Author Topic: Cycling campaign manifesto for Bristol  (Read 993 times)

Offline Robin S

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Cycling campaign manifesto for Bristol
« on: November 26, 2012, 08:57:22 AM »
    Bristol Cycling Campaign have just released a Bristol Cycling Manifesto, the text of which is below:

Bristol Cycling Manifesto
A concise cycling strategy for Greater Bristol

Bristol Cycling Campaign. November 2012

Bristol Cycling Campaign sees a future where Bristol and the surrounding areas are alive with people on bicycles, because cycling is so easy that everyone does it. Our communities will be happier, healthier, greener and more civilised.  This Manifesto is a call for action to deliver the infrastructure and other measures that will enable cycling to be a main transport mode of choice for trips of up to 8km in the Bristol area, for everyone. By working to a triple bottom line (financial, people and environment) implementation is affordable, deliverable and desirable. An integrated, ambitious and dynamic
Cycling Strategy is an essential element of a sustainable transport policy and will deliver benefits to Greater Bristol many times greater than the costs.
We call on all Bristol people through our communities, schools, businesses, local authorities and
the Bristol Mayor, to back this Manifesto and to demand that this strategy is given the highest priority. Bristol deserves nothing less to live up to our ambitions to be a leading liveable city, a European Green Capital and the best Cycling City in Britain.

Bristol is already one of the best cities for cycling in the UK, but with cycling still below 10%, in European terms we are far behind the leaders. The Cycling City programme from 2008-2011 showed the dramatic increases that could be quickly achieved, and the very high benefit to cost
returns from investment. One outcome was the 'Greater Bristol Cycling Strategy 2011-2026' from the Cycling City Stakeholder Advisory Panel (SAP) which mapped out the case for cycling, achievable objectives and targets and a delivery plan (all figures in this strategy are from that report unless noted otherwise). There is as yet however no adopted plan for how Greater Bristol moves into the next stage of 'Cycling City 2'.

  • Fairness
    The choice to cycle should be available to all, regardless of age, gender, financial circumstances, fitness, and need for specialist equipment (trailers, tricycles,
    cargo, disabled machines). Many people and groups are currently denied this choice.
  • Safety
    People on bikes should feel able to travel from where they are to where they need to go comfortably, conveniently, directly, in attractive surroundings and in both actual and perceived safety, just like any other road user. All children should feel able to cycle to school, including independently from older primary school age onwards.
  • Access
    The cycle network is anywhere anyone wishes to go by bike. This means the entire local road network as well as off-road routes. It is not restricted to special or separate provision, although that may be included.
  • Respect
    Mutual respect by and for all road users, with enforcement where necessary to protect the vulnerable. Ultimately, good infrastructure breeds good behaviour.
  • Prosperity
    Cycling and sustainable transport bring prosperity to Bristol.1 Subsidies for car-use should be reversed to recognise the value added to the city by those cycling, and to enable more to join them. Reductions in congestion will benefit everyone, particularly those obliged to use motor vehicles.
  • Ambition
    Set ambitious targets and commit resources to get more people cycling more often. When money is tight this offers Bristol better value than any other public investment (every £1 invested in walking and cycling puts £10 back in other benefits).
  • Quality of Life
    Strengthen neighbourhoods by reducing speeds and congestion with improved access through walking and cycling links. Improve health and wellbeing through more active lifestyles and better air quality. Bristol will attract new business as a fine place to live.
  • Low Carbon
    Bristol is committed to a 40% reduction in emissions by 2020. Achieving the cycling targets could contribute up to 25% of the necessary transport reductions.
  • Quality of Provision
    Make Bristol the benchmark city for outstanding and innovative cycling provision. This means setting and following best practice with determined implementation following the hierarchy of provision:
    i. Traffic volume reduction, traffic management
    ii. Traffic speed reduction
    iii. Junction redesign or hazard site treatment
    iv. Reallocation of carriageway with quality cycle facilities; v. segregated cycleways
    vi. conversion of footways to shared use for pedestrians and cyclists.

Plans and policies should explicitly consider six general categories of people on bikes, as well as those who don't yet cycle. Every proposed scheme should take each of these into account:
  • Child – should feel comfortable and safe and give parents confidence
  • Inexperienced – moves more slowly, avoid traffic
  • Utility – may carry loads, seek shortest routes, and stop frequently
  • Commuter – confident and direct
  • Leisure – seeks attractive, usually traffic-free routes
  • Specialist equipment users - trailers, trikes and hand-cranked machines

The strategy stands on ten 'pillars' each of which is essential, mutually supporting and require complete integration with all other areas of city policy and implementation.

Control vehicular access and remove all through traffic from the central area while
ensuring complete permeability for movements on foot and by bike. Establish a largely
segregated 'inner ring' cycle-route connecting all the radial routes to enable people to
move easily around the city centre. This should include special provision at all the pinch-points where main routes approach the centre.

