Encouraging walking and cycling: Success stories - Introduction

Boroughs of Islington, Hackney and Haringey, London Development Agency, Transport for London, Greater London Assembly, transport operators, police forces

London

Area-wide urban regeneration

Residents, local business, visitors from other parts of London

Transport, communities, business, land use planning, crime

The Finsbury Park Partnership was formed to manage a seven-year, £25 million, Single Regeneration Budget programme following a bid by community organisations, businesses, and statutory bodies.

Residents' main concerns included waste, crime and anti-social behaviour. Crime was tackled with additional community police, 24-hr CCTV cameras and initiatives such as cross-divisional police surveillance operations and a youth inclusion scheme. The partnership works with the boroughs to co-ordinate and tackle environmental concerns from litter to graffiti.

The programme includes physical improvements to highways and walkways, revision of traffic systems around the station, and alterations to commercial streets. On Fonthill Road, a major fashion street, weekday parking was improved and pedestrian areas expanded. This was particularly beneficial for the weekend when parking is limited.

A Safer Routes to School programme has consulted schools and pupils, addressing the school journey and helping to guide improvements to surrounding roads, such as pedestrian crossings and clear signs.

A survey halfway through the programme showed that the number of residents concerned about:

• volume and speed of traffic fell by 50% in 18 months
• public space fell 10%
• parking fell 45%
• pavements and footpaths fell 55%

Breadth of partnerships, and range of measures to achieve wide-ranging quality of life improvements across the area

chris.newstead@fppartnership.co.uk

Safer City Project and Steering Group, Gloucestershire County Council

South West

Road safety engineering and promotion/information

All road users but especially vulnerable road users

Transport sector partnership project

In 1996 Gloucester was the winner of a Safe Town Initiative through which £5 million of government funding was provided in order to undertake 30 years worth of road safety measures between 1996-2000. The project employed a package of measures aimed at reducing casualties: local safety scheme measures were implemented, although on a much larger scale than tried before in the UK; focusing on education, training, publicity and enforcement.

Between 1996 and 2000:

• child pedestrian casualties fell 13%
• adult pedestrian casualties fell 22%
• children allowed to go to school on their own rose from 32% to 49%
• the average percentage of drivers exceeding the speed limit fell from 38% to 24%

Overall average speed fell by over 3% in Gloucester by 2001.

Residents' responses to specific measures were that speed cameras and the associated signs and posters were rated most positively, followed by cycle lanes, bus lanes and speed humps.

One-off project major investment in road safety engineering which was particularly successful in reducing pedestrian casualties

andrew.parker-mowbray@gloucestershire.gov.uk

Over 1,000 local authorities, statutory, voluntary and private sector bodies, co-ordinated by Sustrans

National (UK)

Infrastructure creation, marketing and usage promotion

50% of usage by bike, 48% walking, 2% wheelchairs, riding, skating, jogging etc. Traffic-free sections are used by people with restricted mobility and vision, have seats etc, and most are fully wheelchair accessible

Transport, environment, health, leisure and tourism, land use, economic development

The National Cycle Network (NCN) was originally proposed in 1993, based on examples in other countries. It is two-thirds on-road - low traffic minor rural roads and back streets, and traffic calmed sections of more major roads - and one-third on traffic free paths. By the end of 2003 total NCN route length was 8,200 miles (UK), including some interim sections yet to meet full standards.

NCN technical standards are published by Sustrans with DfT approval, and have been adapted for use in numerous countries. Sustrans and others publish maps and guides, there is a dedicated website with interactive mapping, and the NCN media campaign generates MANY media mentions a year - popularising cycling as well as the NCN itself.

Sustrans Research and Monitoring Dept measures NCN usage and other travel behaviour.

