Workshop TR 2.3, Tuesday 20 June,14.00 - 15.30

Cycle provision as a part of overall transport policies

Richard Mann, Transport Campaigner, Oxford Friends of the Earth Two Networks Are Better Than One In Oxford we are implementing two cycle networks rather than just one. One network provides fast routes on existing roads. The other network provides safe routes on back streets and cycle tracks, with crossings of main roads. Designing the networks for two different markets allows us to adapt the existing road network, rather than creating cycle routes from scratch. This is cheaper than the old approach, allowing us to make progress faster, and to achieve end-goals faster. Most of our streets are too narrow to fully meet the requirements of all users. Space therefore has to be reallocated in favour of the cyclist. Using existing roadspace also restricts car traffic, making cycling safer, and even more attractive. This addresses one of the key problems we face - how to restrict the car without attracting political opposition. By integrating with bus and pedestrian priority measures, this Twin Network Approach goes a long way towards defining a complete sustainable transport strategy for the urban road network. The Twin Network Approach was initially designed for a medium-sized city with few new roads. However, the concept can be adapted for smaller towns, cities with some new roads, and potentially for larger cities.

Robert Kelly Michael Ahearne Integrating Cycle Facilities within a Transportation Strategy Framework Promoting and developing cycle facilities in a large urban city or town is not an end or goal in itself, and cannot be achieved as an end in itself.  The development of sustainable urban centres and in particular sustainable transport is the goal.  Cycling is one of the major contributors to this goal. We must move away from providing token cycle facilities to appease cycle minority activist groups and place cycling in a pivotal role in the development of a transportation solution for our towns and cities. The development of cycle facilities, and the cultural move to accept and use these facilities, is then achieved in the wider context of creating a healthy and sustainable environment for our children, or 'saving the town/city from suffocating air pollution or traffic gridlock.  Most people can accept this objective of sustainability. Cycle facilities should be developed as part of a wider transportation solution or plan.  They can then be integrated or 'piggy back' on other major infrastructure provisions such as Light Rail Systems, Quality Bus Corridors, necessary new highway infrastructure,  pedestrianisation projects etc. The core philosophy behind the strategy must be a significant modal shift to sustainable transport and improved environment and safety. The potential for modal shift in a city like Dublin is significant, the potential benefits to its citizens are enormous, but it will realistically take 5 to 10 years to achieve significant results. It would be worthwhile to discuss why some cities are more advanced than others, and what is their secret of success.