This study has investigated the decisions that cyclists in London make when deciding which route to take, and the relative importance of different route features. The study has also looked at more general preferences and attitudes among cyclists.
Electric bikes proved to be very efficient in dense urban areas where most delivery rounds are short. In many ways they perform better than motorised vehicles, saving money and increasing efficiency.
The Cambridge – Milton Keynes – Oxford corridor is one of the fastest-growing, most productive, most innovative places in the UK. It could become Britain’s Silicon Valley. But it could also stagnate, strangled by unaffordable housing and inadequate transport.
Report shows that 'strong' Mini Holland' interventions generate more walking and more cycling, and don't identifiably increase traffic in surrounding areas, suggesting that providing good infra drives genuine growth in active travel.
The Massachusetts Department of Transportation’s (MassDOT) Separated Bike Lane Planning & Design Guide (the Guide) presents considerations and strategies for the development of separated bike lanes. The Guide provides a framework for determining when separated bike lanes are appropriate and feasible. It presents design guidance for separation strategies, bike lane configuration, and considerations for transit stops, loading zones, utilities, drainage, parking and landscaping.
We would like to see an Oxfordshire where more people choose to cycle for more journeys. We believe this can be achieved through good highway design to create an attractive safe environment for cycling. The better we can make the environment for cycling, the more people will choose to cycle. We believe there is a huge unmet demand for more people choosing to cycle, which we will unlock if we get it right.
Barclays Cycle Superhighways is one of three major programmes alongside the Barclays Cycle Hire Scheme and Biking Boroughs designed to help meet the Mayor’s vision for cycling in London:
“To make the physical and cultural changes required for London to become a cyclised city: one where people can ride their bicycles safely, enjoyably and easily in an environment that embraces cycling.”1
The Healthy Streets Approach puts people and their health at the centre of decisions about how we design, manage and use public spaces. It aims to make our streets healthy, safe and welcoming for everyone.
The Approach is based on 10 Indicators of a Healthy Street which focus on the experience of people using streets.
London is facing an inactivity crisis. Over decades, machines, cars and technology have gradually taken over many of the tasks that used to require physical effort. More than 40 per cent of Londoners
do not achieve the recommended 150 minutes of activity a week; and 28 per cent do less than 30 minutes a week. Almost without realising it, we have engineered physical activity out of our daily lives.
The numbers of pedal cyclist fatalities in London have varied over the years from 1986 to 2006; averaging 18 per year, the maximum was 33 in 1989 and the minimum was 8 in 2004. There has been a substantial increase in cycling, particularly in central and inner London. The London Travel Report 2007 (Transport for London, 2007a) reported that in 2006 the cycle flows on London’s major roads were almost twice as many as in 2000. During the period January 2001 to December 2006 a total of 108 pedal cyclists were killed in London.
