Date post: | 05-Apr-2018 |
Category: |
Documents |
Upload: | manchester-friends-of-the-earth |
View: | 215 times |
Download: | 0 times |
of 10
8/2/2019 Getting Moving: A Manifesto for Cycling in Greater Manchester
1/10
A Manifesto for Cycling in
Getting Moving
Greater Manchester
8/2/2019 Getting Moving: A Manifesto for Cycling in Greater Manchester
2/102
20% of Greater Manchesterjourneys under 5 miles by
bike by 2020.
Cycling.More people. More journeys. More of the time.
Economy.Build bikes. Make jobs. Revive communities.
Climate.No emissions. No fuss. No delays.
Health.Work out, dont pay out. Breathe clean air.
Social.For everyone, all the time.
8/2/2019 Getting Moving: A Manifesto for Cycling in Greater Manchester
3/103
Cycling for All
Cycling is not only a fantastic leisure pursuit: its the perfect way
to get from A to B. This manifesto is about how to get more people
cycling, more of the time, and enjoying the benets of it.
For many, cycling offers an affordable way to get to work, school,
college and the shops. It keeps them active, saves money and
helps them to reduce their climate change emissions. With
healthy active staff and efciently running transport networks,
businesses can thrive.
Currently the modal share for cycling to work in Greater
Manchester is around 1%, much lower than the cities leading the
way in cycling (see below).
Climate
It has been estimated that
transport accounts for over 30%
of carbon emissions in Greater
Manchester1. With the UK
government striving to cut total
CO2
emissions by over 80% on 1990 levels by 2050,
low-carbon modes of transport are essential.
The impact of local transport is particularly signicant. In 2006,
57% of all trips in the UK (excluding cycling and walking), and56% of car journeys, were less than ve miles. These trips tend
to be less energy efcient than longer ones, as cars do fewer
miles per gallon in urban conditions than on motorways2 - and
such trips are perfect for cycling.
CYCLING FROM A TO B: AT THE CORE OF
CLIMATE, ENVIRONMENT AND HEALTH
Greater Manchester 1%
Edinburgh, UK 4%
Cambridge, UK 25%
Copenhagen, DK 36%
Mnster, DE 38%
How do cities compare?
* Because each city records its statistics
in a different way, these cycling modalshift gures are included to provide an
approximate comparison and show what
can be achieved.
The modal share for cyclingto work in Greater Manchestershould rise from 1% to 20%.
Health
An active lifestyle contributes to good physical and mental health.
An increase in sedentary lifestyles has been linked to the rise
in the use of motor vehicles. The GM Director of Public Health
argues that if one third of car journeys under ve miles were
transferred to foot or cycle it would save as many lives as all
other heart disease prevention measures put together.3 The cost
to the UK of treating obesity has been estimated at 4.2bn per
year and is predicted to double by 2050.
Economy
Cycling brings wide economic benets, including reduced health
bills, more disposable income and
reduced absenteeism: regular
cyclists take on average one
less sick day per year4. Road
congestion is rising and Greater
Manchester has some of the worst
levels5. It has been estimated that
trafc congestion will cost the UK economy 22 billion each year
by 20256.
Learning the Lessons
Many other cities have achieved much greater levels of cycling.
If it is to join them, Greater Manchester must identify and
address the barriers to cycling. The ve policies presented in this
manifesto are essential in getting to the point where 20% of all
journeys under ve miles are made by bike.
8/2/2019 Getting Moving: A Manifesto for Cycling in Greater Manchester
4/104
CYCLING INFRASTRUCTURE SHOULD BE HIGHQUALITY, CONSISTENT AND APPROPRIATE.
Where We Are
Cycling infrastructure includes on-road cycle lanes, advanced
stop lines at junctions, off-road cycle routes and shared-use
(pedestrian/cycle) facilities as well as cycle parking and route
signage. The discussion in this section will relate mostly to cycle
lanes and routes.
Much of the cycling and walking infrastructure in Greater
Manchester is poor compared to best practice in other UK
cities. Many of the short sections of on-road cycle lane have
not met national guidance in terms of width or layout, and do
not provide continuous or coherent routes to key destinations.
Current GM parking standards and planning guidelines also lagbehind other UK cities, such as York and Cambridge.
The development of effective cycling infrastructure has also
been constrained by a lack of
long term strategic planning and a
poor level of integration with other
strategies and sectors: for example,
planning guidance on walking and
cycling not being implemented, poor
enforcement regarding vehicles
parking in cycle lanes, and poor integration within healthpromotion strategies.
