Cardiff's Strategic Cycle Network Plan

CARDIFF COUNCIL CYNGOR CAERDYDD ENVIRONMENTAL SCRUTINY COMMITTEE:
AGENDA ITEM: 3 25th January 2011
CARDIFF STRATEGIC CYCLE NETWORK PLAN
Background 1. It has long been recognised that there are opportunities to improve Cardiffs cycling network. An improved cycle network is regarded as an important element in supporting Cardiffs status as a Sustainable Travel City.
2.
In the last decade Cardiff has seen a number of significant initiatives in relation to cycling, these include:
3.
Development of the Taff Trail, Ely Trail and Rhymney Trail. Introduction of Advanced Stop Lines at all signalised junctions. Implementation of over 100km of cycle lanes. Introduction of shared priority bus and cycle lanes. Establishment of the Cycle Liaison Working Group.
In addition to these the Council has created several policies and documents to encourage and develop cycling in the city, the most notable example being the Cardiff Cycling Strategy which was published in July 2007.
4.
Recognition that a more strategic approach to cycling improvements was required lead to the development of the Cardiff Strategic Cycle Network Plan. This plan aims to outline a network of routes and individual schemes to develop and improve Cardiffs cycle network. The plan will be designed to cover the next five years.
5.
Cardiff has recently seen an increase in those choosing to commute by bicycle. A 2001 survey indicated that 3.5% of commuters in Cardiff cycled to work (ONS, 2001). A similar survey was carried out in 2009, this indicated that 7.4% of people in Cardiff 1
cycled to work (CC, 2009, Ask Cardiff Survey). This suggests that there was a 3.9% increase in people cycling to work over an eight year period.
6.
While this represents an encouraging improvement many people still believe that there is an even greater potential to increase cycling participation in Cardiff. It is felt that with continued investment, greater consistency of design and a strategic approach the Strategic Cycle Network Plan should ensure these year on year cycling increases.
The Strategic Cycle Network Plan
7.
The Strategic Cycle Network Plan has been produced to ensure that the proposed investment in cycling facilities and initiatives achieves the maximum impact in terms of getting more people cycling. The objectives for the development of the plan were to:
Define a core network of routes and links to be developed. Outline budget costs for delivery of schemes. Produce a prioritised programme of schemes for delivery over a five year timeframe. Provide a Compendium of Design Standards.
8.
The key stages in the development of the Strategic Network Plan were:
A public consultation was carried out to highlight the barriers to the uptake of cycling and identify areas which are perceived as inaccessible to cyclists. An evidence base of other data was then developed on which the proposals could then be formed. The evidence base looked at aspects such as identifying key trip generators, locations of existing cycling uptake and studying collision data.
Detailed work was carried out to determine the target market for potential new cyclists, using the ACORN database (a geo-demographic tool which segments the UKs population into small neighbourhoods and classifies them into 56 types). This enabled those groups with the highest propensity to cycle to be identified and superimposed onto a map of Cardiff. 2
From this data a skeleton network of key routes was developed and an audit undertaken of the existing cycle infrastructure to identity gaps in cycling provision. Schemes to improve the network were then identified and prioritised to form the proposed cycle network plan. A second public consultation was then carried out to gather feedback on the plan and further identify the perceived barriers to cycling.
Strategic Cycle Network Plan Proposals
9.
From the work undertaken a proposed core network of key routes in Cardiff has been developed, together with a secondary network extending to more outlying areas. A draft copy of the Strategic Cycle Network Plan has been attached to this report as Appendix A.
10.
A total of 277 potential cycle network improvements schemes have been identified and prioritised, 102 of which have been taken forward, costed and scored according to the benefits they would offer. The schemes range in cost from 1,000 to 800,000. A summary of the route proposals has been attached to this report as Appendix B.
11.
The proposed core cycle network to incorporate the Ely Trail, the Taff Trail, the Rumney Trail, the Cardiff Bay Trail and routes to Ely, St Fagans, Fairwater, Llandaff, Ty-Glas, Heath, UWIC and Rumney.
12.
The potential secondary cycle network to extend cycle routes into residential areas. These would include Pontprennau, Llanrumney, Thornhill, Coryton, Pantmawr, Tongwynlais, and Victoria Park.
13.
A 20mph zone is also proposed in Cathays in the area bounded by Cathays Cemetery, the Rhymney and Merthyr/Rhondda railway lines, Cathays Terrace and Fairoak Road.
14.
The 102 priority schemes which have been developed to provide additional routes and missing links will together form this coherent network. These schemes include sections on Newport Road, Tyndall Street, Penarth Road, Tudor Street, Wellington Street, 3
Cowbridge Road East, Cowbridge Road West, Grand Avenue, Castle Street, Maindy Road, Gabalfa Interchange, Llantrisant Road, Pant-Bach Road and Allensbank Road.
15.
The proposals also create a cycling ring road of core/secondary/identified routes around the city which passes through Fairwater, Gabalfa, Heath, Roath, Cathays, Peny-Lan, Splott, Adamsdown, and Leckwith.
Public Consultation Feedback

16. The consultation period incorporated a number of workshops and presentations for groups including the Cycle Liaison Working Group, the Local Access Forum, Cardiff Council Access Focus Group, Sustainable Development Advocates, Cardiff Health Partnership, the Cardiff Cycling Campaign and the Sustainable Travel City Stakeholder Board.
17.
A series of innovative, interactive consultation events were held in the city centre in conjunction with an online survey.
18.
Some of the key findings from the public consultation were:
98% of respondents felt Cardiff Council should improve cycling in Cardiff. 89% of respondents agreed that the proposed cycle network will improve Cardiff with, 89% also commenting that the network might open up new cycling opportunities.
70% of respondents felt that there were routes missing from the proposed plan, particularly along Newport Road, Queen Street, the Taff Trail, Albany Road and City Road.
19.
Respondents also highlighted concerns on a number of other key issues, most notably a lack of knowledge of routes, a lack of confidence to go cycling, a lack of skills and training, a lack of enforcement (e.g. parking on cycle lanes), an absence of uninterrupted and permeable routes (e.g. opening parks, routes through the city centre), security and lack of maintenance of facilities and routes.
20.
All responses, suggested routes and missing links were given due consideration and influenced the final plan. Appendix C sets out the suggestions received, comments regarding their feasibility and their non/inclusion in the final proposal.
Cardiff Cycle Design Guide

21. A Cycle Design Guide has also been developed to set out best practice in the design of cycle facilities. It is hoped that the design guide will become the first point of reference for the design of all traffic management / highway schemes.
22.
Workshops on the draft Cycle Design Guide were undertaken with both the Cardiff Council Access Forum Group and relevant internal officers, including those from Traffic Management; Projects, Design & Development; Transport Policy; and Neighbourhood Regeneration. The draft Cycle Design Guide was also circulated to external stakeholders and other interested parties.
23.
The final Cycle Design Guide has been amended based on comments and suggestions from all of these sources. This is a lengthy document and will be made available on request.
Equality Impact Assessment

24. An Equality Impact Assessment of the Strategic Cycle Network Plan has been carried out. This highlighted a number of differential impacts of the development of the network on the different equality strands. A copy of the Equality Impact Assessment has been attached as Appendix D.
25.
A number of a workshops and discussions were held with the Cardiff Council Access Focus Group to ensure their views and needs are considered within the development of the network. As a result of these workshops a number of specific amendments were made to both the plan and the design guide.
26.
It is anticipated that there will be continuing involvement and engagement with the Cardiff Council Access Focus Group on individual schemes as part of the 5
implementation programme. This continual engagement will help ensure the views of those affected will be considered which should help ameliorate any potential negative impacts.
Health Impact Assessment

27. A Health Impact Assessment of the network was also undertaken. This highlighted the overall potentially positive health impacts the development of this network would have in terms of promoting physical activity. A copy of the Health Impact Assessment has been attached as Appendix E.
28.
The Health Impact Assessment highlighted the need to engage with local communities throughout the development of the network. It was felt that this would help ensure that any potential positive impacts are maximised. Such engagement should be undertaken using a partnership approach across the service areas and through existing community groups such as those within the Communities First areas.
Issues
29.
Councillor Delme Bowen, Executive Member for Traffic & Transportation has been invited to attend the meeting.
30.
At the meeting officers from Infrastructure and a consultant from Local Transport Projects will be in attendance to brief the Committee and deliver a presentation on the Cardiff Strategic Cycle Network Plan. Witnesses from Sustrans and the Cardiff Cycle Campaign have also been invited to attend the meeting.
31.
Once the presentation is complete officers and witnesses will be available to answer Member questions.
Way Forward
32.
Members may wish to consider whether there are any issues or comments which they would like to pass on to the Executive.
Legal Implications
33.
The Scrutiny Committee is empowered to enquire, consider, review and recommend but not to make policy decisions. As the recommendations in this report are to consider and review matters there are no direct legal implications. However, legal implications may arise if and when the matters under review are implemented with or without any modifications. Any report with recommendations for decision that goes to Executive/Council will set out any legal implications arising from those recommendations. All decisions taken by or on behalf the Council must (a) be within the legal powers of the Council; (b) comply with any procedural requirement imposed by law; (c) be within the powers of the body or person exercising powers of behalf of the Council; (d) be undertaken in accordance with the procedural requirements imposed by the Council e.g. Scrutiny Procedure Rules; (e) be fully and properly informed; (f) be properly motivated; (g) be taken having regard to the Council's fiduciary duty to its taxpayers; and (h) be reasonable and proper in all the circumstances.
Financial Implications
34.
The Scrutiny Committee is empowered to enquire, consider, review and recommend but not to make policy decisions. As the recommendations in this report are to consider and review matters there are no direct financial implications at this stage in relation to any of the work programme. However, financial implications may arise if and when the matters under review are implemented with or without any modifications. Any report with recommendations for decision that goes to Executive/Council will set out any financial implications arising from those recommendations.
RECOMMENDATIONS
The Committee is recommended to:
1.
Take account of the information received at the meeting, and;
2.
Report any comments on to the Executive for their consideration.
Mike Davies Head of Democratic Services 19th JANUARY 2011
The Plan
CARDIFF CYCLE NETWORK
CardiffCouncil StrategicCycleNetworkPlan
STRATEGIC CYCLE NETWORK PLAN CONTENTS

1.0
1.1
EXECUTIVESUMMARY ....................................................................................................... 4 INTRODUCTION .................................................................................................................. 5

Background,ScopeandStudyStructure...................................................................................................... 5
2.0
2.1 2.2 2.3 2.4 2.5 2.6 2.7 2.8 2.9 2.10 2.11 2.12 2.13 2.14 2.15 2.16
CYCLINGINCARDIFFBACKGROUND ............................................................................... 7
ExistingCyclingNetwork.............................................................................................................................. 7 WelshAssemblyGovernment...................................................................................................................... 8 SouthEastWalesTransportAlliance ........................................................................................................... 8 CardiffCyclingStrategy................................................................................................................................ 9 DraftCardiffCityCentreCyclingStrategy.................................................................................................. 10 CardiffWorkingTowardsaHealthyCity .................................................................................................... 11 CardiffHousingMonitoringSchedule........................................................................................................ 11 CycleHire ................................................................................................................................................... 11 SaferRoutestoSchoolsActivities.............................................................................................................. 11 SmarterChoicesInitiatives ........................................................................................................................ 12 TravelPlans................................................................................................................................................ 12 SustransMakingtheMostoftheWelshSustainableTravelTowns ........................................................ 13 SustransCoreCyclingRoutesReport....................................................................................................... 14 DevelopmentOpportunities ...................................................................................................................... 14 WiderTransportInformationandPolicy ................................................................................................... 15 Demographics............................................................................................................................................ 15
3.0
3.1 3.2 3.3 3.4 3.5 3.6 3.7 3.8
PROPOSEDCYCLENETWORKEVIDENCEBASE .............................................................. 17
CyclingandTrafficFlows............................................................................................................................ 17 CyclingtoWork.......................................................................................................................................... 18 CyclingtoSchool........................................................................................................................................ 19 MajorTripAttractors ................................................................................................................................. 22 ProposedTransportCapitalSchemes20102011 ...................................................................................... 23 RoadCasualtyDataAnalysis ...................................................................................................................... 23 MarketAnalysis ......................................................................................................................................... 25 StakeholderWorkshops............................................................................................................................. 28
4.0
4.1 4.2 4.3 4.4
DEVELOPMENTOFTHESTRATEGICNETWORKPLAN ...................................................... 31
Methodology ............................................................................................................................................. 31 ThePrioritisationProcess .......................................................................................................................... 31 TheProposedPriorityImprovementProgramme...................................................................................... 31 OtherIdentifiedMassActionSchemes.................................................................................................... 34
5.0
5.1 5.2 5.3 5.4 5.5
CONSULTATION ................................................................................................................ 35
Introduction............................................................................................................................................... 35 VoxPopSurveys......................................................................................................................................... 36 InteractiveConsultationEvents................................................................................................................. 37 ConsultationResults .................................................................................................................................. 38 ConsultationConclusions........................................................................................................................... 42
6.0
6.1 6.2 6.3 6.4 6.5 6.6 6.7 6.8
COMMUNITYENGAGEMENTPLAN .................................................................................. 43
Introduction............................................................................................................................................... 43 TargetMarket1:YoungUrbanProfessionals ............................................................................................ 43 TargetMarket2:UniversityStudents........................................................................................................ 45 TargetMarket3:ParentsofTeenagers ..................................................................................................... 47 TargetMarket4:Theover50s.................................................................................................................. 49 TargetMarket5:ChildrenAged8to11andtheirParents ........................................................................ 51 Internal/ExternalStakeholdersandOtherInterestedParties ................................................................... 53 Conclusions&KeyRecommendations....................................................................................................... 54
7.0
REFERENCES ..................................................................................................................... 55
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APPENDICES
Thefollowingappendicesareincludedinaseparatedocument: Appendix1ExistingCardiffCycleMap Appendix2aRoadNetworkHierarchy Appendix2bExistingTrafficCalmedStreets Appendix3CycleStrategyActionsContributedtobyNetworkPlan Appendix4CardiffHousingMonitoringMap Appendix5SustransCardiffSustainableTravelCityWalkingandCyclingNetwork Appendix6SustransCoreCyclingRoutesReport(Sept2010) Appendix7PotentialBusRapidTransitRoute Appendix8DemographicProfile Appendix9WardBoundaryMap Appendix10Traffic&CycleCountLocationPlan Appendix11TrafficandCycleFlowDataCardiff Appendix12CyclingToWork&SchoolAnalysis Appendix13SchoolsWith10orMorePupilsCyclingToSchool Appendix142010/11CyclingSchemeProgressReport Appendix15CycleCollisionPlot(3Year) Appendix16MarketResearchReport Appendix17CardiffACORNTypes Appendix18OnlineSurveyResponses Appendix19StakeholderWorkshopSummary Appendix20aPrioritisationFramework(HighestScoreOrder) Appendix20bPrioritisationFramework(SchemeReferenceOrder) Appendix21PublicConsultationSurveyQuestions Appendix22ConsultationResponsesSummary Appendix23CommunityEngagementPlanSummaryofActions
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ThisreportisalsoavailableinBrailleandaudioformatsuponrequest.
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EXECUTIVE SUMMARY
As part of a series of initiatives to improve the cycling environment (including route maintenance,cycleparking,cycletrainingandsignage)thisStrategicCycleNetworkPlanwill assistintheidentificationofschemesforfutureinvestmentincyclingfacilitiesinCardiff. AreviewofawiderangeofrelevantbackgrounddatarelatingtotransportandcyclinginCardiff and the surrounding area was undertaken. A detailed evidence base was assembled using a wide range of information including cycle casualty data, traffic and cycle flow figures, school censusdataandfeedbackfromstakeholderworkshops. Detailedworkwasalsocarriedouttodeterminethetargetmarketforpotentialnewcyclists. ThisusedtheACORNdatabase(ageodemographictoolwhichsegmentsthe UKspopulation intosmallneighbourhoodsandclassifiestheminto56types)andenabledthosegroupsmost likelytostartcycling,ortocyclemore,tobeidentifiedandmapped.Anextensivesiteauditwas undertakentohighlightsectionsoftheexistingcyclenetworkthatrequiredimprovement,and toidentifygapsinexistingprovisionwhichneededtobefilled. A skeleton network based on the above work was produced and a list of potential schemes was appraised through a Prioritisation Framework. This listed a brief description of the proposedscheme,advantagesanddisadvantages,andscoredthepotentialbenefitstocyclists based on the 5 criteria of: Convenience, Accessibility, Safety, Comfort and Attractiveness. To this were added the potential to induce modal shift, impact on other road users, and the potentialrisktodeliverywhichmaybeassociatedwiththeparticularscheme. All of the resulting schemes were plotted onto an outline of the Strategic Network Plan and further site work was then carried out to assess whether the potential schemes were deliverable. A final list of proposed schemes for development was then costed up and a shortlistproduced.Intotal104projectshavebeenidentifiedforprogression,listedinpriority order. An extensive process of consultation was then carried out with a wide variety of stakeholders.Thetotalvalueofschemesidentifiedisapproximately6.5m. Anumberofcomplementaryinitiativeshavealsobeenidentified inadditiontotheproposed cycling infrastructure plan. A series of mass action programmes are suggested, to tackle problems such as barriers on cycle routes, providing flush kerbs for cyclists at existing road closures,signingofkeyroutesandsoon.EngagementwiththeCardiffAccessFocusGroupand theCouncilsEqualityandDiversityteamwasundertakenatthedevelopmentstagetoensure that,asfaraspossible,theStrategicCycleNetworkPlanmeetstherequirements ofthosewith disabilities.Aswellastheproposedinfrastructureplan,aCommunityEngagementPlanhasalso been produced, which helps to focus future Smarter Choices interventions to maximise the numberofpotentialnewcyclists. InadditiontothisStrategicCycleNetworkPlan,aCycleDesignGuidehasalsobeenproduced. TheDesignGuidedefinesanapproachtothedesignandprovisionofcyclinginfrastructurein Cardiff,basedonbestpractice.BoththeplanitselfandtheDesignGuidehaveundergonean extensive Equality Impact Assessment (in conjunction with the Cardiff Council Access Focus Group)andaHealthImpactAssessment(inconjunctionwiththePublicHealthTeamandthe Sustainable Development Unit). This work provides the basis for the delivery of an effective programmeofmeasuresoverthenextfiveplusyearsinCardiff,tohelpensurethatcyclingis chosenbymorepeoplemoreoften.
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1.0
1.1
1.1.1
INTRODUCTION
Background, Scope and Study Structure
This document sets out the Cardiff Strategic Cycle Network Plan. The aim of the NetworkPlanistobe: Informedbyanunderstandingofexistingtravelpatternsinthecityincludingcycling use; Informedbyanunderstandingoffactorsthatpreventpeoplewhodonotcurrently cyclefromdoingso; BasedonareviewofCardiffsexistingcyclingnetwork; Informed by the views and aspirations of local cycling groups and people not affiliatedtosuchgroupsincludingpeoplewhodonotcurrentlycycle; Fully integrated with actions to encourage cycling through the Councils Smarter Choicesprogrammeincludingtravelplandevelopment; FullyintegratedwiththeCouncilsSafeRoutestoSchoolsprogramme; Expand on work undertaken including cycling proposals for Cardiff City Centre as wellasotherstrategyandstudydocumentsundertaken; Define a comprehensive core strategic cycle network focussing on key local trip destinations/generators,cateringforarangeofdifferentneedsandwhichservesto encouragepeopletocyclewhodonotalreadydoso; Identifypotentialextensionsandimprovementstoexistingroutes,newroutestobe developedandnecessarysupportinginfrastructure; Define an approach to design and provision of both on road and off road infrastructurethatdrawsuponestablishedguidanceandgoodpractice,butwhich isappropriatetoCardiffandtheneedsofexistingandpotentialnewnetworkusers inthecity; IncludeanEqualityImpactAssessmentwhichcomprehensivelyassessestheimpact ofthestrategiccyclenetworkonallequalitystrands; Identifypotentialconstraintstonetworkdevelopmentandsolutionstotacklesuch constraints; Identify network development opportunities arising from planned developments andallocationswithintheCouncilsLocalDevelopmentPlan; Identify packages of small scale improvements to the network as well as larger routedevelopmentschemes; Include a phased programme of network development, including priorities for deliverybasedupondefinedcriteria;and Identifybudgetcostsforinfrastructuredevelopment.
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1.1.2 1.1.3
Thisplanwilldefineacorenetworkofroutesandlinkstobedeveloped/improvedand outlineaprioritisedProgrammefornetworkdeliveryoverafiveyeartimeframe. Thestructureforthisdocumentisasfollows: Section 2 provides a background to cycling in Cardiff, highlighting relevant policy documents,examiningpreviousandcurrenttrendsincycleuseandlookingatthe existingprovisionforcyclistsinthecity; Section 3 provides the Evidence Base upon which the network plan is to be developed and demonstrates why particular schemes or projects have been identified for progression. It looks in detail at the different potential markets for newcyclists,andbuildsupthedifferentlayersofinformationwhicharerequiredin order to produce a network of routes which are most likely to result in more peoplecyclinginCardiff; Section 4 outlines the work which was carried out in order to identify both improvements to existing cycle facilities, and also potential new routes and schemes. It also provides a prioritised list of proposed schemes for progression, andtheStrategicCycleNetworkPlan; Section5outlinestheconsultationandengagementprocessthatwasundertaken ontheDraftCycleNetworkPlaninordertoarriveatthefinalreport andnetwork plan;and Section 6 presents a Community Engagement Plan, focusing on the means of communicatingCardiffscyclingandothersmarterchoicesoptionstothedifferent target markets identified. This also recommends proposed locations for communications with target markets and the methods that could be used to communicatewiththem.
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2.0
CYCLING IN CARDIFF BACKGROUND

