture amongst the
young:
Walkers / Bikers Breakfast - run a breakfast club and provide free breakfasts for those pupils who walk, scoot or cycle to school.
Walk Once a Week – pupils who walk once a week each week in a month are given a badge incentive to encourage more walking
Cycling / Walking Club - purchase equipment for activities. Scooter Storage - request a scooterpod for pupils to store their scooters in
during the school day. Balance Bikes - some schools have used the funding to purchase a small
number of balance bikes to aid in teaching their early years how to cycle.
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Croydon Cycle Festival – engaging Croydon schools with multiple aspects of the Croydon Cycle Festival such as static bike racing and year 5 racing
Pop-up bike Markets – providing 5 pop-up bike markets annually to schools in areas of high deprivation and obesity to encourage recycling of used bikes within the community
Love your Bike events – such as Dr Bike and bike decoration
To complement this work we will aim to create a calmer traffic environment around
schools to make cycling safer and more pleasant.
We will continue to promote cycling events such as the Tour Series in the town
centre.
SAFER CYCLING
Lorries and particularly HGVs are disproportionately involved in collisions with
cyclists resulting death or serious injury. The Freight Operators Recognition Scheme
[FORS] is intended to help road freight operators become safer, more efficient and
more environmentally friendly. There is an accreditation process with freight operator
members meeting Bronze, Silver or Gold standard. We specify FORS membership in
assessing the environmental impact of planning applications. As part of our
approach to minimising the risk of personal injury collisions we will be seeking to
adopt the FORS standard.
Workplace travel plans
Through the planning process we support sustainable development by requiring
travel plans for larger developments in line with TfL guidance. These include
requirements for reducing travel, reducing car use and encouraging sustainable
transport such as cycling. Plans would include actions for achieving targets for
reducing car use. Such measures could include setting up car clubs, promotional
information on the availability of cycle routes in the vicinity of the site and providing
cycle parking in line with London Plan standards.
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DELIVERY
The following summarises actions and activities to deliver our ambitions and
indicates possible future funding sources. Further detail can be found within the
Cycle Route Delivery Plan.
Type of Measure Cost [L/M/H]
Timescale [S/M/L]
Delivery Agents Potential funding source
Infrastructure
Cycle routes
- Quietways - Cycle
Highways
- Greenways
[current cycle route programme detailed in Delivery Plan]
H H per annum [pa] H pa
M L L
TfL/LBC TfL/LBC LBC
TfL TfL/LBC LIP/CIL/Growth Fund LBC LIP/CIL/Growth Zone
Junction enhancements
H M/L TfL/LBC TfL, LBC LIP/CIL/Growth Fund
Bridge enhancements
H M/L TfL/LBC/Network Rail
TfL, LBC LIP/CIL/Growth Fund
Cycle Parking – on and off-street
L pa Ongoing LBC/developers LBC LIP/CIL/Growth Zone/S106
Cycle hubs - East
Croydon - West
Croydon - Other rail
stations
M M M
S M/L M/L
LBC/Network Rail/train operators
LBC LIP/CIL/Growth Zone
Road safety measures
L pa Ongoing LBC LBC LIP
Healthy Streets schemes around district centres
- Thornton Heath
- Norbury - South
Norwood - Coulsdon
H
L
LBC
TfL Liveable Neighbourhoods/LBC LIP
Appendix 1
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- Addiscombe - Crystal
Palace/Upper Norwood
- Purley - Selsdon
20mph speed limit/20mph zones on local roads
H S LBC LBC LIP
Permeability measures
- Contra flow cycling on one-way roads
- Cycle gaps
in road closures
L pa L pa
M M
LBC LBC
LBC LIP/CIL/S 106 LBC LIP/CIL/S 106
Local cycling group identified measures
- Link to existing schemes where relevant
- Identify priorities
?
LBC/Cycle Forum
LBC LIP/CIL/S 106
Non-infrastructure measures
Cycle training L pa Ongoing LBC/cycle trainer
LBC LIP
Behaviour change programme
M pa
Ongoing LBC LBC LIP
School travel plans - Bikeability
training
- Cycle parking
L pa L pa
Ongoing Ongoing
LBC/schools LBC/schools
LBC LIP/S 106
Cycle safety [FORS, SUD] and other initiatives
L pa Ongoing LBC LBC LIP
Cycle counts L pa Ongoing LBC LBC LIP
Policy integration with land use and transport planning
- Cycle parking standards
N/A Ongoing LBC N/A
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- Car parking standards
Cost
L = < £200k
M = £200k to 500k
H = > £500k
Timescale
S = 2017/18 -2019/20
M = 2020/21 – 2022/23
L = post 2023
MEASURING PROGRESS
Croydon’s transport Local Implementation Plan approved in 2011 includes a
mandatory target and performance indicator relating to cycling mode share. We are
also monitoring cycle route completed, cycle theft, the number of on-street cycle
parking spaces, cycle road casualty data, volume of cycling and the amount of
cycling to schools and to workplaces.
Measure Current performance
Interim target
Long term target
Data source
Proportion of cycling trips by Croydon residents
1% [2013/14 – 2015/16]
2% [2018/19 – 2020/21]
3.5% [2025/26 – 2027/28]
LTDS
Estimated spend per head of population on cycling investment
£3.69 [2017/18] £15 £15 LBC
Length of cycle route completed
(To be added) ? [2020/21]
? [2027/28]
LBC
Cyclist casualties - KSI
- All casualties
7 [2013/15] 98 [2013/15]
-10% [2018/20] -10% [2018/20]
-20% [2025/27] -20% [2025/27]
TfL
Number of public or on-street cycle parking spaces delivered each year
20 100 200 LBC
Appendix 1
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We will prepare an annual monitoring report [The Croydon Cycle Account] including
the various sources of data identified above.
The use of LTDS data allows comparisons with other boroughs as it is collected on
an annual basis by TfL although 3 years of data are used to give reliable results due
to small sample sizes at the borough level.
As part of cycle training for adults and school children we will be undertaking a
questionnaire survey of how their cycle usage has changed following completion of
the training.