Tag Archive: cycling infrastructure

  1. The UK government allocates €360 million to local cycling and walking initiatives

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    Source: Cycling Industry News

    In collaboration with Active Travel England (ATE), the UK government has announced plans to enhance cycling and walking infrastructure in England, with almost £300 million (€360 million) of funding.

    The plans are for the development of 300 miles (482 kilometres) of new walkways and cycle lanes, benefiting millions of people by promoting safer and more accessible active travel options.

    Funding distribution and key initiatives

    The funding package is strategically allocated to various programs:

    • £222.5 million (€267.3 million) for local authorities to develop and implement walking, wheeling, and cycling infrastructure, alongside community engagement and training initiatives.
    • £30 million (€36 million) for the Bikeability program, offering cycle training to hundreds of thousands of children.
    • £30 million (€36 million) allocated to Sustrans for improving the National Cycle Network, enhancing accessibility for pedestrians and cyclists alike.
    • £8.5 million (€10.2 million) directed to organizations including Cycling UK, Living Streets, and Modeshift to promote active travel within schools and communities.

    Addressing community concerns

    In response to previous controversies surrounding active travel measures, ATE has introduced new guidance to ensure local authorities incorporate public input when designing transport changes. This approach aims to mitigate concerns and foster community support for infrastructure improvements.

    Health, economic, and environmental benefits

    The government projects that this investment will facilitate 30 million additional cycling and walking journeys annually, including over 20 million walk-to-school journeys. These initiatives are anticipated to reduce the number of sick days by 43,000 per year, alleviating pressure on the NHS while promoting healthier lifestyles. Additionally, the economic impact is estimated at £9 million, benefiting local businesses and improving connectivity.

    Government and local authority endorsements

    Chris Boardman, National Active Travel Commissioner, emphasized the transformative potential of the funding: “Making it simple and safe to walk, wheel or cycle to schools, shops and workplaces is one of the most effective actions we can take to improve the nation’s health, economy and get to net zero, all in one. Free exercise, zero emissions and no risk of getting stuck in traffic are benefits already being enjoyed as standard by our European neighbours and it’s time we had the same life-improving choices. This funding will help make our towns, cities and villages happier, healthier and greener places to live.”

    Minister for Local Transport, Simon Lightwood, reinforced the government’s commitment, stating, “Walking and cycling is an affordable way to get around and is hugely beneficial for both mental and physical health. We’re making sure local authorities can deliver high-quality and easily accessible schemes for everyone. Investing in our national cycling and walking infrastructure is a key part of our mission for growth and today’s investment will not only provide better connectivity but boost local businesses, grow local economies and ease pressure on the NHS, helping us deliver our Plan for Change.”

    Greater Manchester’s model for success

    The announcement will be marked by a visit to Greater Manchester, where active travel policies have proven highly successful. Mayor Andy Burnham highlighted the region’s commitment to connecting 95% of residents to high-quality active travel routes, emphasizing Stockport as a model for integrating new developments with sustainable transport.

    Xavier Brice, CEO of Sustrans, welcomed the funding, stating: “As the charity that looks after the National Cycle Network, this funding is a fantastic boost to our work to make the 13,000 miles of routes safer and more accessible for local journeys, whether by foot, cycle, wheelchair or mobility scooter.We can now step-up our work with local communities, many partners and governments across the UK, to make it easier for everyone to walk, wheel or cycle for more journeys, growing local economies, providing easy and healthy access to nature and helping people live well for longer.”

    The ATE remains dedicated to ensuring that new infrastructure projects are implemented efficiently and to high standards, further reinforcing the UK’s commitment to active and sustainable transportation solutions.

  2. UK Government announces €119 million for walking and cycling infrastructure

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    Source: Zag Daily, S.Musa

    The British government’s Autumn Budget has allocated funding to improving active travel

    This latest move to facilitate active travel infrastructure has been welcomed by sustainable transport advocates after previous funding was slashed by 75% in 2023. The new investment seeks to reinstate support for walking and cycling, aiming to improve public health and reduce car dependency across the country.

