The role of stakeholders in the evolution of cycling infrastructure in London. Brian Deegan Design Engineer

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1 The role of stakeholders in the evolution of cycling infrastructure in London Brian Deegan Design Engineer

2 Who am I? 2004 to 2009 London Cycle Network plus Project Development Manger 2009 to 2010 Cycle Hire Project Manager 2010 to 2011 TfLSenior Cycling Officer: Biking Boroughs Superhighways Policy 2011 Design Engineer for the London Borough of Camden

3 and Cyclist

4 Cycling Infrastructure in 2000 Ad hoc network based on opportunity rather than strategy 1.2m lanes (London Cycling Design Guide Signage of backstreets Strategy not being adopted Vehicular cycling animosity No segregation

5 whilst implementation quality in the borough is improving, most still fall well below what even the averagely competent cyclist would consider to be reasonably safe, let alone someone new to cycling Camden Cycling Campaign 2000

6

7 2004 LCN+ CRISP Process 1.5m lanes (London Cycling Design Standards) 1/3 rd of network on direct trunk road routes Stakeholder buy in Borough commitment Mayor Ken Livingstone supports budget increase for cycling in 2 nd term Some segregation

8 Partnership working means that cyclists' views must be taken seriously London Cycling Campaign 2004 CRISP (Cycle Route Implementation and Stakeholder Plan) Stage 1 Pre-CRIM Report Stage 2-CRIM (Cycle Route Inspection Meeting) Stage 3 Draft CRISP Report Stage 4 Final CRISP Report

9 CRISP Innovations CRISP Process TfL/CCE, 33 Boroughs, LCN+ PM Team, Stakeholders Feasibility 33 Boroughs, LCN+ PM Team Consultation 33 Boroughs, stakeholders Design 33 Boroughs, LCN+ PM Team Implementation 33 Boroughs, contractor Stakeholder Engagement Lack of Will Crisp Partnership Innovations Strategic Planning & Programming Cost / Benefit Route Justification Barrier to cycling Capacity Reduction

10 Datasheets Future Programme Reference Digital Photos Key road features & setting Problems that can be resolved with appropriate design work Local Knowledge Proposed design features Justification Problems that are impossible to resolve Accurate Cost Information

11 CRISP Archetypes 1. The Manipulation CRISP Processed as a CRISP but undertaken by officers in a car taking pictures through the windscreen and then deciding that conditions are fine.

12 CRISP Archetypes 2. The Therapy CRISP Completed as a paper exercise in a matter of weeks almost exclusively by consultants working to a confined brief around pre-existing plans. The process can act as an extra audit stage to appease funders.

13 CRISP Archetypes 3. The Informing CRISP Completed following the correct format and process but no attempt made to incorporate stakeholder views, which are taken recorded and ignored.

14 CRISP Archetypes 4. The Consultation CRISP Consideration of stakeholder comments are taken on board but used only to fine tune ideas developed between the client officer and the consultant.

15 CRISP Archetypes 5. The Placation CRISP Some ideas and recommendations are taken on board and developed as long as they are minor in nature and do not interfere with existing highway plans and borough guidance.

16 CRISP Archetypes 6. The Partnership CRISP Recommendations are developed in partnership between all stakeholders, major and minor schemes are developed in line with wider borough highway guidance.

17 CRISP Archetypes 7. The Delegated Power CRISP Either by borough officer indifference, consultant inexperience or strategic design, stakeholders play an active role in deriving most if not all of the recommendations which are progressed towards delivery.

18 CRISP Archetypes 8. The Citizen power CRISP Stakeholders are commissioned and paid to deliver the study and assess all options. This is then used to inform future programming by highway authorities.

19 CRISP Adaptations Project Project Parameters Trip Type Adaptation Rung Cycling on Greenways Easy access, Safe, appealing. Leisure More pedestrian focus, creative/artistic solutions for public spaces 6 Biking Boroughs Overcoming Attitudinal, Physical, Delivery barriers. Local Hub focus, additional behavioural/attitudinal data 7 Super-highways Safe, Fast, Direct Commuting Larger CRIM groups with wider consultation, business interaction. 4 Area wide Permeability Open up one-way streets, cycle gaps through closures All Area wide approach, focussed on specific range of measures. 6

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24 2008 Boris Johnson elected as pro cycling Mayor Cycle Hire Scheme Superhighways focus build on trunk roads Less infrastructure more promotion Ghost lanes not 2m lanes (Superhighway design guidance, Cycle Friendly Infrastructure) No coordinated borough delivery Cycling is in the mainstream but traffic flow must remain smooth Stakeholders leading on policy

25 It is recognised that mass road building to provide greater capacity for private car use is not effective, and, in most urban cases not a feasible option. London boroughs and TfLare actively encouraging private car users to transfer to other modes through a variety of measures. Solutions need to be identified and implemented to support such modal shift while addressing other challenges, in particular the need to provide greener transport options to address environmental problems. London Cycle Campaign 2008

26 Cycling Revolution

27

28 2012? Bikeability ratings Gateways/Bike Grid Superhighway continuation Cycle Hire expansion? Segregation through light engineering Blanket 20mph zone?