Whilst most would agree that installing poor cycling
infrastructure is an ineffective use of funding, there is a lack of
coherence within the cycling community on the type of cycle
lanes and routes required or whether they should be installed
at all. Crudely put, there has been a divide between those
who argue that the road is the cycle network and cycle lane
infrastructure is unnecessary and/or dangerous and those
who advocate the development of a European-style cycling
infrastructure, separated from motorised trafc, which provides
direct routes that can be cycled at speed and are designed
around the needs of cyclists such as have often been
developed in northern European countries like the Netherlands
and Denmark.
Getting Moving
Alongside the other improvements advocated in this document,
there is a clear need for the development of a coherent and
consistent cycle network in Greater Manchester.
There is a clear need for acoherent and consistent cyclenetwork.
There is some recognition of this in the Local Transport Plan:
Our overall aim is to enable people to cycle safely on thewhole on and off-road network. However, as a priority the
local highway authorities will each continue to work towards
completing a core cycle network (of local, regional and
national routes) providing direct, continuous, safe, attractive,
comfortable and coherent cycle routes.7
It does not, however, indicate whether, in terms of the type of
cycle infrastructure installed, this core cycle network will be
business as usual, or will entail new designs and evidence new
thinking.
To encourage more people to cycle, the Greater Manchester
cycle network will need to include trafc-free facilities, be well
signposted and give priority to cyclists.
Developing such a GM-wide
cycle network will require
strategic thinking and
longer-term planning.
Short-term measures must
help to move in this direction
and could include increasing
access and permeability by creating more contra-ow routesand by both extending the Quality Bus Corridors and bus lane
networks and making them more cycle-friendly.
It is also vital that a generous amount of secure, covered
cycle parking is installed and that planning guidance sets high
standards for parking in residential and business buildings.
8/2/2019 Getting Moving: A Manifesto for Cycling in Greater Manchester
5/105
CYCLING SHOULD BE FULLY INTEGRATED INTOTHE PUBLIC TRANSPORT SYSTEM.
Where We Are
The bicycle is an excellent method of transport for most people
for distances up to ve miles. Combined with other sustainable
transport modes, it becomes an even more exible tool.
In Greater Manchester, the transport system is not as integrated
as it could be. Currently bicycles are not allowed on GM bus
services or Metrolink trams and there is limited peak time
carriage on rail services. In addition, the provision of good
quality cycle parking at interchanges is not widespread.
Other cities have developed more progressive policies to
integrate cycling with public transport. The box below highlights
the contrast between the Copenhagen policy and the new
Greater Manchester Local Transport Plan (LTP3).
Combined with other transportmodes, the bicycle becomes aneven more exible tool.
Getting Moving
Examples of initiatives to improve integration of cycling with
public transport demonstrate that it can be instrumental in
increasing levels of cycling, with a corresponding reduction in car
journeys.
When Denver, USA, provided cycle carriage on all buses,
passenger numbers rose by 0.7%, with many of those surveyed
saying they would have taken a car if this facility were not
available10. In the case of Greater Manchesters Metrolink,
we estimate that this would equate to an additional 315,000
passenger journeys, 208,000 fewer car journeys and would
generate an extra 346,000 in revenue each year for Metrolink.
In addition to having the ability to convey cycles by train and
tram, it is important to provide good quality cycle parking (short
stay everywhere and long stay
capacity at major interchanges) at bus
and rail stations. Improved signage
and access to stations would also
encourage more people to cycle to
their nearest major public transport
facility.
For example, South West Trains, train operator in south-west
London, Surrey, Hampshire and Dorset, has made signicant
investment in cycle parking at some of its London suburban
stations. The rst of its kind in the UK, the double-deck cycle
parking facility was installed during 2004 at Surbiton Railway
Station providing covered, secure parking for 175 bicycles.
The station forecourt was also remodelled to reduce vehicle
volumes and speeds. A survey of users of the upgraded facility
showed that 25% occasionally drove to the station and 37% were
occasional car passengers. 10% of the cyclists using the facility
were regular car users prior to its introduction11
. Across Surrey,improved cycle parking at stations is reported to have increased
the number of journeys to railway stations undertaken by bicycle
by 30%12.