    Jim Densham, the policy manager of charity Cycling UK, has expressed appreciation for the renewed commitment, but also cautioned that it may not be enough to fully meet the UK’s long-term health and sustainability goals. “We’re pleased to see the Chancellor prioritise sustainable transport even despite the country’s difficult financial situation. Today’s announcement will help return us to previous active travel levels but those levels will not be enough if the government wants to achieve its health missions going forward.” Densham told Zag Daily.

    Just before the Budget announcement, Cycling UK joined 17 other organizations in an open letter urging the government to dedicate 10% of the transport budget to active travel, totalling about £2 billion annually. The Institute for Public Policy Research (IPPR) supports this recommendation, emphasizing the need for substantial investment to match the active travel benefits seen in countries like Denmark and the Netherlands.

    IPPR Head of Transport Policy Stephen Frost acknowledged the positive impact of the £100 million (€119 million) , “The budget commitment to maintain dedicated funding for active travel into the 2025/26 financial year will provide some funding certainty and, combined with investment in city regions and other local transport projects, will see improvements made across England to how easy it is for people to get around actively.” However he also noted that it falls short of the government’s active travel ambitions, “At £100 million, the dedicated funding falls short of what’s needed to deliver on the government’s ambitions for active travel and the Department for Transport should make increasing this a priority on the conclusion of the review of its capital spending commitments.”

    Simon Munk of London Cycling Campaign shared similar sentiments, welcoming the funding but expressing concerns over the ongoing fuel duty freeze. Munk warned that without more action to curb private car use, issues like pollution and road danger would remain challenging.

    While the funding represents a positive shift, transport advocates continue to call for more comprehensive, long-term support to help build a robust active travel network across the UK.

  3. 2024 City Rating reveals cycling disparities across England

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    Source: BikeBiz

    The latest City Ratings, a data analysis tool assessing the bike-friendliness of global cities and towns, has been released. The new annual data reveals that while London leads in England, the country as a whole lags significantly behind other European nations.

    This information is concerning for cyclists and transport advocates, four years after the launch of Gear Change, the outgoing government’s flagship cycling initiative. Gear Change aimed for 50% of urban journeys to be made by walking or cycling by 2030, yet PeopleForBikes’ data highlights the continued lack of safe cycling infrastructure.

    The City Ratings, calculated annually since 2017 by the US advocacy group PeopleForBikes, evaluate cities’ bike network quality and connectivity, including protected bike lanes, bike paths, low speed limits, and safe crossings. This year, the data for England covers London, Greater Manchester, the West Midlands, Yorkshire, Surrey, Cheshire, Oxford, Cambridge, and more.

    London leads the way

    London leads England in cycling amenities, with 16 of the 20 highest-rated boroughs. Cambridge holds the top spot with a score of 84 out of 100, followed by Hackney and Islington, both scoring 82. These areas have fewer “high stress” roads and feature low-speed limits (20 mph). On average, London scores 69, Greater Manchester 49, and the West Midlands 46.

    The aim of the data is to highlight the best cities and towns for cycling and provide city leaders and campaigners with actionable insights to improve cycling in their communities. This release coincides with political parties making transport commitments and outlining their visions for Active Travel.

    In London, the lowest-rated boroughs are Bromley (52), Harrow (51), and Barnet (50), illustrating the significant variation within the city.

    England continues to lag behind other European countries

    Compared to Europe, England lags behind, with the Netherlands dominating the top 10 with five cities: The Hague (89), Utrecht (86), Almere (85), Eindhoven (85), and Amsterdam (85). France, Belgium, and Germany also feature in the top 10. Paris ranks second overall with a score of 87. Internationally, three London boroughs rank among the top 20: Hackney (13th, 82), Islington (15th, 82), and Southwark (19th, 80).

    The West Midlands and Greater Manchester

    The West Midlands and Greater Manchester have shown significant commitments to cycling. Greater Manchester’s Mayor Andy Burnham launched the Bee Network, integrating transport and cycling, though he faced criticism for rejecting a Clean Air Zone. Greater Manchester’s average rating of 49 lags behind London. The West Midlands, including Birmingham, aims to establish itself as the UK’s second city but falls behind Manchester in the 2024 ratings. Investments and progress under outgoing mayor Andy Street are noted, with campaigners urging similar ambition from the new Labour mayor Richard Parker.