InMarch2009theWelshAssemblyGovernmentannouncedthatCardiffwouldbethe first Sustainable Travel City in Wales. The initiative is focussing on managing the pressuresonthetransportsystemandcreatingasustainabletransporthubintheCity Centre, by integrating access by public transport, walking and cycling. Infrastructure improvements include modernising and making better use of the existing transport system,whichissupportedbya comprehensiveprogrammeofsoftmeasureswhich focus on embedding sustainable travel behaviour and promoting new sustainable transportfacilitiestolockinthebenefitsofmodalshift.
2.1
2.1.1
Existing Cycling Network

The existing cycling network is made up of both onroad and offroad routes and is showninAppendix1.Theoffroadroutesarepredominantlytrafficfreepathssuchas the River Valley routes (Taff Trail, Ely Tail and Rhymney Trail), with some off roadcycletracksadjacenttobusyroads. There are also sections where cyclists are advised to walk their bicycles and shared space areas where cycling is permitted. The onroad routes are designated as signposted (blue) and advisory (yellow) cycle routes. Main road routes are sometimes supplemented with cycle lanes or bus andcyclelanesandtherearealsoasmallnumberofcyclecontraflows. Additional infrastructure that benefits cyclists and that is represented on the cycling mapincludescycleparkinglocations,Toucanandpedestriancrossingsandcycleshops. Advanced stop lines (ASLs) are provided to give cyclists priority on approaches to a numberofsignalisedjunctionsatvariouslocationsaroundthecity.Cardiffalsobenefits from its position at the foot of the National Cycle Network Route 8 (The Taff Trail) which runs northsouth between Cardiff and Holyhead. The three strategic River Valley routes provide important opportunities for leisure and recreational cycling, as wellasservingcommutertrips. CardiffCouncilstargetforimplementingthefirst103.18kmofCardiffsStrategicCycle Network was achieved (LTP Performance Indicator 7), a year in advance of the 2008 target.
2.1.2
2.1.3
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2.1.4
TheroadhierarchyinCardiffisshowninAppendix 2a.Manyoftheprincipal roadsin Cardiff are heavily trafficked, although they do often provide a direct route between triporiginsanddestinationsandarethereforeusedbymoreconfident cyclistsasthe quickest route between destinations. Cardiff has implemented a comprehensive programmeoftrafficcalmingworksthroughoutthecityoverthelast1015years.This has used a combination of road humps, speed cushions and narrowings, with 20mph zonesinsomeareas.Manyofthetrafficcalmedstreetsofferusefulroutesforcyclists, withallofthetrafficcalmingmeasuresshowninAppendix2b.
2.2
2.2.1
Welsh Assembly Government

InDecember2003,theWelshAssemblyGovernmentpublisheditsWalkingandCycling StrategyforWales,(WAG2003).ThevisionoftheStrategywastohaltthedeclineof walkingandcyclingandtoincreasetheirroleinhowwetravelinWalesandaimedto maximise the opportunities afforded by walking and cycling and to point out the disadvantages of using private cars, particularly for short journeys. It provided a framework for the development of walking and cycling in Wales, as well as general guidance on how to encourage, promote and provide for increased numbers of journeys using these modes. The Welsh Assembly Government also launched the Walking and Cycling Action Plan for Wales 20092013 which detailed the actions required to achieve six walking and cycling targets relating to adult recreational and nonrecreationaltripsandchildrentravellingtoschool. InOctober2010,theWelshAssemblyGovernmentproducedtheirClimateStrategyfor Wales(WAG,2010).Thisrecognisesthattransportisanareawheretheindividualcan do much to reduce emissions, particularly through making smarter choices for local journeys.TheStrategysupportsinitiativestopromotemorewalkingandcycling.
2.2.2
2.3
2.3.1
South East Wales Transport Alliance

The South East Wales Transport Alliance (Sewta) provides the overarching guidance withinthetenauthorities(includingCardiff)whomakeuptheSouthEastWalesregion. InJuly2006,SewtalauncheditsCyclingandWalkingStrategy(Sewta2006)aspartofits Draft Regional Transport Plan. The goal of this Strategy was to get to grips with [the identified economic and transport] problems, by significantly increasing the share of journeys made by walking and cycling in south east Wales and thereby reducing the impactoftravelupontheenvironmentandimprovingpublichealth.TheWalkingand CyclingStrategyalsodetailsactionsoncyclingandwalkingundersixstrategicthemes aswellasprovidingdetailsonthedeliverymechanisms,responsibilityfordeliveryanda forwardtimetable. In November 2009, Sewta launched its Regional Transport Plan (RTP) (Sewta, 2009). The importance of cycling in the RTP was emphasised by stating in the vision that cycling should provide a real travel alternative for travel in the region. The RTP recognises that an increasing number of people commute from the South East Wales valleys to Cardiff and other large conurbations within the coastal belt, resulting in
2.3.2
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significanttrafficcongestionandenvironmentalpollution.Meanwhile,inlargeareasof the valleys, access to employment and services is poor and there are high levels of social deprivation. Sewta recognised that these major issues will not be overcome by simply adding new road capacity and that sustainable solutions to the problems identifiedwillnecessarilyinvolvereducingtheneedtotravelandmaking betteruseof existingtransportfacilitiestomeetlocalaccessibilityneeds.Walkingandcyclingwere listedashavingacrucialparttoplayinthisalternativeapproachandthepurposeofthe Strategywastodefinethewaysinwhichtheycancontributemosteffectively. 2.3.3 TheRTPlistseightkeyrolesforSewtasactivitiesandinvestmentoverthesubsequent fiveyears.Prioritiesoneandtwofocusheavilyontheroleofcycling,listedas: 1.Toimproveaccessforalltoservices,facilitiesandemployment,particularly bywalking,cyclingandpublictransport; 2. To increase the proportions of trips undertaken by walking, cycling and publictransport.
2.4
2.4.1
Cardiff Cycling Strategy

CardiffCouncilproducedacomprehensiveCyclingStrategyin2007.Themainaimwas: To provide for, promote and increase cycling as an enjoyable, safe and healthy activityforpeopleofallagesandabilitiesandtoreducedependencyonthecar.
2.4.2
Thestrategywillbedeliveredthrough41actionsunderthefollowingbroadthemes: CyclingPromotionandAwareness; ImprovingSafety,SecurityandHealth; ImprovingAccessibilityandMobility; ImprovingtheCyclingEnvironment; PlanningandDevelopment;and WorkingwithOtherUsersandInterestGroups.
2.4.3
Appendix 3 shows how this Cycle Network Plan will directly contribute to the various Cycle Strategy actions. These actions are also linked wherever feasible to the Sewta WalkingandCyclingStrategyactions. TheCyclingStrategyalsoincludesanumberofactionsthecontinueddeliveryofwhich wouldcomplementthebenefitsoftheschemesidentifiedinthisnetworkplan.These strategyactionsinclude: CS13TheCouncilwillcontinuetorolloutitsschoolcyclingproficiencyprogramme, onroadtrainingandadultsafetytrainingcourses. CS25TheCouncilwillcontinuetoreviewallbarriersprovidedtopreventcycletracks being used by powered two wheelers in order to conform to the Disability DiscriminationAct.
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2.4.4
CS30 The Council will develop and clearly sign routes that lead to recreational facilitiesorlinktothemoreruralareastomakethemaccessibletocyclists. CS34 The Council will continue to undertake cycle audits of all proposed Council highway schemes, to ensure that the needs of cyclists are understood and taken intoaccount. CS35 The Council will endeavour to provide increased numbers of cycling signs, information points and lighting where appropriate and will seek to reduce street furnitureclutterbyamalgamationofsigns,removalofpolesetc.whereappropriate inordertoimprovethequalityofcycleroutes.
2.5
2.5.1
Draft Cardiff City Centre Cycling Strategy

A draft Cycling Strategy to increase cycling specifically in Cardiff city centre was developed in January 2010. The strategy considered both improved cycling infrastructure and a range of measures to promote cycling and increase the modal shareofcyclistsinCardiff city centre.Thestrategyareacovered majortripattractors including: the retail centre, Cardiff Central and Cathays railway stations and the MillenniumStadium. TheStrategysmainconclusionsandrecommendationswere: An independent Equality Impact Assessment should be undertaken on any proposalstopermitcyclinginvehiclerestrictedareas; The implementation of a 20mph zone on appropriate streets should be considered; The Department for Transports Hierarchy of Provision and the London Cycling DesignStandardsandmatrixofcyclefacilitysolutionsshouldbefollowed; TheinstallationofmandatorycyclelanesonCastleStreet; AsegregatedcycletrackadjacenttotheroadonAdamStreet; AcyclefacilityadjacenttotheroadalongBoulevarddeNantes; The Council should work with organisations in the city centre to promote cycle parking;and Theinstallationofnewcyclestandsacrossthecity toaddressexistingandfuture demand.
2.5.2
2.5.3
The Draft Cardiff City Centre Cycling Strategy also reported on the 18month trial conducted to permit cyclists to cycle through Queen Street in the city centre before 10am and after 4pm. Whilst cycling along Queen Street has subsequently been prohibited,thiswillbereviewedatalaterdate.
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2.6
2.6.1
Cardiff Working Towards a Healthy City

Cardiff Councils second Health, Social Care and Well Being Strategy sets out plans to improve the health of its citizens (Cardiff Health Alliance, 2010). One of its aims is to keeppeople fitandhealthybypromotingfactorsthatcanhelpdevelopandmaintaina healthylifestyle.
2.7
2.7.1
Cardiff Housing Monitoring Schedule

CardiffCouncilsHousingMonitoringSchedule,publishedinMarch2010,givesdetails ofhousingsiteswithintheauthoritywithplanningpermission(CC,2010).Siteswith10 or more dwellings are shown in a Housing Monitoring 2009/10 Plan, reproduced in Appendix4.
2.8
2.8.1
Cycle Hire
CardiffCouncillaunchedabicyclehireschemeinthecityinSeptember2009.Operated byOYBike,theschemehas106bicyclesstationedat17locationsaroundthecitycentre (asofJan2011),thatcanbehiredfornocostfortheinitialthirtyminutesandthenpaid foronaslidingrateafterthat.UsersmustpreregistereitherthroughtheInternetorby callingtheOYBikeregistrationlineusingavalidcreditordebitcard. There is also a notforprofit company, Pedal Power, operating in Cardiff who provideanaccessiblecyclingcentrewitha range of specially adapted cycles for hire fordisabledadultsandchildren,aswellas conventional hire bikes. Pedal Power has twocentres,oneinPontcannanearthecity centreandoneinCardiffBay.
2.8.2
2.9
2.9.1
Safer Routes to Schools Activities

Safer Routes to Schools projects are an important traffic management and demand restraint initiative, with approximately 20% of all peak time traffic involving trips transporting children to and from school. Cardiff Council has been developing Safer Routes to School projects to reduce parents and pupils reliance on the private car. Efforts to reduce child pedestrian casualties and provide safer walking and cycling routes have involved the implementation of School Safety Zones where parental parkingisprohibited,trafficcalmingmeasuresandcyclestoragefacilitiesinstalled,new cycle lanes introduced and onroad cycle training for school pupils provided. Onroad cycletrainingisalsobeingprovidedbytheCouncilsRoadSafetyTeam.