City of Copenhagen Cycle Policy 2002-2012
The Copenhagen Transport Public Transport Plan
(1998) takes a highly favourable view of combining
cycling and public transport and targets cyclists
as potential customers to a greater extent than in the past. This has
resulted in the removal of most restrictions applying to bicycles on
commuter trains. There are still some restrictions applying to rush
hours. However, the most recent development is that bicycles are now
allowed on commuter trains in rush hours when travelling in the opposite
direction to the main trafc. As more and more commuter trains of the
new type are acquired bicycles will eventually be allowed on the train at
all hours of the day. Bicycles will be permitted on the new Metro around
the clock.8
GM Local Transport Plan 2011 2025
Cycle carriage is permitted on Northern trains
(the major operator in Greater Manchester) but
overcrowding means that there are serious problems
in accommodating more than two bikes on some trains, and conductors
have the right to refuse access if the train is crowded. There is, however,
no restriction on the number of folding bikes carried.
The carriage of bicycles on Metrolink is prohibited under the by-laws due
to constraints on space on the existing trams, unless they are folded and
fully encased. This policy was recently re-afrmed following a review.
Bus operators in Greater Manchester do not permit cycle carriage.9
8/2/2019 Getting Moving: A Manifesto for Cycling in Greater Manchester
6/106
Where We Are
Provision of cycle training is a vital component of any plan to
increase cycling levels. Heavy trafc volumes and decades of
car-centric planning mean that the speed and volume of trafc
on Greater Manchesters roads are real barriers to cycling
and, whilst it is important to address these, it is also vital that
individuals are given the skills and condence they need to cycle
on the road.
The Bikeability programme for children addresses the training
needs for those who are of school age and we fully support the
continuation and extension of such programmes. There is also a
need for free training for adults.
Getting Moving
Programmes for adult cycle training are being piloted in
Manchester, with excellent take up, and we strongly support
the provision of these subsidised training sessions being made
available on an ongoing basis across all Greater Manchester
boroughs. This would ensure that new cyclists, and those
returning to cycling, could gain the skills they need to cycle
condently and safely on our roads.
Starting in July 2010, Manchester City Council provided funding
for 700 adult cycle training places. The Freewheeling cycle
training has been delivered by BikeRight!, a Manchester-based
company. By September 2011, the project had delivered all
700 cycle training places. Since then Freewheeling has been
supported via Local Sustainable Transport Funding (LSTF) and
has been available for people across Greater Manchester. So
far, over 1000 cycle training places have been delivered.
Nearly 24% of training places have been Learn to Ride
sessions literally, teaching people how to ride a bike.
Nearly 11% of the participating adults had never learnt how to
cycle. The participants represented a wide range of age groups:
18-30 years (27%), 31-40 years (29%), 41-50 years (24%),
51-60 years (17%). Over 72% were women.
The adult cycle training was initially for anyone who lives, or
works, in Manchester. Since September 2011 it was available
for anyone in Greater Manchester. The greatest proportion of
participants have been Manchester residents (54%), followed
by Trafford (12%) and Stockport (8%), but there have been
participants from all 10 Greater Manchester areas indicating
a demand for such adult cycle training in all GM local authority
areas.
ON-ROAD CYCLE TRAINING COURSES SHOULDBE PROVIDED FREE OF CHARGE FOR ADULTS.
...of participants agree
or strongly agree thatthe training helped them
feel safer and increased
competence and condence.
...agree or strongly agree
that the cycle training
encouraged them to cycle
more often.
64%
18%cyclingto
work
A survey of GM adult cycle
trainees in December 2010
found that people changed
how they travelled.
It is vital that people are giventhe skills and condence to cycleon the roads.
tak
ingcar
tow
ork
8/2/2019 Getting Moving: A Manifesto for Cycling in Greater Manchester
7/107
100
10 20 30 40 50 6000
The Effect of Speed on Pedestrian Fatalities:% occuring at impact speeds below the level shown
(18.6mph) (31.1mph)Impact Speed (kmh)
Where We Are
Trafc speed is a barrier to cycling. In 2007 a survey carried
out by the Department of Transport found that 47% of those
surveyed strongly agreed with the statement: The idea of
cycling on busy roads frightens me.13
In 1934 with about 1.5 million cars on the road, no speed limits
and a high fatality rate, a 30 mph speed limit was adopted as
the default for built up areas. Since this time, the UK has seen a
20-fold increase in motor vehicle use and the 30 mph limit can
now be considered outdated.
The North West Public Health
Observatory has highlighted
compelling evidence that
introducing 20 mph speed
limits in residential areas
would save lives and reduce
injuries. Their research found
that introducing 20 mph speed limits could reduce the number of
pedestrians of all ages killed or seriously injured by 26% and the
number of cyclists of all ages killed or seriously injured by 14% 13.
In a recent British social attitudes survey 74% thought that 20
mph was the appropriate speed for residential areas, including70% of drivers questioned15.