    Amid a general election, campaigners and local authorities seek clarity on the incoming government’s approach to Active Travel. PeopleForBikes hopes this data will empower activists and stakeholders to advocate for safer cycling infrastructure and its benefits.

    Jenn Dice, PeopleForBikes’ president and CEO, stated, “The data for England clearly shows not only a divide between London and other cities but also between England and other European countries. We hope this data provides valuable insights for local authorities, campaigners, and everyone advocating for better cycling infrastructure.

    These ratings highlight the progress and ongoing challenges for UK cycling infrastructure. Cambridge’s top ranking and the strong performance of several London boroughs demonstrate what is possible with committed leadership and investment in safe, accessible cycling. Our goal with this data is to celebrate successes and provide actionable steps for city leaders and campaigners to improve cycling infrastructure in their communities. As political parties outline their transportation visions, they must prioritize active transportation to create healthier, more sustainable cities.

  4. Brabant fast cycle routes increase cycling rates

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    Source: fietsberaad Crow

    Nearly twenty percent of the users of three fast cycle routes in the Brabant region of the Netherlands previously traveled that route by car or public transport, and about 35 percent say they have started cycling more.

    The province conducted the research on the F58 between Tilburg and Rijen, the F261 between Tilburg and Waalwijk and the F73 between Cuijk and Nijmegen. The construction of the F73 proved to be particularly effective; 29 percent of cyclists on this route previously used the car or public transport. With a new bicycle bridge over the Maas, the bicycle route between Cuijk and Nijmegen has become much more direct and therefore a better alternative.
    Cyclists on the three routes were presented with a questionnaire both before the construction of the fast cycle routes and one year after their opening. More than six hundred cyclists completed this form.

    Seven fast cycle routes are in use in North Brabant and seven other routes are under construction. In addition, the province is preparing for the construction of a number of routes or investigating their feasibility.

    SmartwayZ Research

    A recent survey among the SmartwayZ.NL traveler panel shows that there is still a lot of potential for fast cycling routes in the Netherlands. Two-thirds of the panel members indicate that they would cycle to work more often if there were a fast cycle route in their neighborhood. A faster ride and better traffic flow are important reasons why the panel members would want to use a fast cycle route. In addition, they value comfort, directness and safety of the route. The research also shows that campaigns for the use of fast cycle routes can be more effective; only seven percent of the panel members say they have ever come across a promotional campaign for this.

  5. Culture war against bikes trending in Europe

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    POLITICO reports on the rising conservative backlash against cycling and cyclists

    Source: POLITICO

    In a noteworthy development across Europe, the battle over city car restrictions has escalating into a culture war, with politicians positioning themselves as champions of working-class drivers. Berlin’s newly elected conservative city government has taken a particularly aggressive stance, reversing numerous bike-friendly measures implemented by its predecessor. This includes suspending bike infrastructure projects that impede existing car lanes or parking spaces, and shelving plans to expand the city’s cycling network. The decision to allow cars back on the iconic Friedrichstraße boulevard, reversing its pedestrianization, was motivated by complaints from local businesses regarding declining revenue.

    The pandemic-inspired temporary cycling infrastructure and traffic restrictions that were initially well-received have lost favor as life returns to normal. Developments in Berlin serve as a concerning precedent for other bike-friendly cities experiencing a perhaps artificially inflated backlash from disgruntled car drivers.

    Berlin’s new mobility chief, Manja Schreiner, argued that its measures reflected the concerns of many Berliners, while critics view them as an unnecessary and damaging rollback of cycling infrastructure. Similar anti-bike and pro-car sentiments are growing in other regions, including the UK, where the Conservative Party has framed the country as ‘a nation of drivers’ and suggested new policies or rollbacks in response to expanded low-emission zones and other policies.

    Conspiracy theories and resistance to the “15-minute city” concept, which promotes local living and alternative transportation methods, have also contributed to the backlash. In Brussels, a plan to reduce car traffic has sparked protests and led to the cancellation of some initiatives. Right-wing parties are capitalizing on these emotional issues but offer no alternative vision for cities, while proponents argue that cycling infrastructure and green spaces enhance urban environments.