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2.9.2
SaferRoutestoSchoolsschemeshavebeenimplementedat: LlanrumneyHighSchool; HowellsSchoolLlandaff; BishopofLlandaff; TheCathedralSchool. CorytonPrimarySchool; CantonianHighSchool; YsgolGyfunGyraegPlasmawr;
2.10
Smarter Choices Initiatives
2.10.1 The Welsh Assembly Government published a Smarter Choices Guide for Wales in which they recommended 19 options to influence travel behaviour in favour of more sustainable transport modes such as the train, bus, bicycle or walking (WAG, 2007). BasedonresearchundertakenbytheDepartmentforTransport,itissuggestedthatif an intensive tenyear plan to promote and implement Smarter Choices schemes is undertaken,thensignificantreductionsinurbanandruralpeakhourtrafficandoverall trafficvolumescouldbeachieved. 2.10.2 Smarter Choices include providing more focused information about travel options to people, marketing those options more effectively and targeting transport advice and services to particular groups of the population. The market research for this Cycle NetworkPlanmeetstheobjectiveofSmarterChoicesbyidentifyingandconsultingwith targetmarkets,asdiscussedinSection5. 2.10.3 The document also cites case studies where Smarter Choices programmes have brought a measure of success, including the integration of cycling with buses and trains, such as the Beacons bus from Cardiff to Garwant and Brecon that tows a bike traileronwhichupto24cyclescanbestored,ortheValeofGlamorganBikeTrains,the cyclingequivalentoftheWalkingBusinitiativeforjourneystoschool. 2.10.4 Sustrans have been working with 18 schools in Cardiff (17 primary schools and 1 secondary school) since September 2009 as part of the Bike It initiative. A range of evidencebased activities have been delivered through the scheme such as bike fun shows, Dr Bike events, roller cycle races and route planning lessons. The scheme primarilytargetschildrenaged9to12years. 2.10.5 BikeItorganised231eventsduringthe2009/10academicyear(September2009July 2010)withencouragingresults.Theproportionofpupilscyclingregularly(onceaweek ormore)tothetargetedschoolsrosefrom11%atthestartoftheyearto30%bythe end,with13%ofpupilsnowcyclingeveryday(upfrom3%).
2.11
Travel Plans
2.11.1 As part of the 2007 Cycling Strategy, Cardiff Council has undertaken to Ensure that travel plan production and implementation is tied to all major developments as a conditionofplanningpermission(ActionCS38),(CC,2007).
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2.11.2 Engaging local employers, developers and schoolstodevelopandimplementTravelPlans is one way of encouraging people to switch to using more sustainable modes of travel and to reduce reliance on the private car. Different types of Travel Plans can be prepared for schools, residential sites, sites with more than oneoccupier(suchasbusinessparks),proposed developments,etc. 2.11.3 Cardiff Council set out the following themes in their 2008 Travel Plan Strategy to encouragedevelopmentoftravelplans(CC,2008): Improvingpromotionandawarenessofsustainabletransport; Workingwithothers; CompletingCouncilofficeTravelPlans; PromotinguptakeofschoolTravelPlans; PromotingthebenefitsofvoluntaryTravelPlanstolocalemployers;and Development Control requiring a Travel Plan when considering certain new developments.
2.11.4 At the end of 2009 there were 28 employer Travel Plans at various stages of development, 32 schools with submitted Travel Plans and a further 19 school Travel Plans under development. Cardiff Council has also completed Travel Plans for the officesatBessemerClose,BrindleyRoad,CityHall,CountyHallandtheWillcoxHouse and Global Link Buildings. The Council have also offered grants of up to 10,000 to assistorganisationsinputtingtheirTravelPlansintoeffect.
2.12
Sustrans Making the Most of the Welsh Sustainable Travel Towns
2.12.1 TheWelshSustainableTravelTowns(STT)projectwasestablishedtoenabletownsin Wales to become exemplars ofsustainable transport. Making the Most of the Welsh Sustainable Travel towns report, (Sustrans, 2010 Report 1) sets out that the key measures are a combination of both infrastructure changes and smarter choices measures. 2.12.2 To support the promotion of increased trips by foot and bicycle, Sustrans provided a map with the report that indicated journeytime isochrones in 10 minute increments forboththesemodesoftravel.Themap,CardiffSustainableTravelCityWalkingand Cycling Network Map 2010 also highlights the key trip generators in Cardiff and is attachedinAppendix5.
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2.13
Sustrans Core Cycling Routes Report
2.13.1 The Sustrans Core Cycling Routes Report (September 2010 update) suggests seven core routes in Cardiff that presently comprise of both established sections and potential sections of cycle routes (mostly offroad but with some onroad links) with theaimofestablishingcontinuouscycleroutes.Theroutesstudiedwere: The Taff Trail: Tongwynglais to the City Centre, linking Radyr, Llanaff North, Llandaff,theElytoHeathParkRoute,MaindeeandPontcanna; TheElytoCityRoute,linkingElywithLeckwith,CardiffCityStadiumandRiverside; The Cardiff Bay Circular Route, linking Cardiff City Centre to Cardiff Bay and the Barrage; The Tremorfa Route, linking Tremorfa Park and Splott to Cardiff Central Station southofthemainrailwayline; The Roath Brook Route, linking Llanishen, Cyncoed, Roath Park, Cathays and the citycentreviatheCardiffGateRoute; TheElytoHeathParklinkroute,linkingFairwater,Llandaff,theTaffTrail,Gabalfa, BirchgroveandtheUniversityHospitalofWales;and The Cardiff Gate Route, via part of the Rhymney Trail, linking Pentwyn, Park and RideSites,Rhymney,Llanrumney,NewportRoadandSplott.
2.13.2 Each of the above routes is shown in Appendix 6 on annotated plans with the numbered markers representing particular points of interest. These include, for example,goodlinksacrossriversorrailwaylineswhichcurrentlyformbarrierstocycle passage.Theplansalsohighlightwheretherearewidefootwaysavailablewhichmay besuitableforconversiontoshareduse,wheretherearecurrentgapsinprovision,or whereexistingpathsareovergrownorofinsufficientwidthtopermitshareduse.
2.14
Development Opportunities
2.14.1 Newdevelopmentsofferasignificantopportunitytoimproveorincreasethenetwork of facilities for cyclists through the planning process. Section 106 Agreements can require developers to contribute to cycling infrastructure to improve cycle access. Appendix 4, (the Cardiff Housing Monitoring Map), shows the major housing developmentareaswithinthecitywheretheremaybepotentialforadditionalcycling facilitiestobeprovided.Themapisalsousefulinidentifyingwherethereislikelytobe a future requirement for the citys cycling network to penetrate, in order to increase thepotentialforpeopletochoosecyclingoverthecarfortheireverydayjourneys. 2.14.2 Experience from the English Cycling Towns programme shows the importance of developer contributions benefits from a welldeveloped cycle network plan and good relationshipsbetweentransport/cycleplanningofficersandPlanning&Development Controlteams.ItisenvisagedthatthisStrategicCycleNetworkPlanwillbeusefulinthe negotiationofdevelopercontributionsfornewcyclinginfrastructure,aspartoffuture developmentsinthecity.
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2.15
Wider Transport Information and Policy
2.15.1 Air Quality Management Areas (AQMAs): Cardiff contains four areas declared as AQMAs under Part IV of the Environment Act 1995. The areas and the pollutants declaredareshowninTable2.10below. Table2.10:AirQualityManagementAreasinCardiff
AQMAName NewportRoad CardiffWest ThePhilog StMaryStreet AQMADescription AnumberofresidentialpropertiesalongtheA4161NewportRoad AnumberofresidentialpremisesalongtheA48(CowbridgeRoadWest, WesternAvenue)andA4119throughLlandaffVillage(CardiffRoad). AnumberofresidentialpremisesalongtheA470(ManorWay),The Philog,BirchgroveRoadandCaerphillyRoad AnareaencompassingStMaryStreet,andpropertiesoneithersideof theroad. Pollutant(s)declared NitrogenDioxideNO2 NitrogenDioxideNO2 NitrogenDioxideNO2 NitrogenDioxideNO2
PublicTransportProvisionBus 2.15.2 Cardiff has a network of local services run by operators including Cardiff Bus, Stagecoach,andFirstCymru.Bustravelaccountedforapproximately12.5%ofjourneys to work in Cardiff (2008). Cardiff also has three busbased Park and Ride services locatedat: CardiffEastPentwynInterchangeDumfriesPlace; CardiffSouthCountyHall; CardiffWestCardiffCityStadiumLeckwith.
2.15.3 The Council are also currently reviewing a previously proposed route for a Bus Rapid Transit (BRT) system for Cardiff. The proposed route in the Feasibility Report as of August2010isshowninAppendix7. PublicTransportProvisionRail 2.15.4 CardiffisservedbyanextensivenetworkofsuburbanrailwaystationsaswellasCardiff Central which provides services to major destinations including London, Swansea, Bristol and the Midlands. Patronage figures for rail travel in the city have been increasing since 1998 and accounted for approximately 3.8% of journeys to work in Cardiffin2008.
2.16
Demographics
2.16.1 The population of Cardiff is around 325,000 people with an estimated 1.1 million people living in the wider metropolitan area. A demographic profile of Cardiff is providedinAppendix8withasummaryofthekeypointsfromthe2001censussetout below. Cardiffhasahigherproportionofthe014,1524and2544agegroupsthanWales asawhole;
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55.5%of1674yearoldsinCardiffareeconomicallyactive,whichissimilartothe Walesaverageof55.2%.However,theproportionofthoseinfulltimeeducationis higher(4%),comparedtotherestofWales(2.3%);and Car ownership in Cardiff is lower than across the rest of Wales, with 29.7% of householdsinCardiffnotowningacarorvan,comparedto26%acrossWales.
2.16.2 Theaveragedistancetravelledtoworkandthemodalsplitsfromthe2001censusdata aresetoutinTable2.6. Table2.6:TraveltoWorkPatterns

Demographic Averagedistanceoftraveltowork(km) Traveltoworkbytrain(%) Traveltoworkbybus(%) Traveltoworkbycar/van/taxi(%) Passengerincar/van/taxi(%) Traveltoworkbybicycle(%) Traveltoworkbymotorcycle(%) Traveltoworkonfoot(%) Peoplewhoworkmainlyfromhome(%) Cardiff 11.25km(7miles) 2,664(2.04%) 14,266(10.95%) 73,329(56.29%) 9,299(7.14%) 3,514(2.7%) 776(0.6%) 17,196(13.2%) 8,691(6.67%) Wales 14.82km(9.2miles) 15,316(1.29%) 62,322(5.25%) 732,338(61.73%) 106,256(8.98%) 16,389(1.38%) 8,888(0.75%) 122,732(10.35%) 115,323(9.72%)
2.16.3 The2001Censusdataaboveindicatesthattheproportionofpeopletravellingtowork by cycle is higher in Cardiff than Wales as a whole. Wales matches the North East of Englandinhavingthelowestproportiontravellingbybicycle(1.4%),comparedtoaUK wideaverageof3%.TheCardiffCouncils2009TransportAnnualProgressReportalso shows an increase in cycling in Cardiff since the 2001 census. The Ask Cardiff survey showedthattheproportionofpeoplecyclingtoworkinCardiffhasincreasedbetween 2001 and 2008 to around 5.8%. Appendix 8 contains further detail on Cardiffs demographicsandaWardBoundaryMapisincludedasAppendix9.
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3.0
3.1
3.1.1
PROPOSED CYCLE NETWORK EVIDENCE BASE

Cycling and Traffic Flows
Traffic and cycling flow trends in Cardiff are monitored by Cardiff Council using data recorded at several survey locations across the city. Classified traffic surveys were undertakeninSeptember/October2009at40locations,witheachsurveysitedefined withinoneofthefollowingfourareas: CityCentreCordon(CentralArea):10locations; RiverTaffScreenline:8locations; CardiffBayCordon:8locations; CountyCordon:14locations.
3.1.2 3.1.3
AmapofthesesurveylocationsisattachedinAppendix10. Thissurveydataprovidesanindicationofthetrafficandcycleflowsatvariouslocations acrossthecity duringtheAMandPMpeaksandalsooverthe12hourdaytimeperiod (07:0019:00). The sitespecific survey data forms a key part of the evidence base for this cycle plan and is attached as Appendix 11. The overall flows for each area are summarisedbelow: Table3.1:September/October2009AverageTwoWayFlows
CardiffSurveyArea CityCentreCordon RiverTaffScreenline CardiffBayCordon CountyCordon Total AMPeak(08:0009:00) Traffic 12,138 18,407 5,600 35,324 71,469 Cycles 443 216 190 63 912 PMPeak(16:3017:30) Traffic 13,187 18,198 5,628 31,617 68,630 Cycles 559 283 149 71 1,062 12Hour(07:0019:00) Traffic 119,562 167,620 49,199 302,546 638,927 Cycles 3,967 2,032 1,218 540 7,757
3.1.4 AnalysisoftrendsintrafficandcycleflowscanbeseenintheCardiffCouncilTransport Annual Progress Report 2009 (2009 APR) using survey data from the City Centre Cordon,theCardiffBayCordonandtheRiver TaffScreenline.TheProgressReport shows that traffic flows within the City Centre Cordon have decreased by 14% between1994and2008(comparedusing5yearrollingaverages),whereastrafficflows within the Cardiff Bay Cordon and the River Taff Screenline have increased by 39% and 21% respectively during the same period. These statistics indicate that, although therehasbeenageneralincreaseintrafficlevelsinCardiffoverthelastfewdecades, theconcentrationofvehicularmovementsmayhavemovedawayslightlyfromthecity centrearea.
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3.1.5
Cycling flows are also monitored using survey data from the same cordons and screenlines.Analysisofthisdatawithinthe2009APRindicatesthatcyclingflowswithin theCityCentreCordonandtheRiverTaffScreenlinehavedecreasedby9%and3% respectivelybetween1992and2008(comparedusing5yearrollingaverages).Cycling flows within the Cardiff Bay Cordon have only been monitored since 2007; however there has been a noticeable 7% increase in cycling flows between 2007 and 2008 on thiscordon. CyclingtripsinCardiffwereforecasttogrowbyapproximately2%between1996and 2008andbyapproximately3%between2008and2013bytheNationalTripEndModel developedbytheDepartmentforTransport.Thecycleusetrendsnotedaboveindicate thatthefirstgrowthtargetmaynothavebeenachievedandthattheremayhavebeen adecreaseinthenumberofcyclingtripsbetween1996and2008,althoughtheseonly representannualclassifiedcountsatthecordon/screenlinesites.
3.1.6
3.2
3.2.1
Cycling to Work
Cycle to work data was analysed for the 29 administrative wards within the Cardiff unitary authority area, (a plan showing the ward boundaries is included in Appendix 9). Details of the total and cycling commuting patternsinCardiffbetweenwardsareshown inAppendix12.
3.2.2
An analysis of the travel to work data from the 2001 census shows that on average 3.5%ofpeoplecycletoworkinCardiff.Theuptakeofcyclingdoeshowevervaryacross thecitywithTable3.2detailingthewardswiththe highestnumbersofresidentsand workerscyclingtowork. Table3.2:CyclingtoWorkDataFromthe2001Census
CycletoWork(JourneyOrigin) Wardof Origin Plasnewydd Riverside Canton CycletoWork(JourneyDestination) Commuting %of Wardof Commuting %of Cyclists commuters Destination Cyclists commuters 291 275 234 5.3% 7.3% 4.9% Cathays Heath Butetown 831 348 247 3.8% 4.7% 4.1%
CardiffTotal3.5%
3.2.3 Itisnotedthatanumberofthewardswiththehighestlevelsofcyclingarefoundinthe southernareasofCardiff.Analysisoftheindividualmovementsbetweenwardsshows thatcyclingaccountsfor10.9%and6.5%ofcommutermovementsbetweenRiverside CathaysandCantonCathaysrespectively.
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3.2.4
The cycle to work data for the four neighbouring authorities Newport, Caerphilly, RhonddaCynonTafandtheValeofGlamorgan,canbeseeninTable3.3. Table3.3:CyclingtoWorkData(NeighbouringLocalAuthorities)
LocalAuthority Caerphilly Newport RhonddaCynonTaf ValeofGlamorgan CardiffTotal 3,342 3.5% 95,589 CommutingCyclists 15 47 30 172 %ofcommuters 0.8% 1.3% 0.4% 1.1% TotalCommuters 1,981 3,627 8,521 15,486
3.2.5 The above analysis indicates that there are a significant number of commuters travelling by bicycle to Cardiff from the neighbouring authority of the Vale of Glamorgan.Furtheranalysisrevealsthat41ofthecyclingcommutersfromtheValeof GlamorgantraveltoGrangetownwith33travellingtoCathays. Appendix12containsamoredetailedanalysisofcyclingtoworkpatterns,whichwas usedinthedevelopmentoftheNetworkPlan.
3.2.6
3.3
3.3.1
Cycling to School
Travelassociatedwithschoolsgeneratesasubstantialnumberoftrips.Pupiltraveldata fortheschoolsinCardiffhasbeenanalysedto: Provideanoverviewofschooltravelinthecityandspecificallythecurrentlevelof cyclingtoschool; Determine the schools that currently generate the largest number of cycle trips; and Investigate the schools that could have the potential to generate a significant numberofcycletripsinthefuture.
3.3.2
Analysis of the 2008/9 school census data in Cardiff shows that only 1.4% of primary schoolpupilsand2.0%ofsecondaryschoolpupilscurrentlycycletoschoolinCardiff, compared to 46.4% of primary school pupils and 44.8% of secondary pupils travelling bycar.Only14ofthe104schools(13.5%)inCardiffforwhichschoolcensusdatawas collectedin2008/09have10ormorepupilstravellingtoschoolonbicycle. Thereare92primaryand28secondaryschoolslocatedinCardiff.ModeofTraveldata from the 2008/09 school census has been analysed for the 82 primary and 22 secondaryschoolsthatprovideddatatowardsthe2008/09census(nurseryandinfant schools have not been analysed). The following summarises the existing school travel situationinCardiff:
3.3.3
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3.3.4 Thereare32,774schoolpupilsinCardiffschools(19,377primarypupilsand13,397 secondarypupils); Only1.4%ofprimaryschoolpupils(270)traveltoschoolonbicycle,with2.0%of secondaryschoolpupils(263); The majority (92.4%) of primary school pupils travel in car (46.4%) or on foot (46.0%); The majority (73.5%) of secondary school pupils travel in car (44.8%) or on bus (28.7%).
The primary and secondary schools in Cardiff that currently have 10 or more pupils travellingtoschoolbybicycleareshowninTable3.4belowandplottedonthemapin Appendix13: Table3.4:SchoolswiththeHighestLevelsofCycling
Rank 1 2 3 4 5 6 7 8 9 10 11 12 13 14 School LlanishenHighSchool YsgolGyfunGymraegGlantaf WhitchurchHighSchool EglwysWenPrimarySchool YsgolGyfunGymraegPlasmawr GlynDerwHighSchool YsgolGymraegTreganna RhiwbinaPrimarySchool YsgolMynyddBychan CardiffHighSchool CorpusChristiR.CHighSchool MichaelstonCommunityCollege TheBishopOfLlandaffC.WHighSchool FairwaterPrimarySchool Phase Secondary Secondary Secondary Primary Secondary Secondary Primary Primary Primary Secondary Secondary Secondary Secondary Primary Pupils 1,518 939 1,397 258 584 487 179 495 194 582 970 492 1,220 242 Cycle 74 45 39 24 22 20 19 14 14 12 12 11 10 10 Cycle% 4.9% 4.8% 2.8% 9.3% 3.8% 4.1% 10.6% 2.8% 7.2% 2.1% 1.2% 2.2% 0.8% 4.1%
3.3.5 Only14ofthe104schools(13.5%)inCardiffforwhichschoolcensusdatawascollected in2008/09have10ormorepupilstravellingtoschoolonbicycle,which isarelatively low level. There are a noticeable number of pupils travelling to school on bicycle at Llanishen High School (74 cycling pupils), Ysgol Gyfun Gymraeg Glantaf (45 cycling pupils)andWhitchurchHighSchool(39cyclingpupils).Noprimaryschoolshavemore than25pupilscyclingtoschool. 9 secondary schools have 10 or more pupils travelling to school on bicycle, which meansthereareatleast13secondaryschoolswithfewerthan10pupilstravellingon bicycle.GiventhattheaveragenumberofpupilsatsecondaryschoolsinCardiffisover 1000(1043January2010numberonrolldata),therewouldappeartobesignificant opportunitiestoincreasethelevelofcyclingamongstsecondaryschoolpupils.
3.3.6
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3.3.7
ItisworthnotingthatnotallschoolsprovidedcompleteModeofTraveldataforthe 2008/09census,thereforeabsolutenumbersmaybeartificiallylow.Forthisreasonthe schools have also been ranked by the proportion of pupils cycling to school, with the toprankedprimaryandsecondaryschoolsshownbelow: Table3.5:PrimarySchoolswiththeHighestProportionofPupilsCycling
Rank 1 2 3 4 5 6 7 8 9 10 PrimarySchool EglwysWenPrimarySchool YsgolGymraegTreganna RhiwbinaPrimarySchool YsgolMynyddBychan FairwaterPrimarySchool TrelaiPrimarySchool StFrancisRCPrimarySchool StaceyPrimarySchool StJoseph'sR.CPrimarySchool RhiwbinaPrimarySchool Pupils 258 179 495 194 242 229 161 166 176 495 Cycle% 9.3% 10.6% 2.8% 7.2% 4.1% 3.5% 3.1% 3.0% 2.8% 2.8% Cycle 24 19 14 14 10 8 5 5 5 14
Table3.6:SecondarySchoolswiththeHighestProportionofPupilsCycling
Rank 1 2 3 4 5 SecondarySchool LlanishenHighSchool YsgolGyfunGymraegGlantaf WhitchurchHighSchool YsgolGyfunGymraegPlasmawr GlynDerwHighSchool Pupils 1518 939 1397 584 487 Cycle% 4.9% 4.8% 2.8% 3.8% 4.1% Cycle 74 45 39 22 20
3.3.8 TheCardiffschoolswiththehighestproportionofpupilscyclingtoschoolarealso generallytheschoolswiththehighestnumberofpupilscycling.Asoutlinedabove, thereareseveralschoolswithasignificantnumberofpupilsandalowlevelofcycling, whichagainindicatesthattheremaybepotentialtosubstantiallyincreasethelevelof cyclingattheseschools.Appendix12containsamoredetailedanalysisofcycletowork andcycletoschooldata.
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3.4
3.4.1
Major Trip Attractors