RESIDENTIAL AREAS SHOULD HAVE A DEFAULTSPEED LIMIT OF 20MPH.
OECD ECMT Transport Research Centre research found that
5% of pedestrian fatalities occur at impact speeds below 30kmh,
and that 85% occur at impact speeds between 30kmh and
60kmh.
There is compelling evidencethat 20 mph speed limits wouldsave lives and reduce injuries.
Getting Moving
The 20s Plenty16 campaign is now supported by voluntary
and road safety organisations. 20 mph is the norm in much of
Northern Europe and many local authorities throughout the UK,
for example Portsmouth and Liverpool, have committed to 20
mph default speed limits for residential areas.
This can be done without speed bumps and only needs a small
reminder sign on lampposts or painted on the road surface every
100 metres. Communities are recognising that, with so many
other holdups on the journey on todays congested roads, going
faster does not necessarily mean
arriving earlier. Lower speeds allow
everyone more time to respond to
incidents on the road and take action
to avoid crashes.
Lower speeds are not only safer for
pedestrians and cyclists, but also
more pleasant for residents, shoppers and other visitors and
result in fewer minor, but costly, bumps and scrapes. Whilst,
at worst, it adds a few seconds to general car journey times, it
gives everyone the freedom to walk and cycle on our roads.
8/2/2019 Getting Moving: A Manifesto for Cycling in Greater Manchester
8/108
CAMPAIGNS TO PROMOTE CYCLING FROM ATO B SHOULD BE BOLD, SUSTAINED & TARGETED.
Where We Are
The UK is not alone in being saturated with marketing that
promotes the car. To many, the car has become an intrinsic
part of the way they work, shop and spend leisure time, to the
extent that they cannot see how they could manage without
it17. Research by the Department for Transport in 2004 found
that those involved in travel awareness campaigns frequently
referred to the need to counter the effects of commercial
advertising18.
There are many pervasive myths: that cycling is for the super t,
that it is unsafe, and that specialised, expensive equipment is
required. In a society in which people quickly form habits in theirdaily commuting and travel
choices19, cycling needs
prominent and well-argued
backing that cuts
through the media hype
surrounding the car and
challenges the common
perception that the bike is for leisure and sport rather than being
a healthy and affordable mode of transport that is suitable for
many people.
Reserved for
Climate Heroes
German
Environment
Ministry
Germany20
Catch up with
the Bicycle
Transport for
London21
photo: Ewan-M
Burn calories,
save cash, get
there on time.
Love Your Bike22,
Manchester
There are many pervasivemyths. Cycling needsprominent backing.
Getting Moving
Effective advertising campaigns can inform people about the
impacts of their travel choices and the benets of changing
practices. The Love Your Bike campaign, for example, was
launched in 2006 with a billboard campaign in Greater
Manchester with the slogan save cash, burn calories, get there
on time.
Campaigns are an important part of the package of measures
available to those aiming to increase cycling levels. The 2004
Department for Transport research found that travel awareness
campaigns can not only complement other policy initiatives
but also that they are at their most effective when linked toinfrastructure improvements. It also
raised the issue of perception mismatch
between changes and their benets,
nding that campaigns can help to make
potentially unpopular measures more
palatable.
Campaign approaches include traditional
billboard, TV and radio campaigns, and there are many other
ways to get the message across. A German campaign put
adverts on supermarket trolleys with the message The onlyvehicle youll need for this shopping placed a banner above
station cycle parking saying Reserved for Climate Heroes, and
created a cinema advert informing the viewer that their date
will be tter and more intelligent if she/he had cycled there. An
assessment of this campaign package found that almost one in
ve people surveyed had as a result reduced their car use for
shorter journeys. Other examples of awareness campaigns are
events such as the regular Bike Week, Sky Rides and European
Mobility Week.
It is important that campaigns reect consideration of their target
audience. People who already occasionally cycle may be more
open to the idea of cycle commuting, for example. Research by
Cycling England in London found that this group represented
70% of Londons cyclists but only accounted for 25% of trips 23.
These people are likely to be predisposed to the idea of cycling
and potentially receptive to campaigns that emphasise the
nancial and health benets of commuting to work.
Individualised travel marketing, in which information relevant
to specic journey requirements is provided, is a valuable
approach. Sustrans TravelSmart programme demonstrated that
this approach can bring about increases in trips by sustainable
transport modes by as much as 20%24.
8/2/2019 Getting Moving: A Manifesto for Cycling in Greater Manchester
9/109
References1. Greater Manchester Local Transport Plan Draft Long-term Strategy,
October 2010. Page 8.