In 2003 the NCN carried 126 million trips (2000 = 60 million, 2001 = 74 million, 2002 = 97 million)

• almost exactly half were on foot and half by bike
• usage of existing sections rose by 10% over 2002 (10% 2001 - 02 and 3% 2000 - 01)
• 35% of users could have used a car for their trip
• 72% of users said they are more active due to the NCN

International repute; national status makes cycling appealing to non-cyclists; expansion continues; existing sections continue to show major year-on-year usage growth.

http://www.sustrans.org.uk

London Borough of Camden

London

Pavement enhancement and maintenance

Pedestrians, residents

Transport, urban environment

This project aims to provide cleaner streets, better pavements and a more attractive environment. Improvements include:

• relaying 60km of Camden's pavements - new surfaces are less likely to be broken up and easier to clean
• regular washing of streets, as well as sweeping
• improved street lighting
• improved shop fronts
• tree planting
• better drainage
• removing unnecessary street furniture
• reviewing enforcement activities
• tackling graffiti and flyposting
• better facilities for disabled people.

Works and cleaning regime in each street depend on local circumstances. Streets are selected on the basis of condition, function, demand, the likelihood of public utilities digging up the road, and visual appearance

Achievements of the Boulevard project include:

• audits in the two pilot areas, Kings Cross and Camden Town, showed 15% and 27% improvements in cleanliness in 2001
• in Kings Cross all streets achieved an acceptable level of cleanliness, in Camden Town 95%
• these improvements were maintained in 2003
• customer satisfaction ratings over 80%

Originally planned to run for five years, the scheme is now to be extended indefinitely

A substantial investment in the physical streetscape and street cleaning, to contribute to Camden's aim of encouraging more walking in the borough.

tom.allen@camden .gov.uk

Durham County Council, National Car Parks and ATG

North East

Zoned access charge

Local residents

Transport, environment, land use planning

Durham City is the historic city whose cathedral and castle are designated as a world heritage site, and which suffers congestion, pollution and road safety impacts of traffic.

The Transport Bill of 2000 allowed Durham County Council to implement the country's first road user charging scheme on 1 October 2002. A £2 charge was introduced for Sadler Street and Market Place during the period of peak pedestrian flows - 10.00 am to 4.00 pm, Monday to Saturday. It was complemented by a new bus service and improvements to the paving and street environment.

The control system uses CCTV, automatic bollards and modified payment equipment.

The scheme has been a huge success:

• traffic during the charge period fell by up to 85%
• the highway has been reclaimed by pedestrians, providing a much improved street environment
• pedestrian flows rose 10%
• 70% of users see the scheme as a good idea
• the charge and bus service are expected to generate approximately £120,000 per annum, to subsidise the cathedral bus service and Shopmobility scheme and meet administrative costs.

First congestion charge scheme in England, which defied predictions of failure to be highly successful

david.battensby@durham.gov.uk

Hull City Council, Transportation Department

Yorkshire and the Humber

Self-enforcing traffic calming in 20mph zones

Residents, especially in deprived communities, and particularly vulnerable road users including children

Transport, urban environment

In the mid-1990s Hull City Council launched a programme of implementing 20mph speed limit zones, to tackle casualty rates for child pedestrians and cyclists well above the national average. Hull has a high level of cycle use, with a modal share of 14% for the journey to work. In addition, 51% of households in Hull have no car, well above the national average By summer 2003 a total of over 100 zones covered more than 26% of the city.

Typical speed reductions in 20mph zones vary according to the types of measures applied.

• road humps used alone reduced mean speeds to 17mph
• speed cushions used with road narrowing reduced speeds to 20mph
• speed cushions alone reduced speeds to 22mph

Across 13 zones installed in 1996/97;

• crashes fell by 56%
• people killed and seriously injured by 90%

The Council also saw a first year economic rate of return from these schemes of 1,160%.

On average, each zone has reduced overall injuries by around 60% and child pedestrian injuries by 75%. Hull's crash reductions saved an estimated £35m, by 2002

Exceptional

Tony Kirby 01482 612 108

Chichester District Council

South East

Cycle parking standards for residential developments, in District Local Plan

Residents

Transport, planning, accessibility, communities

The cycle parking standard was first introduced by Chichester District Council in 1996. It was realised that progress in developing a Chichester cycle network needed to be matched by ensuring new development provided for secure cycle storage, to facilitate everyday cycle use.

The 1999 Chichester District Local Plan set a standard of 1 cycle space per unit; the District also published detailed guidance on secure, undercover cycle parking for residential developments. Local Plan Policy states that planning permission will be refused unless developments comply with the cycle parking standard and accommodate the provision of the Chichester cycle network.

The recently revised West Sussex County Wide Parking Standards adopted an increased standard of 2 cycle spaces per unit.