A variety of major trip attractors within Cardiff have been identified through site assessments, extensive assessments of relevant data and consultation with key stakeholders. These locations attract a significant number of trips, and as such they couldhavethepotentialtoattractasizeablenumberofcyclingtrips.Theyhavebeen consideredthroughoutthedevelopmentoftheCycleNetworkPlan.Keytripattractors inthecityareshownonthemapinAppendix5andareoutlinedbelow,groupedunder relevantheadings: Table3.7:MajorTripAttractors
Employment ForestFarmIndustrialEstate BBCCymruWalesBroadcastingHouse TyGlasIndustrialEstate CardiffGateInternationalBusinessPark CompaniesHouse,Maindy ElyBridgeIndustrialEstate CountyHall WelshAssemblyGovernment CityCentreEmploymentArea CardiffBay/Waterside QueenAlexandraDock StMellons/LinksBusinessPark Hospitals VelindreHospital UniversityHospitalofWales WhitchurchHospital CardiffRoyalInfirmary StDavidsHospital RookwoodHospital LandoughHospital
Shopping StDavidsShoppingCentre CityCentreShops(QueenStreet) CapitolShoppingCentre QueensArcade MermaidQuay CardiffGateRetailPark TyGlasRetailPark CapitalRetailPark,Leckwith CardiffBayRetailPark Attraction/Venue MillenniumStadium StFagansNationalHistoryMuseum CardiffCastle NationalMuseumCardiff WalesMillenniumCentre CardiffStadium
Education CardiffUniversity UniversityofWalesInstituteCardiff(UWIC) UniversityofGlamorgan RoyalWelshCollegeofMusic&Drama ColegGlanHafren StDavidsCollege WhitchurchHighSchool LlanishenHighSchool TheBishopOfLlandaffC.WHighSchool RadyrComprehensiveSchool Transport CardiffEastPark&Ride CardiffWestPark&Ride CardiffSouthPark&Ride CardiffCentralBus/RailStation CardiffQueenStreetStation
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3.5
3.5.1
Proposed Transport Capital Schemes 2010-2011

A list of the 2010/11 Cycling Capital Schemes as of September 2010 is included in Appendix14.Thetwohighestvalueschemesarelistedbelow: North Cardiff Peripheral Cycle Route Phase 2. A traffic free cycle route between HeolHir,ThornhillandLlanishenHighSchool(200,000); Clarence Bridge Crossing and James Street Cycle Lanes. A controlled crossing of ClarenceRoadontheeastsideoftheClarenceBridge(124,000).
3.5.2
TheDraftCityCentreCyclingStrategyidentifiesanumberofpotentialcycleschemesin thecity.Theseschemes(someofwhichhavenowbeencompleted)included: Park Place (2010). Cycle facility south of Greyfriars Road with crossing at Park Place/GreyfriarsRoadbecomingaToucan; CustomhouseStreet(2010).Cyclistspermittedtousebuslanesandbusgate; ChurchillWay(2010).OnewaynorthboundTROwithcontraflowcyclistprovision; High Street/St Mary Street (2010). Pedestrian friendly environment with cyclist provision; WestgateStreet.BusroutesdivertingfromHighStreet/StMaryStreet; WoodStreet.RedevelopmentofStandAatCardiffBusStation.
3.5.3
AnewbridgehasalsobeenrecentlycompletedatPontYWerin.Thisformspartofa Sustrans Connect2 project to greatly increase accessibility on foot and by cycle, betweenPenarthandCardiff.Italsoenablesa10kmcircularcycleridearoundtheBay areaforleisureusers.
3.6
3.6.1
Road Casualty Data Analysis

Ananalysis ofthesummarycollisiondatacoveringthe10yearperiodinclusiveof2000 2009indicatesthatthetotalnumberofcollisionsoccurringinCardiffeachyearhas beensteadilydecreasingsince2006.Whenbrokendownbyseverity,seriousandslight collisions have also shown a downward trend matching the overall downward trend from 2006. The numbers of fatal collisions each year are remaining at a relatively constantlevel. ThetotalnumberofcyclistsinvolvedincollisionseachyearinCardiffandtheaverage numberofcyclistsinvolvedincollisionsineachsuccessivethreeyearperiodfrom2000 areshowninTable3.8below.Thefiguresshowninbracketsaretheproportionoftotal vehiclesinvolvedincollisionsthatyearthatcyclistsrepresent.
3.6.2
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Table3.8:10yeartrendofcyclistsinvolvedincollisionsinCardiff,20002009
Year 3yr Ave 2000 101 (5%) 2001 118 (6%) 2002 103 (5%) 107 2003 75 (3%) 99 2004 93 (4%) 90 2005 83 (4%) 84 2006 106 (5%) 94 2007 88 (5%) 92 2008 94 (6%) 96 2009 78 (6%) 87 Ave 94 94
3.6.3
Forcomparison,roadcasualtystatisticsforWalesasawholewereanalysedalongside thefiguresforCardiff.DfTfiguresshowthatin2009therewere10,354roadcasualties inWales,ofwhich403werecyclists(3.9%).ThenumberofroadcasualtiesinWaleshas decreased by 30% since 2002. There were 1,221 KSI (Killed and Seriously Injured) casualtiesinWalesduring2009,ofwhich84werecyclists,(7%). Road collisions in Cardiff that involved injury to a cyclist during the last 3 years (01/01/2007to31/12/2009)werestudiedinmoredetailtoinformthisevidencebase. ThelocationsofthesecollisionsareshownontheplaninAppendix15. Anumberofroutesandclusterswereidentifiedashavingarelativelyhighnumberof collisions involving cyclists, with the main routes/clusters summarised in Table 3.9 below:ThisanalysishasinformedthedevelopmentoftheStrategicCycleNetworkPlan. Table3.9:KeyCycleCollisionRoutes/Clusters
Route/Cluster CityRoad/CrwysRoad/WhitchurchRoad CowbridgeRoadEast/CastleStreet NewportRoad PenarthRoad/ClareRoad/LowerCathedralRoad CathaysParkarea CathedralRoad/PenHillRoad ButeStreet CaerphillyRoad PendwyalltRoad/ParkRoad/PenllineRoad/MerthyrRoad/ThePhilog LakeRoad/NinianRoad/FairoakRdroundabout JamesStreet/MillenniumCentre FitzalanPlacearea PenylanRoad GrandAvenue WesternAvenue/MillLanejunction CycleCollisions 15 14 12 9 8 7 6 6 5 5 5 4 4 4 3
3.6.4
3.6.5
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3.7
3.7.1
Market Analysis
Cycling England developed the principle of People, Place and Purpose for planning cycling facilities, based on their experience of developing and implementing the 18 CyclingTownsandCities.ThisprinciplewasadoptedbytheEnglishCyclingTownsand Cities as a useful guiding principle for delivering the right kinds of infrastructure to meet the needs of their target markets. A similar approach was used in the development of Cardiffs cycle network. This involves taking a people first approach andidentifyingthehubswherethesegroupscanbereached. Market research was carried out to help ensure that the new Cardiff Cycle Network Planachievesitsaimofgettingmorepeoplecycling.Itstartsbyidentifyingthegroups, ortargetmarketswithinCardiffthataremostlikelytostartcyclingorcyclemoreoften, andthenidentifyingwhattheirprimarybarriertocyclingis.Marketresearchhasalso helpedidentifyparticularproblemareaswithinthenetworkthatarepreventingpeople from cycling or which are putting current cyclists off from cycling more often. The market research undertaken is detailed within a separate report reproduced in full in Appendix16. The market research results have been used extensively in the development of this StrategicCycleNetworkPlan.TheworkasdetailedinAppendix16outlinesthetarget markets identified, what these groups want and need, specific areas of the Cardiff network that are causing existing and potential cyclists concern, suggested new network options and an indication of what can be done for each group to overcome theirprimarybarriertocycling.ThemarketsegmentationandanalysisoftheACORN data (described below) also formed an integral part of the scoring system used to prioritisethedifferentschemes(seeAppendix20). ACORNDataAnalysisandMapping:ACORNisageodemographicsegmentationofthe UKs population which segments small neighbourhoods, postcodes, or consumer households into 5 categories, 17 groups and 56 types using census data. ACORN providesanunderstandingofthepeoplewhointeractwithdifferentorganisationsthat can help organisations target, acquire, manage and develop profitable relationships and improve business results. The classification also gives a better understanding of placesandthepeoplewhousethem. Ofthe56ACORNtypes,14wereidentifiedasbeingthemostlikelytocycle,orbegin tocycle.UsingCardiffsACORNpostcodedatabasethesetypeswerethenmappedto householdsinCardiff.ThismapisincludedinAppendix17.
3.7.2
3.7.3
3.7.4
3.7.5
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3.7.6
SummaryofKeyTargetMarkets:ThefollowingdescriptionsrefertotheCardiffACORN typesshowninAppendix17.Thesearelistedinorderofprioritybasedontheirsize (number of people that exist within these group types) and their propensity to start cyclingorcyclemoreoften,(asidentifiedwithineachACORNgroupprofileandasper nationalresearchindicators). Theykeymarketsidentifiedare: Young,professionalurbanworkers:TargetMarketNumber:51,170(15.5%ofthetotal Cardiffpopulation); Older families with teenagers: Target Market Number: 29,795 (9.02% of the total Cardiffpopulation); University students: Target Market Number: 19,454 (5.89% of the total Cardiff population); Theover50's:TargetMarketNumber:18,032(5.46%ofthetotalCardiffpopulation; Children aged 8 to 11 and their parents: Target Market Number: 15,098 (4.57% of Cardiffspopulationarechildrenaged8to11andtheirparents);and Internal and External Stakeholders and Other Interested Parties: Target Market Number: Estimate approximately 1,000 (0.3% of Cardiffs population are internal and external stakeholders and other interested parties). This group consists of those who are interested in assisting the council in getting more people cycling including community cycling forums, clubs, associations, charities (e.g. Sustrans), schools, colleges,universities,businessesandotherorganisationsthathavetravelplansaimed atincreasingmodalshiftontomoresustainabletravelforms.
3.7.7
3.7.8
It is acknowledged that there may be some overlap between the older families with teenagers and the over 50s. The Total Target Market Number is approximately 130,000,representing40%ofCardiffspopulation. Online Questionnaire: The information gathering aspects of the market research involvedbothanonlinequestionnaireandaseriesofonsiteVoxPopinterviews.Afull analysisofthesurveyfindingsfromtheresponsesprovidedbythesegroupsisincluded in Appendix 16 and the summarised responses are in Appendix 18. The key facts are listedbelow: Thequestionnairewasemailedtoapproximately400peopleusingcontactdetails suppliedbyCardiffCouncilandSustrans,aswellasthroughFacebook,andthrough searching for companies, organisations such as rugby clubs, dance clubs and universityblogsites.Intotal840responseswerereceived; Respondentsrangedfrom17to70yearsold,with65%ofrespondentsbeing26to 50yearsold; 50% of the respondents (420 people) were recorded as cycling everyday as their mainformoftransport; 40% of the respondents (338 people) were recorded as cycling regularly but not everyday;
3.7.9
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10%ofrespondents(82people)wererecordedascyclingonlyoccasionallyornot atall; Altogetherover700respondentsstated'lackofoffroadroutes'and 'speedofthe roads leading to a lack of confidence' as their main concerns when it came to gettingonabike; Over 300 respondents stated that the lack of a bike was stopping them from cycling; Overthewholesurvey,lackofoffroadroutes,unsuitable/notconnectedonroad routesandlackofabikeappeartobethemainbarrierstomorecycling; OtherfactorsaffectingthelevelofcyclinginCardiffare;thegoodrailnetwork,the ease/comfort of driving into the city and acceptable walking times for many journeys; 50%ofpeopleperceivedtheirplaceofworkinCardiffcity centretobethemost difficulttocycletoand25%thoughtthetrainstationinCardiffcitycentrewouldbe the most difficult, making 75% of people who answered the survey state the city centreastheleastpermeableplaceforcycling; Inthegroupcycleseveryday,themajorityweremaleandinthegroup,doesnot cycleorhasnotcycledinoverayearthemajoritywerefemale.The group,cycle sometimesoroccasionallywereevenlysplitbetweenmalesandfemales.
3.7.10 VoxPopInterviews:VoxPopstyleinterviewtechniqueswerealsousedtocapturethe thoughts,ideas,perceivedandactualbarrierstocyclinginCardiff.VoxPopinterviews involve two people conducting short video interviews, with members of the general public. Usuallythe intervieweesarefilmedinpublicplaces,andtheaim is tocapture peoplegivingspontaneousopinionsinachanceencounter. 3.7.11 Positive Feedback from Car Users:The Vox Pop interviews indicated that most car users were generally positive about cyclists and cycling and think it is a good thing, eveniftheydonotdoitthemselves.Ofthepeopleasked,manyseemed willingtoput upwithsomeinconvenienceifitimprovedandencouragedcycling.However,another common threadisthefeelingthatdriversarenotsufficientlyawareorusedtocyclists and some kind of training or awareness campaign is needed for them to deal with cyclistsontheroad. 3.7.12 Actionsthatwereproposedbyintervieweesthatcouldassistthemovercometheirkey barrierstocyclingarelistedinfullbytargetmarketandACORNtypesinAppendix16 butincluded:
Linkupdisjointedcycleroutes; Providemoreoffroadpathsalongsidemajorarterialroutes; ImprovecurrentroutessuchastheTaffTrail,ElyTrailandBayTrail; Provideridesintheparksoraleisureridersclub; Considerfastandslowlanesfordifferenttypesofcyclists; Widenthelanesandpaths;

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Signtheoffroadroutesfromthemainroads; Leafletlocalcycleroutesrelevanttoparticularareasandthecitycentre;and Considernamingoridentifyingtheroutes,similartobusroutebranding.
3.8
3.8.1
Stakeholder Workshops
TwoworkshopswereheldinJuly2010.Thefirstworkshopwaswithkeystakeholdersto informthedevelopmentoftheCycleNetworkPlan.RepresentativesfromNHSWales, CardiffPedalPower,SouthWalesPolice,Sustrans,CardiffUniversityBUG (BicycleUser Group)andCTC(CyclistsTouringClub)participatedinthis.Thesecondworkshopwas forrelevantCouncilofficersincludingdesigners,engineers,planners,auditorsetc.Full responses are included in Appendix 19, and the results of this feedback have been consideredinthedevelopmentoftheStrategicNetworkPlan,whereappropriate. Figure3.1and3.2summarisethemainsuggestionsmadeattheStakeholderWorkshop forspecificlocationsthatcouldbeimprovedaspartoftheCycleNetworkPlan: Figure3.1:Cardiffcyclingstakeholdercomments
3.8.2
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Figure3.2:
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4.0
4.1
4.1.1
DEVELOPMENT OF THE STRATEGIC NETWORK PLAN

Methodology
A skeleton network was developed with an audit undertaken of the existing infrastructureinareasidentifiedasbeingkeytoprovidingacohesivenetworktoserve existing and potential cycle journeys. Gaps in provision, suitable schemes and additionallinkswerethenindentified. A total of 277 potential cycle network improvement schemes were initially identified fromextensivesiteworkandgradedfrom1to3asfollows. 1=Goodpotentialtoformnewadditiontothedraftstrategicnetwork. 2=Somepotentialthoughnotconsideredapriorityforthe5yearprogramme. 3=Lowpriority.
4.1.2
4.2
4.2.1
The Prioritisation Process

Priority 1 schemes were transferred into a prioritisation framework and scored for theirpotentialbenefitstocyclistsbasedonthe5criteriaof:Convenience,Accessibility, Safety, Comfort and Attractiveness, as well as the potential to induce modal shift, impactonotherroadusers,andthepotentialrisktodeliverywhichmaybeassociated with the particular scheme. The full prioritisation framework, (and detailed scoring criteria), are included as Appendix 20. The initial prioritised list of schemes together with the draft Network Plan, were the subject of considerable consultation and engagementwithstakeholders.ThefullconsultationprocessisoutlinedinSection5.
4.3
4.3.1
The Proposed Priority Improvement Programme

The above process resulted in a network of Core and Secondary routes being developed.TheCoreRoutesservekeyexistingandpotentialcycletrips,asidentifiedin the Evidence Base Section of this report, and the majority of the proposed improvement schemes are located on these Core Routes. Secondary Routes serve a feeder function for the Core Network, to be expanded and improved as available resources permit. Figure 4.1 overleaf shows the proposed Strategic Cycle Network, superimposedontotheexistingCardiffCycleMap. The proposed Improvement Programme contains 104 schemes which have been ranked to show those that are likely to be the most beneficial to cyclists (24 points) down to those considered to be less beneficial (1 point). The schemes vary in cost betweenapproximately800,000foratrafficcalming/mixedpriorityroutetreatment down to approximately 1,000 to provide flush kerbs. By reviewing the prioritisation framework(Appendix20)alongsidetheproposedStrategicCycleNetworkPlan,(Figure 4.1 overleaf), the potential benefits for cyclists in different parts of Cardiff can be quicklyidentified.
4.3.2
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Figure4.1StrategicCycleNetworkPlan
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4.3.3
Figure 4.2 below lists the top ten highest scoring schemes, and gives an indication of thetypesofschemeswhichareproposed: Figure4.2TopTenScoringschemes
Scheme Location Ref