The most direct route with the best gradient for cycling in Bristol is usually along a main road and these already carry the largest number of cyclists. It is essential they are comprehensively adapted to become high quality routes for cycling. Measures should prioritise junction treatments that favour cyclists. The hierarchy of provision should be followed with segregated provision favoured, particularly where only limited volume and speed reductions can be achieved. All measures should anticipate future high levels of cycling. Priority must be given to preventing obstruction of the flow of cyclists. An action plan for infrastructure measures to 2026 in four year phases is in section 7.3 of the SAP Greater Bristol Cycling Strategy.

Pleasant traffic free routes that extend through the city and surroundings with legible signing. Significant progress was made in this area during Cycling City with routes such as Concorde Way, Frome Greenway and Festival Way joining the Bristol Bath Railway Path, Malago Greenway and Whitchurch Way. The network must be improved and extended.

To extend the effectiveness of the 20mph areas every neighbourhood should have its own cycling plan linking local hubs such as schools, parks, retail and leisure centres. These should form an essential part of all local plans. Increasing use of 'traffic cells' is required to restrict through traffic while improving permeability for walking and cycling.
Plans must include on-street cycle parking at destinations and in residential areas with restricted indoor space.

Demand management for non-essential car trips is necessary and should include parking controls. Integration with public transport and especially at all transport interchanges must be made as easy as possible. Also required are reviews and changes to development guidelines, enforcement measures, cycle theft reduction, and strong branding. Adoption of a 'Vision Zero' approach to road danger reduction must underpin thinking. An action plan for wider measures to 2026 over four year phases is in section 7.2 of the SAP Greater Bristol Cycling Strategy.

All routes used by cyclists should be surfaced and maintained to a high standard. Routes should be swept for glass, rubbish and vegetation and have winter treatments. Road maintenance measures should favour cycling.

Cycling City showed how a broad and targeted package of 'soft measures' is very effective at giving people the information and confidence to cycle and offers excellent value and rapid returns. As well as a sustained city-wide programme all infrastructure work must include encouragement measures. These will include training and support for children and adults, work with employers, schools and universities, events, marketing and promotion. An action plan for encouragement measures to 2026 over four year phases is in section 7.4 of the SAP Greater Bristol Cycling Strategy.

Success depends on mobilising the whole city behind this vision, not least for matching resources. Involvement at the highest levels of health, business, transport, neighbourhoods, LEP and WoEP is needed. Meaningful consultation and involvement with stakeholders should be prioritised.

A relentless focus on quality and desire to learn from best practice is essential if Bristol is be the best cycling city in the UK, and up with the best in Europe. This requires openness to ideas and change, effective audits and highly trained, motivated and supported officers. Bristol should have its own local guidelines and standards for cycling that set out how to achieve excellence. Greater Bristol must have a high profile and powerful champion for cycling. An action plan for how monitoring and evaluation can deliver quality is in section 7.5 of the SAP Greater Bristol Cycling Strategy.

Sustained funding of at least £11 per capita per annum is required. This is 70% of the funding during Cycling City and about the per capita spend in comparable European cities. A Bristol Annual Cycling Audit Report should review progress against cycling targets set for three measures for 2026:
◦ 20% of all journeys by bike;
◦ 30% of all journeys to work;
◦ 20% of all journeys to school.

Sound foundations are needed to support the pillars of the cycling strategy. Without these the city will make only piecemeal progress, fall further behind our European rivals, and risk losing its status as one of Britain's most forward looking cities.
  • Targets
    Set for 2026, as in the Joint Local Transport Plan, along with 4 year phases linked to the term of the Mayor.
  • Funded Action Plan
    In four year phases funded at £6.5million per year (£11 per capita). Further funding through major scheme bids.
  • Delivery Team
    An integrated team to co-ordinate and deliver the action plan across all areas. This was effective during Cycling City and is used elsewhere.
  • Annual Bristol Cycling Report ('ABC Report')
    This should set out what has been achieved against the plan and include a survey of attitudes, counts traffic and next steps.
  • Cycling Champion
    There should be a single high profile figure who is responsible for the delivery of the plan across the city. They must have full authority at a senior level.

1. Affordable, Deliverable and Sustainable – Greater Bristol Cycling Strategy 2011-2026, Cycling City
Stakeholder Advisory Panel, 2010
2. Cycle Infrastructure Design, Local Transport Note 2/08. Department for Transport
3. Cycle-friendly design and planning: Overview, CTC, 2012
4. Cycling England Resources, The Chartered Institute of Logistics & Transport – CILT(UK)
5. Becoming a Cycling City, Documents on the Bristol Cycling City programme 2008-11
6. More Haste, Less Speed – a call to action for 2020, Sustrans,
7. Essential Evidence - the benefits of cycling and walking, Bristol City Council, Adrian Davis

1 Cycling costs 4p/km, but brings a socio-economic benefit to Bristol of 13p/km, whereas car-use costs 26p/km
with a further cost to Bristol of 7.5p/km. (Copenhagen Bicycle Account 2010, with adjustments for Bristol). With
cycling at 4% Bristol is already saving £30million/y[/list]
« Last Edit: November 26, 2012, 09:35:01 AM by Robin S »