Applications for full planning permission must provide the details of how secure undercover cycle provision is to be achieved, and developers now accept that layouts need to show this, making the standards effectively self-policing.

"Increasingly in accessible locations secure cycle parking for all types of residential development is treated with the same importance as car parking. Indeed in the recent revision to the County wide parking standards, the car parking standard has reduced and the cycle parking standard has increased",

Jeff Lander, Senior Planner.

Chichester has introduced the high design standards for cycle parking commonplace in continental Europe; their approach has now spread countywide.

jlander@chichester.gov.uk

York City Council

Yorkshire and the Humber

Policy, informing practice

Pedestrians, people with disabilities, cyclists, wider community

Transport, community

In 1990 York Council introduced a road user hierarchy to guide implementation of their transport policy. This gave priority to road users in the order:

1.  Pedestrians

2.  people with disabilities

3.  cyclists

4.  public transport passengers

5.  commercial/business vehicles requiring access

6.  coach-borne shoppers

7.  coach-borne visitors

8.  car-borne long stay commuters and visitors.

The hierarchy also formed the underlying basis for promoting sustainability through the Local Plan and implementing the Transport Strategy's objectives in full.

Specific initiatives within York which illustrate application of the road hierarchy include the Footstreet scheme in the city centre, Park and Ride, city cycle network, and area wide traffic calming schemes including 20 mph zones.

in 2001 walking and cycling journeys to work were over 29%

The hierarchy reviews and challenges widely held, generally unconscious, bias towards car travellers in transport planning practice

stuart.dalgleish@york.gov.uk

Transport for London, GLA, Space Syntax

London

Pedestrian focused improvements to iconic public space

Residents, visitors, business

Transport, land use, tourism, other business, heritage, architecture and art

Trafalgar Square, one of the most famous public spaces in the world, had become tatty, isolated and dominated by traffic. The project aimed to:

• make the square accessible to all pedestrians, people living and working in London as well as visitors
• ensure that all parts of the Square were used, as empty areas can detract from a public space
• ensure everyday use of the Square

The redesign included:

• a new, central stair, turning two separate spaces into a single, two-level space
• new crossings, one to the statue of Charles I in the south of the Square (where tourists risked their safety in order to get strategic views).

Trafalgar Square has been very quickly incorporated into Londoners' daily movement patterns:

• pedestrian movements in the square rose 250%, and local movements by 100%
• 9% of people in the area now use Trafalgar Square as a pedestrian through route, compared to 1.3%
• 17% of Londoners now see Trafalgar Square as a destination, compared with 1.9% in 2001

The scheme has enhanced pedestrian conditions in this part of London and given Trafalgar Square a true sense of public "place". Once avoided by Londoners, the square is now a place of local activity and through movement - a high quality piece of the everyday fabric of London.

Iconic value of Trafalgar Square

london@spacesyntax.com

Oxfordshire County and Oxford City Councils

South East

A six year programme to reduce congestion, improve the urban environment and quality of life

People living and working in the Oxford area

Transport, land use, communities, health

The central aim of the strategy was to shift private car trips to bus, cycle and foot. In June 1999, central area access restrictions were implemented:

• bus priority route around the central area, pushing general traffic further out of the city centre
• Cornmarket Street (major shopping street): closed to all traffic
• High Street: daytime access for cyclists, buses and taxis only
• Broad Street: Closed to through traffic
• improvements to city cycle route network
• 350 extra cycle parking spaces

Oxford has succeeded in attracting more people into the city, but by more desirable modes:

• central area pedestrian flows increased by 8.5% (6,000/day) between 1998 and 2000, reversing a declining trend
• use of the three central car parks fell 14% (700 cars per day) in 2000 compared to the three previous years
• local bus and Park and Ride usage rose 50% between 1991 and 2000 (2,000/day)
• these results were achieved without reducing one of the highest levels of cycling in the UK - 11% of the modal split and 17% of journeys to work
• a series of opinion surveys since 1993 show overwhelming public support for the Strategy

Despite traffic restrictions in central areas, surrounding streets did not experience a change in traffic levels.