MR28 MR20A TK37 MuseumAvenueand GorseddGardens ColumRoadbetweenNorth RoadandCorbettRoad JunctionofCowbridgeRoad andWesternAvenue NewportRoadbetween RhymneyRiverBridgeRoad andColchesterAvenue DunleavyDrive(southern section) CowbridgeRoadWest betweenWesternAvenue andMillRoad
Description
Delineatecyclerouteusinge.g.pavers BicycleStreettreatment(ortrafficcalming) Convertroundabouttosignalisedjunctionand provideoffroadcyclefacilitieswithtoucan crossings Provideoffroadcycletrackonsoutheastern sideusingfootwaysandserviceroadfortwo waycycleuse Widensouthernfootwayandconverttocycle track(Note:partcoveredby2010/11scheme)+ signtomakecontinuousroute Constructnewfoot/cyclebridgetosouthof bridgeoverElyRiverandrealignMillRoad junctiontoprovidetoucancrossings;convert southernfootwayonremainderofWestern AvenuetoCowbridgeRoadtocycletrack Alterroundabouttocontinentalgeometryin ordertomakesaferandmorecomfortablefor cyclists Reviewoffroadcycletrackstoensure connectivityandprovidenewToucanCrossing acrossExcelsiorRoadtolinkTaffTrailto existingoffroadroutesouthward(along easternsideofWesternAvenue) AlterjunctiontoprovideclearcrossingofNorth RoadontoTaffTrail
Score 24 23 21 19 18 17
Cost Estimate
4,000 450,000 250,000
CW33
200,000
TK79
20,000
TK38
750,000
MR30
JunctionofFairoakRoad, WedalRoad,LakeRoad West,NinianRoadand ShirleyRoad ExcelsiorRoadbetween WesternAvenueandlinkto TaffTrail
17
25,000
MR45
17
120,000
MR20 MR23A
JunctionofNorthRoadand ColumRoad
16 16
45,000 50,000
PaththroughCathays Providecontinuouslinkandpermitcycling CemeterybetweenAllanbank RoadandFairoakRoad
4.3.4 It is intended that the Programme is used to assist in the planning of cycling facility improvementsoveraperiodof5yearsandpotentiallylonger.Atotal104schemeswith avalueof6.5mwereidentifiedfromtheprioritisationprocess.Itshouldbestressed that it is not intended for the full package of 6.5m worth of schemes to all be implemented over a 5 year period, but the Programme outlined enables informed decisions to be made on which schemes should be selected and progressed first. It shouldalsobenotedthatthe6.5mdoesnotincludetheMassActionworkoutlined inSection4.4below.
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4.3.5
Whenparticularschemesorpackagesofschemesareselectedforprogressionfromthe initialProgramme,thesewillbesubjecttoindividualconsultationandengagementwith relevantstakeholdersatanearlystage.AnEqualityImpactAssessmentwillbecarried out on all schemes to be progressed, and engagement with Cardiff Council Access Forum Group and the Councils Access Officer will form an integral part of scheme development.
4.4
4.4.1
Other Identified Mass Action Schemes

In addition to the above Prioritised Programme, a number of Mass Action interventions have also been identified. Many of these have potential to form quick win interventions which will help raise the profile of cycling in Cardiff, and demonstrate progress with implementation of the Plan relatively quickly. These are outlinedbelowinTable4.1: Table4.1:SummaryofPotentialMassActionTreatments
MA1 MA2 MA3 MA4 MA5 MA6 MA7 MA8 MA9
Directionsigningofkeycycleroutes Auditofcitycentrecycleroutelegibility,andprogrammetosign/demarcateall routesinaformatsensitivetocitycentreenvironment Cycleexemptionatculdesacs,(includingreviewofTrafficRegulationOrders) Programmetointroducecyclecontraflowsonallonewaystreets Programmetoinstallflushkerbsatvariouspointsaroundtheexistingcycle network,withappropriatetactilesurfacing ReviewallEndofRoute&Cyclistdismountsigning,withaviewtoremoval Reviewallaccessbarriersoncycleroutesandremovewherepractical ImplementAdvancedStopLinesatalltrafficsignaljunctions Reviewallbuslaneswithaviewtowidening/improvingforcyclistsasnecessary
MA10 Cycleparking,(ongoingprogrammenotconsideredindetailaspartofthisPlan) MA11 PackagesofminorupgradestoTaffTrail,ElyTrailandRhymneyTrail,(surface improvements,signing,removalofbarriersetc.) MA12 Implement20mphzonethroughoutcitycentrearea MA13 Reviewallexistingcyclelaneswithregardstowidth,continuityandsurface condition,andimplementaprogrammeofmeasurestoimprove MA14 Reviewallsignalledcyclecrossingtimingsinordertominimisedelaytocyclists 4.4.2 It is also important to consider the ongoing maintenance of the citys cycle network, includingpathsweeping,cuttingbackvegetation,upgradinglightingandresurfacingas necessary.Thevalueofanenhancednetworkoffacilitiesforcyclistsisgreatlyreduced ifthenetworkisnotmaintained,andthisisanissuewhichhasoftensufferedinmany localauthoritiesasrevenuebudgetsbecomemorestretched.
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5.0
5.1
5.1.1
CONSULTATION
Introduction
PublicconsultationonadraftversionoftheCycleNetworkPlanshowingtheproposed routes and schemes outlined in the initial Plan. This Section outlines the feedback obtained from this consultation process and how it is has informed the final Cycle NetworkPlan.Theschedulefortheconsultationprocessisshownbelow: Figure5.1:ConsultationProgramme
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5.1.2
The consultation on the Cycle Network Plan was designed to be visually engaging, interactive and involve everyone in the process as much as possible. The aim of the consultationwasdefinedas: To inform, engage and excite people from Cardiff about the Strategic Cycle Network Planandprovidethemeansbywhichtheycanrespond,participateandultimatelyadd value.
5.1.3
The consultation was delivered through Vox Pop interviews and interactive consultationevents,asdiscussedinthefollowingsections.
5.2
5.2.1 5.2.2
Vox Pop Surveys

A series of Vox Pop interviews of Cardiff citizens within the various target markets, identifiedthroughthemarketresearch,werecarriedoutduringOctober2010. 50 people of various ages (16 to 74) were interviewed, with 31 female and 19 male interviewees.Keyfindingsfromthesesurveysinclude: HeavyTraffic:Oneofthemainbarrierstocyclingseemstobe theperceptionthat trafficvolumesaretoohighandtheroadsarethereforetoodangerousforcycling. PinchPointsandBarriers:Therewereanumberofkeyareasandroutesthatwere identifiedasmajorbarriers,suchasNewportRoadandGabalfaroundabout. Students: The location of the colleges and universities and their proximity to studentresidentialareasmakeswalkingthemostobviousoption,especiallygiven thattheparkingfacilitiesareperceivedtobelimitedandexpensive. Convenience:Manypeoplefinditveryconvenienttodrive,primarilyasCardiffis seenasasmallcityandthereforedrivingisarelativelyquickoption. PeerExamples:Havingpeerswhocycledoesseemtoencouragenoncyclists,both amongstchildrenandadults. Parental Involvement: Many parents say they are very keen for their children to cycle,eveniftheydonot cycle themselves.Improvedcyclingroutestoparksand cyclingamenitiescouldpotentiallyplayanimportantroleingettingbothchildren andparentscyclingmore. Information: There seems to be the perception that there is a lack of accessible information available about cycling in the city and people do not always know wheretolookforit. Other Road Users: Most car users seem generally positive about cyclists and cycling and think it is a good thing, even if they do not cycle themselves. Of the drivers interviewed, many seemed willing to put up with some inconvenience in ordertoimprovecyclinginthecity,althoughitisrecognisedthatthisviewmaynot berepresentativeofthemajorityofdrivers. Awareness: A common issue was the perception that drivers are not sufficiently aware of cyclists or experienced at dealing with cyclists on the roads, with the suggestionthattraining/awarenesscampaignsarerequired.
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5.3
5.3.1
Interactive Consultation Events

Interactivepublic consultationevents wereheldon3daysinOctober2010(Saturday 16th,Thursday21standSaturday23rd)inavacantshopunitonQueenStreetinCardiff citycentre.Overthethreedaysapproximately200people,agedbetween14and72, providedfeedbackontheCycleNetworkPlanthroughaninteractivesurvey.Anumber ofotherpeoplealsoenteredtheeventstoobtaininformationonthePlan.Aseriesof workshopsandtalkswerealsohostedintheshopaspartoftheevents,includingtalks bylocalcyclinggroupsandfreebicyclemaintenanceworkshops. Theconceptbehindtheinteractivesurveywasthatparticipantsbeaskedquestionsina tactile way, with previous responses visible. The survey was hosted online with questionsdesignedtogainabroadinsightintotheviewsontheproposedroutesand schemes, as well as the wider perceptions on whether Cardiff Council should be improvingcyclinginfrastructure.ThesurveyquestionsareattachedinAppendix21. Figure5.2:ImagesfromthePublicConsultationEvents
5.3.2
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5.3.3
Awarenessofthepublicconsultationeventswasgeneratedinthefollowingways: Over2,000flyersweredistributedinandaroundCardiff; Social networking sites such as twitter and facebook was used to gain further exposureandcreateawayofdiscussingtheproject; Emailinvitationsweresenttointerestedgroups,stakeholdersandcompanies,such as UWIC (University of Wales Institute Cardiff), Cardiff University, RWCMD (Royal WelshCollegeofMusicandDrama)andChapterArtsCentre; A bike trailer with advertising boards to promote the consultation was cycled aroundvariouslocationsinthecity,engagingmembersofthepublicandinforming themabouttheconsultation;and PresscoverageoftheconsultationincludedfourfeaturesinTheGuardianCardiff, the Echo covered transport issues within Cardiff with comments on the consultationandYourCardiffalsoproducedapieceontheshopconsultation.
5.4
5.4.1
Consultation Results
ThefollowingSectionpresentsthepreliminaryresultsfromtheinteractivesurvey. Question: Which routes are most relevant to you on a daytoday basis from a commuter/leisurepointofview?
5.4.2
The wordles below give a proportional overview of the important origins and destinationssuggestedbyrespondents: Figure5.3:SuggestedKeyJourneyOrigins

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Figure5.4:SuggestedKeyJourneyDestinations
Figure5.5:SuggestedKeyJourneyDestinations(excludingCityCentre&CardiffBay)
Question:Arethereanyroutesthatyouwouldaddorfeelhavebeenleftout? 5.4.3 The wordle below give a proportional overview of the key routes suggested by respondents: Figure5.6:SuggestedKeyRoutes
5.4.4 NewportRoad:ThereweremixedviewsabouttheproposalsforNewportRoad,with some responses suggesting the proposals are good for new or nervous cyclists, but inefficient for experienced cyclists. There were also suggestions that experienced cyclistswilljustcontinueusingNewportRoadallthewayintothecitycentre.
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5.4.5
QueenStreet:QueenStreetwasmentionedmorethan60timesinresponseswiththe vastmajorityofrespondentsbeinginfavourofallowingaccessforcyclists,atleastfora restricted time during the day as previously trialled. A common suggestion was for a wellmarkedcyclepathrunningdownQueenStreetandforveryobviousmarkingofthe route. Boulevard de Nantes was also mentioned a number of times, with the main concernrelatingto currentrestrictionsonQueenStreetandthealternativeoptionsif restrictionsarenotlifted. Otherspecificissuesthatwereraisedincludetheperceivedinefficiencyofsomeroutes, theimpactofparkclosuresatnight(particularlyButePark),andalackofroutesinthe eastern parts of Cardiff. The primary concerns regarding these issues relate to the potentialincreaseintraveltimeandthereductioninsafety. Question: Will this cycling strategy unlock new cycling potential for you and your family?
5.4.6
5.4.7
Therewereanumberofpositiveandnegativecommentstothisquestion,including: Positive: o Mypartnerisverynervousofcycling,withamuchimprovednetworkshewill bemoreconfident,whichwillallowustocycleplacestogetherratherthanuse thecar. I would cycle more often and be more inclined to cycle with my family for leisureandnotjustforcommuting. Iwillfeelhappierabouttakingmygrandsononthebackofmybikeandsonot usethecar Wewouldbemorelikelytocyclethandrive My wife is not happy cycling on the existing network. I hope these improvementsmightconvinceher Mayencouragemygirlfriendtouseherbicycleinshortdistancejourneys. I wouldbemorelikelytotakemychildrenoutcycling,withappropriatecycle lanesratherthanroutes.IdeallyIwouldliketoseeseparateoffroadcyclelanes as opposed to ones painted onto the road. These are neither wide enough or designedwithparkinginmind.
o o o o o o
Negative: o o o o WealreadycycleandIhavenofaithintheCouncil Ialreadycycle...thewifeanddogdont! Icycleeverywhereanywayandmywifewouldnotride abikenomatterwhat isdone! Its just not ambitious enough just a bit more paint on the road. Very disappointing.
5.4.8
At the end of the survey participants were given the opportunity to raise issues that theyfelthadnotbeencovered.Theresponsesrevealedseveralclearthemes:
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5.4.9
Enforcement: Multiple responses highlighted the problem of cars parking on cycle lanes,linkingbacktotheissueofoverallawareness.Manyraisedthepointthatthereis aperceivedlackofenforcementofcurrentcyclingprovisions,withconcernsthatnew infrastructurewouldbeopentothesameproblems.Overallthenewcycleprovisions werewelcomed,butwereregardedbysomeaspointlessunlessstringentlyenforced The lack of enforcement of illegal parking in cycle lanes and on double yellow lines makescyclingdangerous.ThisneedsactionbytheCouncilotherwisetheimprovements willbeworthless.
5.4.10 Infrastructure: Views on the prescription of cycle routes were mixed and varied for dedicatedandshareduseroutes.Opinionsrelatedtotheeaseofusageandsafetyon dedicatedroutes,withotherssuggestingthattheyseesharedroutesasa steptowards the full integration of cycling as an essential part of the Cardiffs growth and development.Therewasageneralconsensusthatthereshouldbeacontinuousroute forcyclistsinandaroundthecitywasrequired. 5.4.11 Cycling through the city centre, in particular on Queen Street, was an issue that was raisedbyseveralrespondents.Citycentreroutesareseenasanessential linkbetween theeastandwestofthecityandmanysuggestedthata20mphzonebeimplemented throughthecitycentretoeasetheflowoftrafficandcreateasaferandmoreattractive environment for existing and potential cyclists. Many pointed out that there are currentlynoeast/westcrosscityroutesthatavoidthecitycentre. 5.4.12 Maintenance: The majority of people believe that cycle lanes particularly suffer from poor maintenance/cleaning, which can be especially problematic during the winter months. 5.4.13 CycleParkingandSecurity:Anumberofresponsescentredaroundthelevelofsecurity of cycle parking stands in the city centre, with participants indicating that there is a perceivedhighleveloftheftandvandalismthatdiscourageseventhemostcommitted cyclistsfromparkinginthecitycentre. 5.4.14 Information: Many participants commented on the lack of information that was currently available in relation to cycling routes within the city from both a commuter and leisure point of view. Many stated that they did not know where to source this information,whilstothersbelievedexistingroutemapswerenotuserfriendly. 5.4.15 Incentives: In addition to infrastructure improvements, some suggested the need for incentives to encourage people to cycle more. Specific suggestions included Government/Local Authority incentives such as cheaper or free bikes to people who coulddemonstrateacommitmenttostartcyclingandworkplaceschemes. 5.4.16 A number of responses on specific aspects of the proposed routes were collected as part of the consultation process and these have been taken into account within the finalversionoftheCycleNetworkPlan. 5.4.17 Aswellastheworkhighlightedabove,furtherconsultationwasundertakentogather aswidearangeofviewsaspossibleonthedraftCycleNetworkPlan.Theseincluded: Apresentationandquestion/answersessionwiththeCardiffCycleCampaign,4th October2010;
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A presentation and debate at the Sustainable Travel Town Board meeting, 5th October2010; ApresentationtotheKeepingCardiffMovingConference,22ndNovember2010; Meetings with Cardiff Council Access Focus Group on 27th October and 23rd November2010;and AaworkshopwithCardiffCouncilOfficerGroup,23rdNovember2010.
5.4.18 Theseeventsandmeetingsresultedinawidevarietyofresponsesandinputintothe initial draft. Numerous other responses from individuals, Council Officers, elected Members,CardiffCycleCampaignandSustransWaleswerealsoreceivedandinformed thefinalPlan.ThesevariousresponsesareoutlinedinAppendix 22,together withan indicationofhowthedraftplanwasamendedasaresultofthefeedback.
5.5
5.5.1
Consultation Conclusions
The aims of the Cycling Network Plan appeared to be generally endorsed by the majority of people that participated in the Vox Pop interviews and consultation events.Themainpublicconcernsidentifiedwere: Knowledgeofroutes; Confidence; Skillsandtraining; Enforcement; Uninterruptedandpermeablecycleroutes; Maintenanceoffacilitiesandroutes;and Securestorageforbikes.
5.5.2
Insightswerealsogainedintothesocialfactorsaroundcycling,suchastheinfluenceof peersandfamilyencouragement.Interventionmeasurescouldbetailoredtocapitalise onthesefactors,onesuggestedexamplewasextendingtheexistingpeercyclegroups based on a Ramblers style approach, such as that already in place with the Ely Wheeliescyclegroup. Basedontheconsultationresponses,thereappearstobeaneedtofocusonsmarter choice interventions alongside the development of infrastructure, with suggestions thataprogrammeoftraining,educationandbehaviourchangecouldcontributetothe successofthestrategy.TheCommunityEngagementPlanoutlinedinSection6offers an outline of how these smarter choice measures will be targeted and further developed.
5.5.3
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6.0
6.1
6.1.1
COMMUNITY ENGAGEMENT PLAN

Introduction
This Community Engagement Plan focuses on the means of communicating Cardiffs cyclingandothersmarterchoicesoptionstothedifferenttargetmarketsidentifiedin Section3.7fromtheACORNanalysis(whereneighbourhoodsareclassifiedintooneof 56 categories). The Plan notes the top 10 recommendations for encouraging more people to cycle or increase the number of trips cyclists make on their bicycles from responsestotheonlinequestionnaireandVoxPopinterviews.ThePlan outlinesboth the locations of communications with target markets and a variety of different communicationmedia.Thebasisoftheserecommendationsisexplainedinmoredetail intheMarketResearchreportinAppendix16.Abreakdownofthedifferentproposed actionsisincludedasAppendix23. ThemarketresearchundertakenaspartofthedevelopmentoftheCycleNetworkPlan provides an indication of the typical nature, perceptions, attitudes and views of each targetmarketinrelationtocyclinginCardiff,asdiscussedinthissection.
6.1.2
6.2
6.2.1
Target Market 1: Young Urban Professionals