    The opposition to bike-friendly policies in Berlin and other cities reflects the challenge of balancing the interests of different road users and finding solutions that accommodate everyone.

    Read more detail over on POLITICO.

  6. Research highlights preference for proper cycle infrastructure among e-bike and cargo bike users

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    Source: Transportation Research Interdisciplinary Perspectives

    Research published in the latest edition of Transportation Research Interdisciplinary Perspectives reveals the route preferences of cyclists across different categories of bicycle.

    The research was in part inspired by the growth of cargo and electric bike markets, in this case classed as ‘innovative’ bikes, as well as the numerous environmental and health benefits of cycling and improved cycling infrastructure. Researchers Michael Hardinghaus and Jan Weschke aimed to make better data available in the adoption and kinds of cycle infrastructure projects. The methodology adopted a graphically assisted online discrete choice experiment.

    The different infrastructure needs anticipated by such innovative bikes includes potentially wider track, and consideration of different acceleration behaviour. The authors also identified the lack of past research that specifically compares or differentiates bicycle types. Small sample sizes and inconsistencies in conclusions lead them to state that current research is not sufficient for understanding route choice among these categories.

    The sample set consisted of 687 users, of which 271 were e-bike users, 166 cargo bikes and 250 regular bikes. The majority of the group were males ages 25-54, with more than 70% being daily cyclists. For the route choices, features for cyclists to assess included whether arterial road or side street, presence of bike lane, cycle path, or protected bike lane, maximum speed for cars of 50 km/h or 30 km/h, cycle street (no through traffic, residents only), living street (max. speed cars 7 km/h), cobblestone or asphalt surface, presence of on-street parking, and presence of trees.

    Findings from the survey indicated that individuals who use cargo bikes and e-bikes place a greater emphasis on the quality of infrastructure compared to those who use conventional bicycles. This underscores the need for increased investment in such facilities, given the continued rise in popularity of these bicycle types.

    In terms of statistics, the research found that:

    “Protected bike lanes for example are valued about 20 % higher by cargo bike users and even nearly 40 % higher by e-bike users than by users of regular bike types. In the same way, bike paths, side streets and asphalt as smooth surface are valued between 15 % and 60 % higher by cargo bike users while e-bike users have higher preferences for bike lanes, bike paths, cycle street and side streets in the range between + 20 % and + 60 % compared to regular bike users.”

    The authors concluded that physically separated infrastructures along main streets such as bike paths and protected bike lanes are of major importance, as well as routes through side streets in general and cycle streets with priority for cyclists. It is hoped that the results shall be useful in supporting the design of future-proof bike friendly cities.

  7. France’s 2023-2027 Cycling and Walking Plan is Launched

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    The first “Cycling and walking” interministerial committee was held on May 5, 2023, by French Prime Minister, Élisabeth Borne, to establish a real cycling culture.

    Source: French Government

    In the pursuit of ensuring all citizens have an eco-friendly transportation option, France recognises the importance of incorporating cycling and walking. The enthusiasm for this is evident, with a notable surge of 52% in the use of bicycle routes since 2017.

    The “Cycling and Walking Plan 2023-2027” sees the State investing 2 billion euros. “We will work with local authorities and hope that, alongside them, we will be able to invest 6 billion euros over the period,” said Élisabeth Borne.

    The plan targets three lines of action to make cycling and walking integral to the lifestyles of all French people:

    • Encouraging cycling from an early age.
    • Promote cycling as an alternative to conventional modes of transport.
    • Develop an economic and industrial cycle sector.

    1. Make cycling accessible to everyone, from an early age

    Objective: 850,000 children to be taught to ride a bicycle each year.

    Since 2019, 200,000 children have been trained by the “Know How to Ride a Bike” program.

    2. Make cycling and walking an alternative to private cars and public transport

    Objective: reach 80,000 km in 2027, and 100,000 km in 2030, of secure cycling facilities, including cycle lanes.