Oxford shows that traffic restraint and promotion of walking, cycling and public transport can increase urban vitality

james.gagg@oxfordshire.gov.uk

Transport for London, Mayor of London, Capita

London

Zoned blanket traffic charge to reduce congestion

All users, especially charge-zone residents. Benefits in reduced traffic and active travel.

Transport , Treasury

Central London Congestion Charging Zone: fixed charge of £5.00 between 0.700 - 18.00 Monday to Friday for driving/parking in central London in a motorised vehicle (buses, taxis & motorbikes excepted): clearly indicated by zoning signs/on-road markings and publicity

Provisional estimates of year-on-year change show:

• cycle traffic up by 30%
• reductions in congestion of around 30% within charging zone
• reduction of 18% traffic entering zone during charging hours - that is, 60,000 fewer car trips into the zone
• improved journey time reliability - traffic delays average 30% lower
• 50-60% of commuters who have shifted modes from car journeys travel by public transport
• 20-30% of commuters who have shifted modes now use other routes or reduce frequency of trips into the zone
• 15-25% of commuters who have shifted modes have switched to car-sharing, motorcycling or cycling

Much-improved road conditions create marked incentive to cycle in central London

www.transportforlondon.gov.uk

Transport for London

London

Planning for pedestrians in a major urban highway redevelopment

residents

Transport, land use, community

The Shoreditch triangle scheme involved the reversal of a one way traffic gyratory system. The scheme was funded by Transport for London and their Street Management Division commissioned the pedestrian modelling consultancy Intelligent Space to evaluate the impact that the scheme would have on pedestrian movement. Their advice led to the scheme being modified to increase the number of light controlled crossings, to ensure that crossings were installed on pedestrian desire lines and to widen pavements where pedestrian numbers warranted road space reallocation.

An evaluation of the scheme by Intelligent Space found:

• pedestrian use of assigned crossing areas had risen 56%
• informal crossing away from assigned crossing areas had fallen 61%
• overall crossings had risen by 9%

All parties to the scheme believe that the overall accident risk has been substantially reduced and that, as the roads have become easier to cross, their severance impact has been reduced.

Additional priority accorded to pedestrians during a major road reconstruction project

jdesyllas@intelligentspace.co.uk

Hampshire County Council

South East

Road Space reallocation

Pedestrians, residents

Transport, land use, communities

Lyndhurst is an attractive town in the New Forest and had become, in traffic terms, the victim of its popularity. The scheme, completed in spring 2001, aimed to:

• improve pedestrian safety and the perception of safety
• increase pedestrian activity
• increase trade and encourage visitors by creating a more pleasant environment
• influence driver behaviour and reduce traffic speeds
• reduce very local car trips for shopping and school
• encourage other investment in the village
• act as a catalyst for other initiatives

The scheme involved the provision of wider footways on both sides of the High Street, with improved crossing opportunities, improved pedestrian facilities outside a school and a new pedestrian phase on the Romsey Road arm of the existing signalised junction. The road width was reduced and one of the two lanes removed.

Monitoring covered both subjective impressions and areas such as traffic speed and air quality:

• 95% of respondents felt the pavements were now wide enough and 70% felt safe from traffic
• pedestrian volumes rose slightly
• nitrogen dioxide levels fell outside Lyndhurst school
• travel times through the High Street were unchanged while the volume of traffic declined slightly
• 85th percentile speed of vehicles fell from 24 mph to 21 mph
• pedestrian casualties remained low

Road space reallocation to pedestrians, in the High Street of a major tourist destination.

tim.barton@hants.gov.uk

Hull City Council

Yorkshire and the Humber

Reallocation of road space, particularly benefiting cyclists

Cyclists and pedestrians

Transport

The project involved the reallocation of road space from motor vehicles to cyclists, by introducing on-road cycle lanes on a large number of roads in Hull. The total length of new cycle lanes covered initially was 24km, over seven separate routes. These schemes have been in place for over three years, and before and after comparisons of accident statistics and cycle flows have highlighted outstanding results.

The schemes are all on major roads, with traffic volumes of around 10,000 to 20,000 vehicles per day and cycle flows between 500 and 900 per day. Generally the schemes involve removal of one traffic lane in each direction and replacing this with marked car parking bays and a cycle lane separated from these by a margin strip. Advanced stop lines have also been introduced at signalled junctions.