The largest potential for creating new cyclists lies in the young urban professionals targetmarket.TherearemanyyoungurbanprofessionalswithinCardiff whowantto cycle, but currently do not. According to the research, a large proportion of these potential cyclists live in Ely, Roath, Canton, on the edge of the city centre and in the Cardiff Bay area. They typically have friends who have recently started travelling to work and social activities by cycle and they too are now considering doing the same. Theyoftenhaveconsiderabletimepressuresandwanttomakethemost oftheirtime outsideofwork,andassuchtheyseecyclingasawayofsavingtime.Theytendtobe consciousofenvironmentalissuesandattempttorecycleasbesttheycan.Theyalso typicallyliketobeconsideredstylish,modernandforwardthinkingintheirapproach. People within this group who are on the verge of taking up cycling tend to currently either walk or drive. They like the idea of cycling and perceive that it will be more convenient,allowforquickertravellingtimesandkeepthemfit,(withouthavingtopay fortheuseofagym),withpeerpressure/encouragementtobearesponsiblemember ofthecommunityalsoprovidinganadditionalstimulus. Thisgroupseethespeedoftrafficandcongestionaspotentialbarriers,andmostareof the opinion that they will use offroad paths and parks initially to build up their confidence.TheybelievethefacilitiesinCardiffcouldbebetter;theywantmoreoff roadroutesalongsidethemainarterialroadsandseethelackofsecurecycleparkingin thecitycentreandtheirotherplacesofworkasakeyconcern.Somemayhavesafety concerns,particularlywomen,butmostarereasonablyconfidentridersandjustneeda bikeandsecurelockupfacilitiesatworktostartcyclingregularly.Thisisanimportant grouptoconsiderwhenitcomestostreetlightingastheyaremorelikelytoconsider cyclingatnight.
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6.2.2
6.2.3
6.2.4
Some professionals within this group currently use rail to commute in from further awayandseenopointincyclingtoworkbecausetherailnetworkcurrentlyservestheir needs.Howeverthisgroupmayconsidercyclingforleisurepurposes,suchastopubs, shoppingareasandfriendshouses. A positive modal shift already seems to be occurring within this target group, due to the deterrents for driving into the city centre (e.g. increasing congestion and parking charges)andthefactthatmanyyoungurbanprofessionalsareseeingfriendsstarting tocycle. ACORNdemographicclassificationsofyoungurbanprofessionalsinclude: 17:YoungEducatedWorkers,Flats; 19:SuburbanPrivatelyRentingProfessionals; 25:WhiteCollarSingles/Sharers,Terraces.
6.2.5
6.2.6
6.2.7
Youngurbanprofessionalstypicallyfrequentthefollowinglocations: WinebarsandsocialplacesintheCardiffBayarea; Corporategymsandspas,suchasDavidLloydandFitnessFirst; Localpubsandeateries; Coffeeshops; CardiffArtsCentreandcinemas; Citycentreshoppingareas;and OnlineonsocialnetworkingwebsitessuchasFacebookandTwitter.
6.2.8
According to the research, not having a bike or not being able to afford a bike is the primary barrier to cycling for this group. They often had a bike when they were younger,andwanttogetone,buttheinitialcashoutlayisaconcernandtheyhavea slightinertiainpurchasingone.ThegroupareveryawareoftheHMRCCycletoWork scheme, however many of the retailers or smaller employers within Cardiff do not currentlyoperatethescheme. The research indicates that the following measures could help young urban professionalstoovercomethisperceivedbarriertocycling: ContinuewiththeCycletoWorkschemeandpromoteinlargerworkplaces; HelpsmalleremployersjoinandpromotetheCycletoWorkscheme; Improve access to cheaper recycling/refurbishmentcentres; secondhand bikes through bike
6.2.9
Provideguidanceonhowtochoosetherightbike,eitheronlineordoordrop; Provideahelmet,lockandlightsoncetheyhavepurchasedabike;and Have a cycle hire scheme that is as widespread, easy to use and professional lookingastheschemecurrentlyoperatinginLondon.
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6.2.10 Oncetheyhaveovercomethisperceivedbarrier,thereareanumberofotherpotential actionsthatcouldencourageyoungurbanprofessionalstocycle,suchas: Travel distance is a potential barrier as young urban professionals are unlikely to cycle a journey that they feel it would be more logical to drive or use public transport; Continuous onroad cycle routes to the city centre and other main employment areas; More offroad cycling options, with improved signing to offroad routes from the mainroads; Cycle route information, like bus route information, delivered to their door or online; Online networking, not necessarily in a formal capacity by the Council, but just havinganactivepresenceinrelevantlocalforumsandblogs;and Some women indicated that City Cycle Training would encourage them to cycle; althoughotherssaidtheywouldratheraskfriendstohelpinthisregard.
6.2.11 YoungurbanprofessionalsraisedthefollowingspecificareasofCardiffaskeylocations forimprovement: Main arterial routes, with more offroad cycle routes, wider cycle lanes and reductionintrafficvolumes; City centre routes, particularly cycle routes to/from, through and across Queen Streetandalsomoresecurecycleparking;and TheTaffTrailwidening,improvingthesurfaceandlightingatnight.
6.3
6.3.1
Target Market 2: University Students

Students who are more receptive to cycling will use the mode of travel for journeys whereitisthelogicalchoice,oncetheyhaveovercometheinitialbarrierofobtaininga bike.20minutesofwalkingisconsideredafairamountwithinthisgroup,withbikes usedforlargerdistances,iftheyarerunninglateorsimplywanttotravelfaster. They may be freshers at university that are looking at their travel options, or they couldbeinlateryearsandarelookingtosavemoney,timeandkeepfit.Studentsthat livealittlefurtheroutfromtheuniversitycampusaremorelikelytoconsidercycling; those that live closer tend to walk to university. Students that live closer to the universitycampussometimescycletovisitfriendsthatlivefurtherawayinareassuch asRoath,Canton,CathaysandEly.
6.3.2
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6.3.3
There appear to be a significant number of university students that are considering getting bikes, but they seem to require an additional push to take the first steps towardscycling.Inordertopurchaseabicycle,studentsoftenexploreoptionssuchas borrowing from parents, waiting for student loan payments, investigating the availability of bike to university schemes and looking to obtain cheaper bicycles throughprivateadsetc. Studentsare alsoakeygroupto considerwhenit comesto lightingastheywillalsobeconsideringcyclinglateatnight. ACORNdemographicclassificationsofuniversitystudentsinclude: 20:Studentflatsandcosmopolitansharers; 23:Studentterraces.
6.3.4
6.3.5
Universitystudentstypicallyfrequentthefollowinglocations: Universitycampus; Halls,barsandsocialrooms; Studentbarsandclubsinthecitycentre,particularlyatspecificstudentnights;and Studenteventsandcommunalcampusareas,suchastheuniversityshop.
6.3.6 6.3.7
Thepotentialbenefitsthatuniversitystudentsperceivetheycangainfromcyclingare thattheywillgetaboutmuchquickerandmoreconveniently. As with young urban professionals, the primary perceived barrier to cycling for universitystudentsisnothavingabike.Theyoftenhadabikewhentheywereyounger or they did not bring their bike to university/college. Those that are open to cycling andpurchasingabicycleareconcernedabouttheinitialoutlayofmoneyandtheyhave aslightinertiainusingtheiroftenlimitedfinancialresources,theywanttheinitialcost to be lower. The university/colleges do not appear to offer student cycle purchase schemes. Many of the university students are aware of the Oy Bikes scheme, but a largeproportiondonotusethem. The research indicates that the following measures could help university students to overcomethisperceivedbarriertocycling: Universitiesandcollegesofferastudentcycleschemetoassistwithbikepurchases; Help smaller employers join the Cycle to Work scheme, for those students that alsowork; Improve access to cheaper secondhand bikes through recycling/refurbishmentcentres,retailersbasedoncampusandonline; Provideahelmet,lockandlightsoncetheyhavepurchasedabike;and Haveacyclehireschemethatisasbig,easytouseandprofessionallookingasthe schemecurrentlyoperatinginLondon. bike
6.3.8
6.3.9
Oncetheyhaveovercomethisperceivedbarrier,thereareanumberofotherpotential actionsthatcouldencourageuniversitystudentstocycle,suchas:
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Students that live further away from the city centre/workplaces/university are morelikelytocycle,withthosewithina20minutewalkoftheseplacesmorelikely towalk; Peer/friendsencouragement,suchasrecommendafriendtypeinitiatives; Moreoffroad optionsliketheTaffTrail,withimprovedsigningtooffroadroutes fromthemainroads; Cycle route information, like bus route information, delivered to their door or online;and Online networking, not necessarily in a formal capacity by the Council, but just havinganactivepresenceinrelevantlocalforumsandblogs.
6.3.10 University students raised the following specific areas of Cardiff as key locations for improvement: Links into the city centre from surrounding areas such as Roath, Cathays, Canton andEly; City centre routes, particularly cycle routes to/from, through and across Queen Streetandalsomoresecurecycleparking;and TaffTrailimprovementssuchaswideningandlightingatnight.
6.4
6.4.1
Target Market 3: Parents of Teenagers

This group consists of parents of teenagers that typically live in the suburbs, villages and outer edges of the city. These parents are usually 40 to 55 years old and are lookingtocycleasitwillhelpthemgetfitandisalsooftenanactivitythattheyusedto doandcangetbackintorelativelyeasily. Parentsofteenagersoftendonotownabike;howeverpurchasingoneisnotusually seenasamajorobstacle.Thisgroup,particularlymothers,haveroadsafetyconcerns regarding cycling, particularly the speed of traffic and the lack of offroad facilities. Theyalsotendtohavethesameconcernsinrelationtotheirchildrencycling,although theyalsoseethepotentialbenefitsinprovidingchildrenwithindependenceandaway ofkeepingfit. Parents of teenagers often perceive that their children view mainstream cycling as unfashionable. Teenagers typically prefer to ride BMX and street trials bikes on journeystofriendshousesandthecitycentre.Asizableproportionofteenagerslive close to their school, with many walking or getting droppedoff in cars by parents as partoftheirroutetowork. Parents of teenagers may initiate cycling within the family, often for the fitness benefits. Mothers sometimes cycle for leisure rides or to go to the shops, whereas fathers tend to cycle to work or with their children. Parents often ride together for leisure, utilising routes within parks, the Taff Trail and Cardiff Bay to build up their confidence.
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6.4.2
6.4.3
6.4.4
6.4.5
ACORNdemographicclassificationsofparentsofteenagersinclude: 9:OlderFamilies,ProsperousSuburbs 29:MaturefamiliesinSuburbanSemis
6.4.6
Parentsofteenagerstypicallyfrequentthefollowinglocations: GardencentresontheoutskirtsofCardiff; Pubquizeventsinresidentialareas; Corporategymsandspas,suchasDavidLloydandFitnessFirst; Localpubsandeateries; Coffeeshops,cinemasandartscentres;and Citycentreshoppingareas.
6.4.7
Thepotentialbenefitsthatparentsofteenagersperceivetheycangainfromcyclingare thatitwillincreasetheirfitness,showmoresocialresponsibilityandenablemoreofa communityspirit. Themainperceivedbarrierstocyclingforparentsofteenagersarethatcyclingisnotas easyandconvenientastheywouldlikeittobe,thereisnotenoughcontinuitybetween off and onroad routes and they struggle to find the time to change their lifestyles. Manyparentswithinthisgroupalsodonotownabikeyetorhaveonlyjustpurchased oneforleisurereasons. Theresearchindicatesthatthefollowingmeasurescouldhelpparentsofteenagersto overcomethisperceivedbarriertocycling: Joinuptheonroadcyclefacilitiestoprovidemorecontinuousroutes; Providemoreoffroadpathsalongsidemajorarterialroutes; ImproveexistingroutessuchastheTaffTrail,ElyTrailandBayTrail; Considerprovidingfastandslowfacilitiesfordifferenttypesofcyclists; Widenthecyclelanesandpaths; Signtheoffroadroutesfromthemainroads;and Provide information on cycle routes in their local area and within the city centre. Consider naming/numbering cycle routes to make them clearer and more easily identified,likebusroutes.
6.4.8
6.4.9
6.4.10 Oncetheyhaveovercomethisperceivedbarrier,thereareanumberofotherpotential actionsthatcouldencourageparentsofteenagerstocycle,suchas: ContinuetooffertheCycletoWorkscheme; Helpsmalleremployers/selfemployedjointheCycletoWorkscheme; Rides,walksandscootsfromschoolstoencouragecommunityspirit; Itmustbemorelogicaltocycleonjourneysratherthanuseothertravelmodes; MoreoffroadcyclingoptionssuchastheTaffTrail,withimprovedsigning;
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Cycle route information, provided like bus route information to their door or online;and More cycle relevant activities at schools, such as BMX or mountain biking as a sports option within Physical Education classes or organising cycle based events/adventures.
6.4.11 Parents of teenagers raised the following specific areas ofCardiff as key locations for improvement: Links into the city centre from surrounding areas such as Roath, Cathays, Canton andEly; Reduce the speed of traffic around schools and improve offroad cycle routes to secondaryschools;and TheTaffTrailneedswidening,improvingandlightingatnight.
6.5
6.5.1
Target Market 4: The over 50s

Typically,theover50sthataremostlikelytocycleorconsidercyclingarethosethat wanttousetheirbikestogetaround,socialiseandincreasetheirfitnesslevels.They oftenhaveconcernsabouttheimpactofburningfossilfuelsontheenvironment.Over 50softenhaveolderchildrenandassuchcanalsofitintotheparentsofteenagers category.Theyoftenwanttogetbackintocyclingasitissomethingthattheyusedto do.Statisticsindicatethatover50swillshortlymakeup50%oftheUKpopulation,so theiropinionsareimportant. Thisgrouparemainlylookingtoridetheirbikestothelocalshops,forleisure,togetfit and to travel in a more environmentally friendly way. They generally perceive the speedandcongestionassociatedwithvehiculartrafficasthemainbarrierstocycling. This group would like to see many more offroad options, such as the Taff Trail, with onlythemostconfidentover50swillingtoprogressontoridingtheirbiketoworkor onthebusierroads.Manyover50sdriveonlongerjourneysandothers,mainlythose thatresideinapartments,tendtousepublictransportorwalk. ACORNdemographicclassificationsoftheover50sinclude: 43:OlderPeople,RentedTerraces(manyover75years,butACRONstillindicates thattherearestillpotentialcyclistswithinthiscategory); 6:OlderAffluentProfessionals; 8:MatureCouples,SmallerDetachedHouses; 33:MiddleIncome,OlderCouples; 36:OlderPeople,Flats.
6.5.2
6.5.3
6.5.4
TheyalsoformpartofotherACORNgroups,including: 9:OlderFamilies,ProsperousSuburbs; 29:MaturefamiliesinSuburbanSemis.

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6.5.5
Theover50stypicallyfrequentthefollowinglocations: Highstreetsandshoppingareas; SupermarketssuchasTescos,SainsburysandWaitrose; Gardencentres,artscentres,cafsandcoffeeshops;and Doortodoorwithintheirlocalresidentialareas.
6.5.6 6.5.7
The potential benefits that the over 50s perceive they can gain from cycling are improvedfitness,socialactivityandenvironmentalcredibility. Theprimaryperceivedbarriertocyclingfortheover50sisthattherearenotenough offroadcycleroutes,althoughalackofconfidenceincyclingisalsoaconcernforthis group. The research indicates that the following measures could help the over 50s to overcometheseperceivedbarrierstocycling: Joinuptheonroadcyclefacilitiestoprovidecontinuousroutes; Providemoreoffroadpathsalongsidemajorarterialroutes; ImproveexistingroutessuchastheTaffTrail,ElyTrailandBayTrail; Providecycleridesintheparksoraleisureridersclub; Considerprovidingfastandslowfacilitiesfordifferenttypesofcyclists; Widenthecyclelanesandpaths; Signtheoffroadroutesfromthemainroads;and Provide information on cycle routes in their local area and within the city centre. Consider naming/numbering cycle routes to make them clearer and more easily identified.
6.5.8
6.5.9
Oncetheyhaveovercomethisperceivedbarrier,thereareanumberofotherpotential actionsthatcouldencouragetheover50stocycle,suchas: ContinuetooffertheCycletoWorkscheme; Rides, walks and scoots from schools or village cycling events to encourage communityspirit; Cycle route information, provided like bus route information to their door or online.
6.5.10 The over 50s raised the following specific areas of Cardiff as key locations for improvement: Links into the city centre from surrounding areas such as Roath, Cathays, Canton andEly; City centre routes, particularly cycle routes to/from, through and across Queen Streetandalsomoresecurecycleparking; TheTaffTrailneedswidening,improvingandlightingatnight;and
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Cyclepathswithinparksneedmorepromotion.
6.6
6.6.1
Target Market 5: Children Aged 8 to 11 and their Parents