29 Cycle Gateways Virtual CSNA survey across London. Red lines are roads requiring level 3 bikeability training. Orange routes require level 2.5. Green routes require level 2. Most of London is green so we just need to locate level 2 connections to open up London to new cyclists.

30 Definition of Cycle Gateway Node rather than route based 2 way connection between level 2 bikeability roads across a level 3 road Safest known route across level 3 roads Using cyclist knowledge of best routes Opposite of barriers Highlight to new users key connection points that help make journeys enjoyable and safe

31 Initial Cycle Gateways in Central London Initial cycle gateways based on knowledge of cycling around the capital. Further connections are possible to locate if other stakeholders are involved or further survey work is undertaken. Points coincide with high flows of cyclists in nearly all cases.

32 Cycle Gateways Accessibility Areas containing level 2 roads constrained by level 3 roads are shown. When these areas have 2 or more level 2 connections into other areas they are coloured green. If they have 1 level 2 connection they are coloured orange as there is a safe way in but possibly a difficult way out. Areas coloured red have no level 2 connections. Red zones could be considered as not accessible to new cyclists.

33 Accessibility Zones with LCN routes When adding the LCN data it shows clearly that much of the work on past cycle networks has unblocked level 2 connections or benefitted from them. The vast majority of level 2 connections lie on existing cycle networks but I would argue that the node is more important than the link. The connection is more important than the route that got you there and so routes can be realigned possibly to make them more direct between directions. Connections on the other hand serve the strongest strategic purpose and so need to be maintained and protected.

34 Looking at this strategically and logically it is obvious where there are missing connections and zones not permeable to level 2 rated cyclists. Established Connections and Missing Links

35 The most direct feasible route between level 2 connections and potential alternatives Examining these missing connections closely shows the most direct feasible routes between Cycle Gateway connections. This also helps us to track the most direct route possible if further works were to take place. These new routes would then have a stronger strategic basis. There may be many good reasons why the direct alignment cannot be used but the node approach allows great flexibility to find alignments and helps with route justification.

36 Existing LCN/LCN+ Alignments and New Strategic Routes When the existing cycle networks are overlaid we can see that four of the gateways are already connected but a new route emerges that may serve a strategic purpose. This route may already carry large numbers of cyclists as many intuitively seek out these gateways and then log them for future reference. That is the method I have used cycling around London for the past 15 years. For this reason this approach could prove popular with cycling stakeholders. It offers a network grid of gateways but without the expense and uncertainty of route development. LCN/LCN+ Routes Promotable Route Proposed Route

37 Adaptability Legible London GPS Cycle Gateway navigation system (App) TfL Cycle Guides Webmap Gateways can be easily referenced on other systems such as the legible London approach to route signing. Gateways do not replace any cycling initiatives but instead offer a way for cyclists to share knowledge of good usable connections with each other. This approach serves every cyclist on every possible trip, not just those lucky enough to live on an established cycle route.

38 Plotting Destinations Signs could be quickly amended to direct cyclists towards these gateways with no interference with existing route information. Each gateway should be named by the area it is located. Estimated gateways across London depending on strictness of definition. Camden Town Shoreditch Euston Old Street Waterloo Bridge Holborn Blackfriars Bridge Southwark Bridge Kensington Palace Hyde Park Corner Westminster Bridge Waterloo Tower Bridge Shoreditch Gateway 1

39 Unique Selling Points Strategically identifies new routes Provides backup to CSH & Cycle Hire Ideal system for new users Adaptable across London Protects key cycling gateway points and their associated assets Uses cycling knowledge as key development principal Routes can be realigned without the network functionality being threatened Promotes safe routes Stops us focussing on barriers and gets us promoting parts that work Doesn t reinvent the wheel or interfere with any other cycling initiatives. Positive story stressing the volume and quality of many sites in London for cycling. Stop telling me what to avoid and how long I will have to wait, tell me where the best places to go are right now!

40 Questions

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