2. Towards a Sustainable Transport System, Department for Transport, 2007
3. GM Health Commission Programme, July 2010
4. The British Cycling Economy. Gross Cycling Product Report, London
School of Economics 2011
5. Europes Most Congested Cities, Forbes.com, April 2008.
http://www.forbes.com/2008/04/21/europe-commute-congestion-forbeslife-
cx_po_0421congestion.html
6. The Eddington Transport Study, Department of Transport, 2006
7. Greater Manchester Local Transport Plan Core Strategy, GMITA, 2011
www.tfgm.com/ltp3/documents/Greater_Manchester_Local_Transport_Plan_Core_Strategy.pdf
8. City of Copenhagen Cycle Policy 2002-2012 - Combining cycling and
public transport (page 28)
www.vejpark2.kk.dk/publikationer/pdf/413_cykelpolitik_uk.pdf
9. GM Local Transport Plan (LTP3) Integration with public transport, GMITA,
February 2011
www.gmita.gov.uk/downloads/le/3400/item_07_appendix_1
10. http://sites.google.com/site/fjohnboyle/denverbikeonbussurvey
11. All Party Parliamentary Group on Cycling
http://www.sirgeorgeyoung.org.uk/FAQ/newsitem.cfm?newsid=3001
12. CTC Press Archive - 31st January 2006
13. Cycling: Personal Travel Factsheeet, Department for Transport, 2007
14. Road trafc collisions and casualties in the North West of England, page
89, 24th January 2011
www.nwpho.org.uk/RTCs_NW
15. 2010 British Social Attitudes Survey
www.20splentyforus.org.uk/UsefulReports/BSocialAttitudes2010.pdf
16. 20s Plenty
www.20splentyforus.org.uk
17. Car Sick: Solutions for our Car-addicted Culture Lynn Sloman, Green
Books 2006
18. Smarter Choices - Changing the Way We Travel, Department for Trans-
port, 1994
http://www2.dft.gov.uk/pgr/sustainable/smarterchoices/ctwwt/
19. see www.bristol.gov.uk/ccm/cms-service/stream/asset/?asset_
id=29899545
for a summary of research on this issue
20. German Ministry for Environment, Nature Protection and Reaction
Security
www.kopf-an.de/ambient-medien
21. www.londoncyclist.co.uk/news/catch-up-with-the-bicycle-ad-campaign/
22. Love Your Bike Campaign, Manchester Friends of the Earth
www.loveyourbike.org
23. Smart Measures Cycling Portfolio - Understanding the Cycling Market,
Cycling England, 2008
24. TravelSmart in Gloucester: Barton, Tredworth and White City: Final Report
for the Individualised Travel Marketing Programme, Sustrans, 2006
www.sustrans.org.uk/assets/les/travelsmart/gloucester%20report/
Glos%20TravelSmart%20Final%20Report%20Oct%2006.pdf
Time to Step Up A Gear
Cycling needs to be given the green light.
Many people already cycle, and we know that many more
people want to. But they dont. They have their reasons, be it the
speed of trafc, the lack of dedicated cycle lanes, inadequate
bike storage and changing facilities at work, or concern that their
bike will be stolen.
Sometimes its the weather, which is likely to be outside the
control of the readers of this manifesto.
But this document presents things that we can, as a city region,
as local authorities, as businesses, as schools, colleges anduniversities, get on with now. Together we can make a real
difference and get more people cycling, more often, for more of
their journeys.
The benets will be immense. Whether its the reduction
in climate change emissions, the decrease in peak time
congestion, or the health benets that are passed on to
employers, investing in cycling is the way to a green, healthy
and prosperous future.
We need strong leadership, investment and co-ordinated action.
The challenge is clear.
What are you going to do to make it happen?
8/2/2019 Getting Moving: A Manifesto for Cycling in Greater Manchester
10/10
Getting Moving, a Manifesto for Cycling in Greater Manchester, has been
produced by the Love Your Bike Campaign and is supported by the following
organisations. See loveyourbike.org for a full list of supporters.
March 2012
Cycling infrastructure should be high quality, consistent and appropriate.
Cycling should be fully integrated into the public transport system.
On-road cycling training courses should be provided free of charge for adults.
Residential areas should have a default speed limit of 20mph.
Campaigns to promote cycling from A to B should be bold, sustained and targeted.
Cycling from A to B: at the core of climate, environment and health.
University of ManchesterBicycle Users Group
Bolton Manchester Stockport