Building on the success of this work, similar cycle facilities are being introduced along other routes in the city.

• increased cycle flows. Of the six sites monitored, one increased cycling by 138%, three by between 20 and 30%, and two were unchanged
• 45% reduction in cycle casualties
• 11% reduction in pedestrian casualties

Cycle lanes on major roads

andy.mayo@hullcc.gov.uk

Calderdale Metropolitan Borough Council

Yorkshire and the Humber

Urban traffic restraint in a historic centre

Residents, business

Transport, land use, heritage, business

The key feature of the Halifax Town Centre Traffic Strategy is a "Zones and Loops" system that allows buses, taxis, delivery vehicles and cycles into through streets but restricts general traffic to five separate "quarters", without access between them. High quality natural materials were used where possible and where appropriate to the setting of adjacent buildings.

A traffic regulation order was used to designate the historic town centre as a "restricted zone", so as to avoid a proliferation of signs and markings. Specially authorised non-illuminated, high reflectivity hoop signs have been used throughout. Single face signs such as "no entry", "one way" and "prohibited turn" are only 1.1m high. The restricted zone is also subject to a 20 mph speed limit. The "Market Quarter" became a pedestrianised zone between 9.30 am and 4.00 pm.

Entry and exit points are covered by the town centre CCTV and automatic rising bollards, activated by an operator in a control room. The system has eradicated abuse of the restricted entry signs, and made the main shopping area a pleasant traffic free zone.

• traffic speeds fell; 85^th percentile speeds in Market Street from 17 to 15 mph and in Commercial Street from 22 to 18 mph
• pedestrian activity rose 17% on Market Street and 59% on Commercial Street between 1998 and 2002
• traffic flows fell by 28%, although there is still some abuse by unauthorised vehicles in Market Street

Care taken to enhance a historic centre through traffic restraint works

david.holdstock@calderdale.gov.uk

London Borough of Camden and developers

London

Car free housing development

Residents, the wider community

Transport, land use

Camden is a local authority within Central London highly accessible by public transport. The council has a policy in favour of car free housing, where the developer will sign up to it via a section 106 agreement. Residents of car free housing schemes are not eligible for on street car-parking permits in a Controlled Parking Zone (CPZ) and not allowed to park in a council owned car park. Disabled drivers are exempted from this. There should be no on-site car parking spaces.

Green Dragon House in Covent Garden is one example of 242 schemes the council has agreed, covering some 2,330 dwellings. The original proposal for 29 flats included 9 car-parking spaces but was modified in line with the council's policies. Space that would have been used for car parking was freed to create an internal green space and courtyard for residents to meet and share.

Between 1997 and 2003, 58 car free schemes were constructed in line with PPG 3 (housing), PPG 13 (transport) and the Mayor of London's planning and transport strategies.

Camden estimates that these developments will potentially save 4,660 car trips per day when all are built.

The car-free housing schemes help to support local business by encouraging shopping on foot.

www.camden.gov.uk/green

Manchester City Council, Manchester Methodist Housing Association, Northmoor Community Association, Northmoor Urban Arts Project

North West

Home zone, housing regeneration

Residents

Transport, urban environment, regeneration, communities

Northmoor, in south Manchester, has seen 20 years of environmental, economic and social decline. However, it has a strong and diverse community with many people committed to improving their area, and a wide-ranging partnership of public and private agencies and stakeholders.

Raising walking and cycling levels is not an explicit aspiration of the home zone, but by redefining the streetscapes to be more pleasant and less traffic dominated, walking and social interaction are encouraged.

The project has included:

• high-quality improvements to streetscapes, reducing traffic speeds and prioritising pedestrians
• selective demolition to create a 'green' pedestrian route across the grain of the terrace streets
• refurbishment of an adjacent park, offering pleasant walking and cycling routes from the home zone to a transport corridor.

Interim evaluation by Transport Research Laboratory showed a high level of resident satisfaction, by measures such as concerns about speeding traffic, motorists' behaviour towards both adults and children walking, and social interaction. A more complete study is underway.

• traffic speeds down from 17-18 to 10mph

High-quality area-wide improvements; aesthetic quality

http://www.homezones.org/homeZUKNorthmoor.html