Childrenaged8to11areakeytargetmarketwhenitcomestocycling,notjustinthe shortterm,butalsoinordertocreateacultureofcycling,aspositiveearlyassociations with cycling can lead to prolonged use as they grow older. A number of cycling initiatives provided by the Council and Sustrans are aimed at children within this age groupandmanyparentshaveprovidedpositivefeedbackonactivitiessuchasBikeIt andcycletraining.Parentstypicallywantevenmoreactivitiestoengagetheirchildren. Considering how to promote parents cycling with their children can help to instil the requiredpositiveassociationswithcycling. Parents within this group often regard their children as too young to cycle alone on street.Thisgrouptendstolimitcyclingtoafamilyactivityinlocalparks,alongtheTaff Trailandinmoreruralareas. The key to creating more cyclists within this group it to encourage the parents to consider cycling, whether it be for commuting or travelling to the local shops. These familiesoftenliveclosertothecitycentrethanthemoreaffluentdemographicgroups. The parents within this group are mainly over 35, both work and are looking to save money. A consideration for these parents is often deciding which one of them will drive to work and which will cycle. Children aged 8 to 11 attend either primary or secondaryschoolandoftenhavesiblingsofasimilarage.Parentstypicallyseecycling as a good way to introduce physical activity into the time they spend together with theirchildrenasafamily. ACORNdemographicclassificationsofchildrenaged8to11andtheirparentsinclude: 40:YoungWorkingFamilies; 42:HomeOwningFamilies,Terraces.
6.6.2
6.6.3
6.6.4
6.6.5
Childrenaged8to11andtheirparentstypicallyfrequentthefollowinglocations: Intheschoolplaygroundoratschoolevents; At work, typically involving professional, manufacturing, retail and clerical type roles; Highstreetshops,particularlymotherslookingafterchildren; Inlocalparks;and Doortodoorwithintheirlocalresidentialareas.
6.6.6
Thepotentialbenefitsthatparentsofchildrenaged8to11perceivetheycangainfrom cyclingareimprovedfitnessandhappinessforthewholefamily.
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6.6.7
Theprimaryperceivedbarriertocyclingforparentsofchildrenaged8to11isthatitis notaseasyandconvenientaswalkingordriving.Parentswithinthisgroupoftenhave tojugglecaringforchildren,theschoolrun,workandshoppingonadailybasis.They haveconcernsthattherearenotenoughoffroadroutesforchildrentocyclealoneto school. The research indicates that the following measures could help children aged 8 to 11 andtheirparentstoovercometheseperceivedbarrierstocycling: Providemoreoffroadpathstolinkresidentialareasandschools; ImproveexistingcycleroutessuchastheTaffTrail,ElyTrailandBayTrailforfamily riding; Considerprovidingdifferenttypesoffacilitiesfordifferenttypesofcyclists; Widenthecyclelanesandpaths; Signtheoffroadroutesfromthemainroads;and Provide information on cycle routes in their local area and within the city centre. Consider naming/numbering cycle routes to make them clearer and more easily identified.
6.6.8
6.6.9
Once they have overcome these perceived barriers, there are a number of other potentialactionsthatcouldencouragechildrenaged8to11andtheirparentstocycle, suchas: ContinuetooffertheCycletoWorkscheme; Helpsmalleremployers/selfemployedjointheCycletoWorkscheme; Rides,walksandscootsfromschoolstoencouragecommunityspirit; MoreoffroadcyclingoptionssuchastheTaffTrail,withimprovedsigningtooff roadroutesfromthemainroads; Cycle route information, provided like bus route information to their door or online;and More cycle relevant activities at schools, such as BMX or mountain biking as a sports option within Physical Education classes or organising cycle based events/adventures.
6.6.10 Parents of children aged 8 to 11 raised the following specific areas of Cardiff as key locationsforimprovement: Links into the city centre from surrounding areas such as Roath, Cathays, Canton andEly; Thespeedoftrafficaroundschoolsandoffroadcycleroutestosecondaryschools; and TheTaffTrailneedswidening,improvingandlightingatnight.
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6.7
6.7.1
Internal/External Stakeholders and Other Interested Parties

Thisgroupconsists ofthosewhoareinterestedinassistingtheCouncilingettingmore peoplecycling,including: Councilemployeesthatworktoincreasethelevelsofcyclinginthecity; Externalpersonsandorganisationswithavestedinterestincycling; Regularcyclists; Communitycyclingforums,clubsandassociations; CyclingcharitiessuchasSustransandPeddlePower; Schools,colleges,universities,businessesandotherorganisationsthathaveTravel Plansinplacethataimtoincreasethelevelsofsustainabletravel.
6.7.2
Key stakeholders raised the following specific areas of Cardiff as locations for improvement (figures in brackets indicate the number of online survey respondents mentioningtheparticularrouteorarea): Citycentre(94) NewportRoad(52) CowbridgeRoadEast(29) Roath(20) QueenStreet(18) CityRoad(14) Canton(14) AlbanyRoad(13) PenarthRoad(13) BoulevarddeNantes(11) NorthRoad(10) Gabalfa(10) Ely(8) CathaysTerrace(8) Llandaff(8) ButePark(8) CastleStreet(7) WesternAvenue(7) CrwysRoad(6) CathedralRoad(6) HighStreet(5)
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6.7.3
Otherinternalandexternalstakeholdersmaynotnecessarilybekeytargetmarketsin termsofencouragingnewcyclists,thoughtheyshouldbeconsideredas animportant advisory group representing mainly existing cyclists and, as such, consulted regarding variousaspectsoftheCommunityEngagementPlan.
6.8
6.8.1
Conclusions & Key Recommendations

The full market research is presented in Appendix 16, along with the Community Engagement Plan summarised in table format. The document outlines the target markets identified, the facilities these groups want and need in order to consider cyclingmore,specificareasofthenetworkthatarecausingthemconcern,suggested new network options and an indication of what can be done for each group to overcometheirprimarybarriertocycling.Italsoaimstodemonstratethekeypartsof thenetworkcausingproblemsforthepeoplewhoarealreadycyclingeveryday. Furthermassactionconsiderationsforcommunityengagementinclude: Marketresearchtoworkouttheexactdetailsofapromotionoreventtoensureits success; Filterpostcodedatasothatproposedeventsareaccessibleforthetargetaudience andnottoofaraway; Gettingthebalancecorrectbetweeninvestmentandcyclinguptake; Communityinvolvementtogetmorepeopleusingtheservice; Trynotjusttoattractcurrentcyclists;and Considerthecontentandtoneofthemessageforthetargetaudience.
6.8.2
6.8.3
It is considered that this work forms a good starting point from which to develop a focused Community Engagement Plan to be implemented in conjunction with the StrategicCycleNetworkPlan.Onlybycombiningbothhardandsoftmeasuresinthis waywillpotentialformorepeopletostartcyclinginCardiffbemaximised. ConsultationontheDraftCycleNetworkPlanelicitedresponsesfromawidervarietyof individuals and organisations, some of which were of a detailed nature. All of the responses received were analysed, and have been summarised in a table which is included as Appendix 22. The table includes a column which lists the action taken in response to the consultation comments received, in order to demonstrate how the Council has taken on board the results of the consultation and amended the Plan appropriately, and to hopefully ensure more people begin to cycle more often in Cardiff.
6.8.4
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7.0
REFERENCES
AECOM,2010.CardiffCityCentreCyclingStrategyJanuary2010FinalDraft. ARUP,2010.CardiffBusRapidTransitLineOneRouteFeasibilityandPlanning. CardiffCouncil,2009.LocalTransportPlanforCardiff20002016:AnnualProgressReport 2009. CardiffCouncil,2010.CardiffCyclingMap.Revision5(2010). CardiffCouncil,2010.CardiffHousingMonitoringSchedule. CardiffCouncil,2009.AskCardiffSurvey,July2009. CardiffCouncil,2008.TravelPlanStrategySeptember2008. CardiffCouncil,2007.CardiffCyclingStrategyJuly2007. CardiffCouncil,2002.AirQualityActionPlansNovember2002. CardiffCouncil,2000.LocalTransportPlan20002016MainText:August2000. CardiffCouncil,1996.CityofCardiffLocalPlanAdoptedJanuary1996. CardiffHealthAlliance,2008.WorkingTowardsAHealthyCity:CardiffHealth,SocialCare andWellBeingStrategy20082011. CardiffUniversity,2010.CardiffUniversityTravelPlan,May2010. DeltaRail,2010.StationUsage2008/09SummaryReportIssue4. DfT,2007.ManualforStreets. DfT,2010.ManualforStreets2WiderApplicationsofthePrinciples. EuropeanSpatialPlanningObservationNetwork(ESPON),2007.StudyonUrbanFunctions FinalReportMarch2007. IHT,2008.RoadSafetyAudit. National Office of Statistics for Wales (NOSW), 2008. 2008 Midyear Estimates of Population. OfficeforNationalStatistics(ONS),2008.NationalStatisticsLabourForceSurvey,2008. OfficeforNationalStatistics(ONS),2001.NationalCensus. SouthEastWalesTransportAlliance(Sewta)2006.AWalkingandCyclingStrategyforSouth EastWales. Sewta,2009.RegionalTransportPlan. Sustrans,2010.Report1.MakingthemostoftheWelshSustainableTravelTownsFebruary 2010. TransportforLondon,2005.LondonCyclingDesignStandards. UK Roads Board, 2009. Well Maintained Highways Code of Practice for Highway MaintenanceManagement. UniversityofWalesInstituteCardiff(UWIC),2008.TravelPlan:Phase2February2008.
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WelshAssemblyGovernment(WAG)2003.WalkingandCyclingStrategyforWales. WAG,2007.SmarterChoices:WalesFebruary2007. WAG,2010a.AWalkingandCyclingActionPlanforWales20092013. WAG,2010b.ClimateStrategyforWales.
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Cardiff Council Cycle Network Plan
CARDIFF COUNCIL STRATEGIC CYCLE NETWORK PLAN PRIORITISATION FRAMEWORK (FINAL ISSUE 1)
Benefits to cyclists Attractiveness Convenience Potential to induce modal shift Impact on other road users
Accessibility
Ref
Location
Proposal
Advantages
Disadvantages
AM13
Brief description Tyndall Street between Central Link and Bute Street (east and west ends central section is proposed S106 scheme)
Brief description Widen northern footway to 3m minimum and convert to shared use cycle track
Bullet points Facilitates existing cycling behaviour Provides segregated facility on heavily trafficked street Key new link in cycle network Potential to link into new bridge over railway to north and Adam Street Key new east-west link to city centre Would cater for existing demand (high cycle use observed) Low cost Existing facility Provides traffic free, pleasant high quality link
Bullet points A Realisation of full route requires progression of S106 scheme Statutory undertakers equipment may be affected 1 B 2
See below C 1 D 2 E 2 F 1 G 0 H -1
=((F+1)*(A+B+C+D+E))+2G+H
Comfort
Risk to delivery
Score
Implementation cost estimate
Safety
15 130,000
AM15
Tyndall Street near bridge carrying Cardiff Bay Branch Line
Rationalise street furniture and provide shared use cycle track, with Ttoucan crossing across Bute Street Improve signing and conspicuity of cycle facility (see also Mass Action 2) Permit cycling and provide indicated E-W cycle route
Localised width constraint under bridge May be difficult to create single stage crossing of Bute Street Additional street clutter if not signed appropriately High pedestrian flows potential issues over shared use and requires detailed consultation with Access Forum and groups representing visually impaired May require TRO amendment potential objections None
14 70,000
AM17
Custom House Street near Hope Street Plaza in front of Cardiff Central railway station
12 1,500 15 5,000
AM18
-1
-1
AM19
Wood Street junction with access to railway station Roundabout o/s County Hall
Advanced stop lines
Ease of implementation Raise profile of cycling in central area Links County Hall to existing facilities Provides alternative to busy roundabout Potential for cycle priority over side roads Links city centre and Central railway station to existing off road facility on embankment Improvement to existing facility Links Taff Trail to southern part of city Completes east-west link past Central Station
2 1,500 15 5,000
AM2
Off road cycle track link between County Hall and existing Hemmingway Road cycle lane + remove vegetation to improve visibility Widen and convert southern footway to shared use Widen cycle lanes to 1.8m and provide ASLs at Tresillian Way junction; remove one traffic lane in each direction to achieve Provide contraflow or exemption to one way street and utilised wide raised signalcontrolled crossing of St Marys Street
Count Hall leg busy at peak periods
AM20
Wood Street between station access and bridge over River Taff Penarth Road between Taff Bridge and Tresillian Terrace Mill Lane
Ongoing development in the area unclear how this would tie-in Possible reduction in capacity
14 15,000 14 30,000
AM21
AM24
Recent urban real scheme may make implementation more difficult Pedestrian only section at present May require taxi / loading bays to be relocated
-1
-1
13 40,000
traffic engineering and transport planning
Final Issue V1 issued 23 Dec `10

Accessibility
Ref
Location
Proposal
Advantages
Disadvantages
AM25
Pedestrian link between Mill Street and Tredegar Street
Permit cycling
Well used by cyclists at present Good route into heart of city centre Joins a number of cycle routes together Links to existing cycle lanes Existing traffic lanes only appear to be used in single lane outbound Provide continuity of route Option 2 drawing for S278 works shows advisory cycle lanes in this area to be installed Provides alternative to busy roundabout Links existing facilities Provide crossing of busy road and useful link in cycle network Also assists pedestrians (have to cross in 5 stages at present) Continues recent Guildford Crescent scheme northwards Utilises excellent link under railway line Good link to west, with northern part of city centre Heavily trafficked at present, cycle lanes more comfortable Links north-south route via the Hayes with existing routes to the north Improve comfort and safety on key link Ties into proposed traffic scheme Provides direct route for cyclists Public demand evident
Pedestrian only at present, TRO will need amending High pedestrian flows at peak times Loss of traffic lanes
Comfort
Risk to delivery
Score
Safety
-1
-1
11 3,000
AM27
Adam Street under railway bridge
Remove traffic lane outbound and provide cycle lanes in both directions Westbound cycle lane
-1
-1
13 15,000
AM29
Adam Street near University of Glamorgan Between Hemmingway Road and Bute East Dock roundabout Junction of Central Link and Adam Street
Potential loss of traffic capacity
10 15,000
AM3
Off road cycle track link between existing Bute East Dock cycle track and Hemmingway Road cycle lane Provide toucan crossing and associated cycle track links (potential diagonal crossing) Provide toucan crossings / cycle stage to signals
Cyclists may still need to give way at side roads (possible cycle priority?) Potential loss of vehicular capacity Potential high cost scheme
10 3,000
AM30 CW3
-1
-1
15 140,000
AM32
Junction of Churchill Way and Bridge Street
Recently completed scheme may require amendment Signal works could be expensive May require removal of a traffic lane Only suitable for more experienced cyclists due to heavy traffic Urban realm works ongoing unclear if cycle use is to be permitted on this section of footway Route can be congested at peak times
-1
-1
11 40,000
AM38
Castle Street
Provide cycle lane full length eastbound, (cycles utilise bus lanes westbound)
-1
-1
13 40,000
AM48
North Road between Queen Street and Greyfriars Road Salisbury Road & St Andrews Place
Provide cycle track on east side
10 20,000
AM48
Localised traffic calming, and provide existing ASLs at St Andrews Lane with feeder lanes Review of existing route to improve on-carriageway cycle facilities
-1
9 30,000
AM49
Newport Road corridor Southern Way to Queen Street
Likely to be suitable for more confident cyclists only Road reallocation likely to be required Capacity constraints likely Moorland Road can be quite busy at peak times
-1
-1
11 100,000
AM50
Junction of Moorland Road and Carlisle Street
Provide right-turn lane for cyclists
Area currently traffic calmed reasonable conditions for cyclists Provides continuity for quiet street link to city centre Public demand evident Provides alternative to Queen Street
2 1,000
AM51
Boulevard de Nantes and part of North Road linking to Castle Street
Provide cycle lanes to link up with bus lanes. Provide ASLs at junctions as appropriate
Heavily trafficked route likely to only be suitable for more confident cyclists Possible loss of capacity for motor vehicles
-1
13 80,000

Accessibility
Ref
Location
Proposal
Advantages
Disadvantages
AM52
River Ely at Ely Valley
New bridge over River Ely and associated path improvements either side
Provides improved link between Ely and Cardiff Bay Completes gap in NCN regional route 42 Possible developer contributions associated with Paper Mills area redevelopment Low cost Ease of implementation Key east-west route for cyclists avoiding parallel heavily trafficked roads Relatively low cost Improves links to existing facilities
High cost Extended timescales if provision of route is tied into planning process
Comfort
Risk to delivery
Score
Safety
-2
12 400,000
AM53
Bridge over Maesteg Line at former paper mill Queen Street
Improve cycle access over bridge in short term by provision of wheeling ramps Risk assessment & option generation, and possible streetworks to facilitate introduction of cycling Improve access for cyclists travelling between existing cycle track to/from city centre, Windsor Road bridge and Sanquahar Street Improve surface and signing, trim vegetation and improve tiein to Park Place Convert footway to shared-use cycle track, provide direction signing and amend existing street furniture to reduce obstruction Provide Toucan crossing
Wheeling bike over steps requires some effort, particularly for the less able bodied Potential to disadvantage blind / partially sighted users and pedestrians extensive consultation required None identified
4 2000 12 200,000
AM54
-1
-2
AM55
Junction of Windsor Road and Sanquahar Street
10 20,000
AM56
Cycle track to south of Boulevard de Nantes Northern end of Bute East Dock cycle track
Provides parallel alternative to Queen Street for part of the route Links existing facilities on either side of current gap in provision Removal of clutter also benefits pedestrians and blind / partially sighted Links existing facilities on either side of current gap in provision Improves ease of crossing of Tyndall Street Links existing facilities on either side of current gap in provision Link in Newport Road strategic route to eastern side of city Provides 2m wide flush kerb provision and flat surface across closure to cater for 2 way cycle traffic Link in Newport Road strategic route to eastern side of city Provides 2m wide flush kerb provision and flat surface across closure to cater for 2 way cycle traffic Allows for two way cycle traffic on existing signed route
Need to engage Access Forum and blind / visually impaired groups to ensure satisfactory design at tie-in Narrow width of facility (2.2-2.5m) over short length
4 40,000 10 2,000
AM6
-1
AM7
Tyndall Street west of roundabout with Central Link Tyndall Street east of roundabout with Central Link Junction of Agate Street and Diamond Street
Located on exit from roundabout, may affect capacity
14 60,000
AM8
Provide flush kerbs in place of existing 20mm dropped kerbs at roundabout crossing point Improve cycle gap
None
3 1,500 6 6,000
CW11
TROs may be required at junction of Agate Street / Diamond Street to stop obstruction
CW12
Junction of Diamond Street and Cecil Street
Improve cycle gap
TROs may be required at gap closure of Diamond Street at its junction with Cecil Street to stop obstruction
6 6,000
CW14
Junction of Moorland Road and Pearl Street
Provide cycle exemption and gap in existing road closure and provide TROs to reduce risk of obstruction
Reduces existing residents parking provision with risk of objections Existing traffic calming measures on Moorland Rd may need to be modified to reduce speeds at cycle gap
-1
11 6,000