    250 million euros will be dedicated each year to accelerating the development of cycling facilities in France.

    By the end of 2022, 57,000 km of secure cycle facilities will be deployed across the country.

    3. Make cycling an economic lever by supporting French players in the sector

    Objective: the assembly of 1.4 million bicycles in France by 2027, and 2 million in 2030. To facilitate this, a call for projects will be launched in 2030.

    This new plan aims to promote innovation and structure a complete economic sector around the bicycle, from assembly to recycling.

  8. Associations in Germany call for different laws and better infrastructure instead of ‘More Respect’

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    On World Bicycle Day on June 3rd, German associations Ecological Transport Club (VCD), the Association for Service and Bicycles (VSF) and Zukunft Fahrrad, the trade association for future bicycles, called for speedy reforms.

    Source: SAZ Bike

    On World Bicycle Day, German associations VCD, VSF, and Zukunft Fahrrad demanded more safety in road traffic, i.e. good infrastructure for bicycle and pedestrian traffic, modern road traffic laws, and the possibility of reducing the standard speed. The associations take a critical view of the new “More Attention” campaign launched by the Federal Ministry of Transport, and the German Road Safety Council. Although it promotes “good coexistence on roads and cycle paths”, it shifts the responsibility onto individuals.

    Among the demands are calls that the Minister of Transport and Digital Infrastructure, Volker Wissing, must overhaul the road traffic law and relinquish the bias towards the car. In addition, the legislature must reduce the speed limit to 30 km/h in built-up areas – this is also what 742 municipalities in the Alliance for Liveable Cities and Communities are demanding. The three associations want a safe infrastructure for everyone in traffic. This includes well-developed cycle paths and footpaths with safe crossings, and more consistent enforcement of the existing law.

    Reforms Instead of Posters

    Michael Müller-Görnert, traffic policy spokesman for the VCD, calls for rapid reforms instead of empty appeals: “Accidents are often caused by the high speed of cars. We don’t need a friendly recommendation to change that, but please drive carefully – we need a speed of 120km/h on the motorway, a speed of 80km/h on country roads and a speed of 30km/h in the city in hand to reduce the number of road deaths by changing the law. Instead, he just sticks with putting up posters.”

    The VSF managing director Uwe Wöll criticizes that #mehrAchtung (#MoreAttention) assigns the responsibility to all road users equally: “The campaign mentions the number of almost 2,800 dead and 300,000 injured a year. What is not mentioned, however, is that cars are involved in 75% of all accidents involving personal injury. This suggests, equality of means of transport, which in reality does not exist – those who walk or cycle are injured more often, but are much less likely to be responsible for serious accidents.”

    Elena Laidler-Zettelmeyer, Head of Strategic Cooperation for Zukunft Fahrrad: “Many people would like to cycle more. But they don’t because they don’t feel safe on the streets. A mindfulness campaign can only be a single component of a larger package of measures for more security. A real commitment to a fair distribution of space in favour of active mobility is needed. It remains the primary task of the politically responsible to ensure more safety through a better political framework so that everyone can participate in traffic on an equal footing.”

    VCD, VSF and Zukunft Fahrrad call on the Ministry of Transport to instate speed limits, and promote the expansion of safe cycle paths and footpaths. This would actually show people in traffic more respect.

  9. Forest in Aarhus, Denmark, implements ‘RopeLight’ infrastructure

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    Source: Fietsberaad

    RopeLight is a continuous LED light strip that lines the forest’s cycle path, installed as part of the BITS project to improve safety and offer a new cycling experience.

    In the Aarhus location, the installation of regular street lights would have been difficult, leading to a poorly-lit route. The newly installed RopeLight infrastructure guides the cyclist on the path through the forest in the dark hours.

    The LEDs’ color schemes can be altered according to the season or to highlight events and other initiatives. Creators of RopeLight hope that this will add a level of excitement when traveling the route. Additionally, the LEDs can be dimmed to ensure a light level that allows cyclists to benefit from the solution while not being overwhelmed by the light.

    BITS is a four-year project within the European Interreg, in which several countries work together to increase bicycle use and safety through ITS applications.

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