Accessibility
Ref
Location
Proposal
Advantages
Disadvantages
CW28
Junction of Rumney Hill Gardens, Newport Road and Ty Mawr Road
Provide off-road cycle track, signalised crossing and contraflow / cycle exemption from one way street
Provision of alternative route to the busy Newport Road for cyclists on quieter roads Controlled crossing point assists cyclists crossing Newport Road on steep hill 4 lanes wide where there is no provision at present
High cost of scheme Route is not as direct as using Newport Road plus gradient northbound Need to relocate existing northeast bound bus stop adjacent to Rumney Hill Gardens Gardens currently closed at dusk need to be kept open if to be used by commuters Link is not as direct as Newport Road Additional traffic calming may be required on New Road in vicinity of junction with Newport Road. Route to north is hilly (but Newport Road is also steep) High Cost Loss of some semi-mature trees Land ownership issues may hamper delivery of scheme
Comfort
Risk to delivery
Score
Safety
-1
15 70,000
CW29
Junction of New Road and Newport Road
Improve junction to provide links between Newport Road cycle track and New Road. Provide crossing point for northeast bound cyclists to gain access to New Road at its junction with existing off-road cycle track Provide off-road cycle track on south eastern side using footways and service road for two-way cycle use
Part of Newport Road Strategic Route Provides safer on road link away from Newport Road and Rumney Hill to tie into existing Rhymney Trail
6 20,000
CW33
Newport Road between Rhymney River Bridge Road and Colchester Avenue
Provides continuous cycle link alongside Newport Road between New Road and Brereton Road Avoids using very busy road and ties in with ongoing scheme Provision of longer length of flush kerbs on south east side of Newport Road to allow cyclists from Colchester Road to access off-road cycle facility Better provides for both pedestrians and cyclists Reduce steep ramp to avoid sliding collisions in damp / icy conditions. Provides cycle access to industrial area to northwest of Newport Road Provides offroad cycle facility at busy junction with Rover Way Provides direct line from existing Toucan Crossing to offroad cycle track on Newport Road instead of following kerbline Avoids hazard caused by traffic signal control equipment Provides wider unobstructed off-road facility on south eastern side of Newport Road
-1
19 200,000
CW34
Junction of Newport Road and Colchester Avenue
Improve dropped kerbs to improve links from Colchester Avenue
None
3 1,000
CW35
Newport Road east of Rover Way
Widen existing shared use cycle track and improve levels / gradients.
May require reduction in lane widths on Newport Road
-1
11 20,000
CW36
Southwestern approach to junction of Newport Road and Rover Way
Widen existing cycle track at expense of ASL and provide toucan crossings; also improve visibility for pedestrians and cyclists crossing Rover Way Realign cycle track in south eastern corner of junction
Reduction in existing width of left turn lane on approach to Traffic Signals lane widths may need to be modified
5 85,000
CW37
Junction of Newport Road and Rover Way
Desire line is also that preferred by pedestrians, however, width is available for shared use
5 3,000
CW38
Newport Road outside Carpet Right
Relocate street furniture associated with bus stop
Bus Stop would require relocation on third party land.
-1
2 5,000

Accessibility
Ref
Location
Proposal
Advantages
Disadvantages
CW39
Newport Road at retail park access
Provide toucan crossing and widen existing shared use footways.
Requirement for cyclists to dismount to be removed Provision of controlled crossing facility for both pedestrians and cyclists - none at present Allows for two way cycle traffic on existing signed route
Potential high cost May have capacity implications for Newport Road
Comfort
Risk to delivery
Score
Safety
-1
13 85,000
CW4
Junction of Windsor Road and South Luton Place Newport Road bus stop o/s no 302
Provide cycle exemption and gap in existing road closure
Possible loss of existing pay and display revenue Modifications may be required to TROs Loss of bench and grassed area to rear of footway
-1
11 3,000
CW40
Relocate street furniture associated with bus stop
Relocation of bus shelter to grassed area at rear of footway will provide wider shared space Existing blind spot to rear of bus stop removed Obstructive sign posts removed from cycle and pedestrian facilities Provide off road cycle facility to by-pass existing traffic signal junction Link between existing off-road facility on Newport Road and on-road Pearl St and Carlisle St links to city centre Reduce speed of traffic on strategic cross city link for all modes during off peak periods Reduction in congestion due to lower speeds Reinforce existing provision where existing markings have faded Improves link between on road sections of signed route Reduces risk of collisions/congestion at existing narrow gap between opposing approaching flows Allows for unobstructed approach to gap closure Provides a more direct link between Claude Place and Blenheim Road crossing Albany Road Removes requirement to dismount at junction and use Pelican Crossing east of Claude Place Link in Newport Road strategic route to eastern side of city Provides 2m wide flush kerb provision and flat surface across closure to cater for 2 way cycle traffic
3 3,000
CW41
Newport Road o/s no. 296 Junction of Newport Road and Beresford Road
Relocate obstructive sign to rear of footway on monopole Two-way cycle track link between Newport Road and Beresford Road
None
3 1,000 13 80,000
CW42
Reduction in number of traffic lanes on Beresford Road (one way section) may reduce capacity Right turn from Broadway to Beresford Road may need to be banned to accommodate cycle facilities Route is narrow in underpass below railway line conflicts between different modes of transport None
-1
-1
CW51
Lowther Road at Rhymney Line railway
Traffic calm
1 40,000
CW52
Junction of City Road and Kincraig Street Junction of Arran Road and Cottrell Road
Remark advanced stop lines
2 1,000 11 3,000
CW53
Improvements to existing cycle gap across road closure and possible TRO to stop obstruction
Loss of existing residents parking in vicinity of closure due to TRO
-1
CW54
Junction of Albany Road and Claude Place
Provide zebra (or signalised) crossing with full or partial closure of Claude Place
Loss of existing Pelican Crossing facility on Albany Road Loss of access to Claude Place due to partial of full road closure Risk of objections to TRO
-1
15 65,000
CW6
Junction of Moira Place and Moira Street
Improve cycle gap
Existing parking provision may need to be modified to provide for wider gap on Moira Place
6 4,000

Accessibility
Ref
Location
Proposal
Advantages
Disadvantages
MR14A
North Road eastern footway between underpass and St Georges Road
Convert footway to shared use cycle track, relocate parking from footway to carriageway, resurface path, relocate street furniture, improve running surface Widen cycle track at expense of carriageway and improve edge treatment, signing and surface Remove cyclists dismount signs. Potentially provide higher parapets
Improves the existing often obstructed cycle facility Provide high quality northsouth link in network
Possible reduction in capacity See also MR14B
Comfort
Risk to delivery
Score
Safety
-1
-1
9 70,000
MR14B
North Road south of St Georges Road Footbridge over Western Avenue within Gabalfa Interchange Junction of Windsor Place and Boulevard de Nantes Access to Taff Trail from North Road / Colum Road junction Junction of North Road and Colum Road Colum Road between North Road and Corbett Road Fairoak Road
Improves cycle access from the Caerphilly Road area Remove unwarranted visual clutter Improves safety for cyclists and pedestrians from low parapet height Improves cycle access into the City Centre core Improved access for cyclists, pedestrians the disabled and pushchairs Improves continuity of route with revised cycle crossings Improves existing cycle route with good connections to the Taff Trail and the City Centre Improves existing cycle facility Provides cycle lanes in both directions Improved cycle access Safer environment for cycling Cyclists can avoid the A649 Whitchurch Road/Crwys Road Provides connection between cycle facilities Improve cycle access round the Hospital Safer environment for cycling Improves cycle access
None See also MR14A Potential structural assessment of existing bridge required if parapet height to be increased
-1
5 30,000 4 25,000
MR15
-1
MR16
Provide contra flow cycle facility on Windsor Place Remove obstructions to access
Careful design needed to ensure safe facility None
-1
9 25,000 5 3,000 16 45,000 23 450,000 8 25,000
MR17
MR20
Alter junction to provide clear crossing of North Road on to Taff Trail Bicycle Street treatment (or traffic calming) Widen existing southbound cycle lane, provide new cycle lane in northbound direction and remove centre line Review waiting restrictions and provide traffic calming Provide continuous link and permit cycling
None
MR20A
Potentially radical treatment which requires considerable liaison with local stakeholders None
-1
MR22
MR23 MR23A
Allanbank Road south of Wedal Road Path through Cathays Cemetery between Allanbank Road and Fairoak Road Allanbank Road between Wedal Road and King George V Drive Junction of King George V Drive and King George V Drive East Streets in area bounded by Fairoak Road, Rhymney Line railway, Senghennydd Road and Cathays Terrace (excluding Crwys Road)
Heavy on-street parking at times reduces the benefits to cyclists Local by-Laws may prohibit cycling Potential security issues for cemetery Appears to be heavy parking pressure at certain times of dale
1 2
1 2
0 1
1 2
1 2
1 1
-1 0
-1 -2
5 25,000 16 50,000
MR24
Review waiting restrictions and provide traffic calming and ASLs at signal controlled junctions Provide cycle exemption to road closure
-1
9 30,000
MR24A
None
12 2,000
MR25
Install 20mph zone
Improved environment for pedestrians and cyclists Possibly self enforcing due to compact nature of the streets Only minor highway engineering work required
Cost
-1
9 180,000

Accessibility
Ref
Location
Proposal
Advantages
Disadvantages
MR28
Museum Avenue and Gorsedd Gardens
Delineate cycle route using e.g. pavers
Low cost provision for cyclists Attractive cycling environment Good cycle links through to the City Centre Improves links with other cycle facilities Existing pedestrian crossing could potentially be utilised
Sensitive treatment required due to high quality environment Longer term possible LRT route Design solution must cater adequately for movements in both directions
Comfort
Risk to delivery
Score
Safety
24 4,000
MR28A
Junction of Museum Avenue, Cathays Terrace, Park Place and Corbett Road
Alter junction to improve cycle movements between Cathays Terrace and Museum Avenue off road using signal crossing northbound, use ASL and cycle slip southbound. Widen parking bays and cycle lanes and remove centre line Provide cycle exemption to road closure and alter signalised crossing to accommodate cycle movements Alter roundabout to continental geometry in order to make safer and more comfortable for cyclists Provide vertical traffic calming, particularly at pinch points Alter junction marking and minor works to make cycle route more legible Permit cycles access through bus gate, and sign and mark accordingly Extend the cycle lanes along the length of Senghennydd Road, (not just at the locations of speed cushions) Remove obstructions and signing suggesting end of route Review off road cycle tracks to ensure connectivity and provide new Toucan Crossing across Excelsior Road to link Taff Trail to existing off road route southward (along eastern side of Western Avenue) Provide cycle lanes and reduce build-out widths. Provide off road cycle track on one side
12 50,000
MR29
Cathays Terrace north of Corbett Road Junction of Cathays Terrace, Corbett Road, Woodville Road and Senghennydd Road Junction of Fairoak Road, Wedal Road, Lake Road West, Ninian Road and Shirley Road Lake Road North Junction of Heath Halt Road with Heath Park Avenue Malvern Drive
Improved existing cycle lanes Improved car parking bays Provides connectivity between existing cycle facilities Improves facilities in an area with high cycle use. May address casualty issues Improve cycle access through the junction Reduce vehicle speeds Reduces vehicle speeds on this cycle route link Ease of implementation
Centre line removal may require substantial publicity to ensure support Cost of signal amendments
6 30,000 12 60,000
MR3
MR30
May have capacity implications
-1
17 25,000
MR31 MR32
None None
0 1
0 1
0 0
1 1
1 0
0 0
0 0
0 0
2 14,000 3 3,000 6 2,000 6 10,000
MR35
Improved cycle access
No adverse effects Very low cost facility Cycle lanes not normally provided within traffic calmed areas, (but short sections already in, and it forms part of the Core Network) Low cost
MR4
Senghennydd Road
Road is wide with car parking bays to both sides of the road. Links into Cathays Terrace. Improves cycle access, reduces obstructions Clarifies route continues Addresses severance issue of cycle facility Improves accessibility to shopping facility Provides additional link to Taff Trail from areas to north and west Provides facilities for different cycle user types Removes hazard to cyclists at build-outs Provides a link between the residential area and the Taff Trail cycle routes
MR44
Parkfield Place
5 2,000 17 120,000
MR45
Excelsior Road between Western Avenue and link to Taff Trail
High cost
-1
MR5
Llantrisant Road between Bridge Street and Danescourt Way
Longer crossing distance for pedestrians at reduced build-outs
-1
7 140,000

Accessibility
Ref
Location
Proposal
Advantages
Disadvantages
TK1
St James Bridge
Provide wider cycle lanes, remove refuge and provide signalised crossing (possibly Zebra) Introduce toucan crossing to link to Cowbridge Road cycle track Widen, surface and light
Improves existing poor facilities Key link between Cardiff Bay and Taff Trail Links large housing estate to core network On existing used desire line Appears to be adjacent to Council-owned allotments Provide route continuity for cyclists
Needs careful consideration of traffic flows
Comfort
Risk to delivery
Score
Safety
-1
9 50,000
TK100
Junction of Cowbridge Road West and Vincent Road Link between Summerfield Place and Pant-bach Road Pant-bach road
May be difficult to provide quality, direct facility without loss of capacity Potential land constraints Visibility restricted at Grove Place (but lightly trafficked) TRO required potential objections
-1
-1
9 120,000 15 35,000 5 20,000
TK201A
-1
TK201B
Prohibit parking on one side and provide cycle lanes with no centre line (including ASLs at Ty Wern Road) On-road cycle lanes Provide signal alterations to ease cycle movements between proposed Penarth Road cycle track and Redlaver Street Provide cycle exemption from point closure and bus gate
-1
-1
TK201C TK206A
Maes-y-coed Road Junction of Clive Street and Penarth Road
Provide formal facility and continuous route for cyclists Links quiet streets through Grangetown with proposed offroad route through to employment area around Leckwith Moors Provides quiet-street route between Grangetown and city centre avoiding busy Penarth Road Provides quiet-street route between Grangetown and city centre avoiding busy Penarth Road Improves conditions for cycling at key node May address wider casualty issues Greatly improves conditions for pedestrians Provides key link on proposed core network Avoids very busy road
None May require point closure of Redlaver Street May have capacity implications
1 2
1 2
0 0
1 2
1 1
1 1
0 0
0 -1
8 10,000 13 150,000
TK206B
Junction of Redlaver Street and Paget Street
None
16 6,000
TK206C
Junction of Coedcae Street and Corporation Road Junction of Cowbridge Road and Western Avenue
Provide cycle exemption from point closure
None
16 6,000
TK37
Convert roundabout to signalised junction and provide off road cycle facilities with toucan crossings
High cost May have capacity implications
-1
21 250,000
TK38
Cowbridge Road West between Western Avenue and Mill Road
Construct new foot/cycle bridge to south of bridge over Ely River and realign Mill Road junction to provide toucan crossings ; convert southern footway on remainder of Western Avenue to Cowbridge Road to cycletrack Convert north western footway to shared use with localised widening where required and high quality surface Amend junction to provide signalised crossings between Grand Avenue on carriageway and Cowbridge Road West cycle track
Very high cost Pinch point near Mill Road may require carriageway narrowing potential capacity implications
-1
17 750,000
TK39
Cowbridge Road West between Mill Road and Grand Avenue Junction of Cowbridge Road West and Grand Avenue
Few side roads Provides facility segregated from busy road Can be achieved within existing staging arrangements only limited impact on capacity anticipated Also improves facilities for pedestrians
Immediately adjacent to busy road Some parking observed on verge High cost
14 80,000
TK39
14 80,000

Accessibility
Ref
Location
Proposal
Advantages
Disadvantages
TK43
Cowbridge Road East between Victoria Park Road West and the bridge carrying the City Line railway Junction of Cowbridge Road East and Lansdowne Road Cowbridge Road East between Victoria Park Road and Clive Road
Prohibit parking and provide bus (or cycle) lane in westbound direction (7am-7pm)
Provides continuous facility along Cowbridge Road
Potential objections from residents
Comfort
Risk to delivery
Score
Safety
-1
-1
7 10,000
TK43A
Amend road markings to remove hatching from nose of left-turn slip and provide cycle lane across mouth of side road Traffic calming / mixed priority route treatment (incorporating MfS2 principles)
Highlights potential cycle movements from bus lane on to Lansdowne Road Potential wider benefits to local community May reduce all collision types Improves an existing well used cycle route Similar treatments elsewhere have led to significant increases in cycling (eg. Newland Avenue, Hull) Waiting restrictions already existing
None
3 2,000
TK45
Very high cost Even once treated route may be perceived as too busy / uncomfortable for cycling by some
-1
13 800,000
TK52
Cowbridge Road between Llandaff Road and Wellington Street
Review waiting restrictions and road layout to try and meet local parking/loading demands where feasible, and implement an enforcement regime. Widen existing cycle lanes. Provide cycle lane in westbound direction and convert northern footway to shared use
Heavy demand for parking and loading
-1
8 20,000
TK53
Cowbridge Road East between Neville Street and Cathedral Road
Relatively low cost Key link on core network across River Taff
Difficulties associated with tie-in to on-road facilities proposed to either end of street Limited width of eastbound facility (down to 2m at points) Potential TRO objections
-1
10 30,000
TK56
Wellington Street
Review waiting restrictions and road layout to try and meet local parking/loading demands where feasible, and implement an enforcement regime; also review widths of general traffic lanes Provide min 1.5m wide cycle lanes in place of existing substandard lanes Upgrade lighting in underpass
Sufficient width to accommodate cycle lanes and parking along much of street
-1
-1
9 20,000
TK58
Leckwith Road between Wellington Street and Sloper Road Bridge carrying railway over Taffs Mead Embankment
Provides key link across railway
Requires removal of traffic lane
-1
10 15,000 14 12,000
TK6
Improves cycle/pedestrian safety Improves personal security Busy city centre street as well as on core cycle network Fills in gap in existing facilities Links employment area to identified ACORN cluster
Ongoing energy & maintenance implications Potential vandalism issues
TK60
Leckwith Road between Sloper Road and Lawrenny Avenue
Complete gaps in off-road cycle tracks (possibly utilising route through park) and provide connections to adjacent streets and cycle facilities Repair surface defects in bus lane
Land ownership and bylaws through park may be an issue, although existing footways could be improved Relatively low cost carry out as part of maintenance scheme
14 30,000
TK7
Tudor Street east of Clare Road
Minor works only
5 5,000

Accessibility
Ref
Location
Proposal
Advantages
Disadvantages
TK73
Penarth Road between Hadfield Road and Sloper Road Penarth Road under bridge carrying Vale of Glamorgan Railway Dunleavy Drive (southern section)
Off road cycle track on south eastern side of street, with possible priority at side roads Widen south eastern footway at convert to cycle track Widen southern footway and convert to cycle track (Note: part covered by 2010/11 scheme) + sign to make continuous route Provide signalised bus gate & ASL
Provides link through to Leckwith Moors employment area Provides link through to Leckwith Moors employment area Completes gap in existing local network Provide route continuity which is currently missing May improve speed and reliability of bus services, as well as providing advantages for cyclists Creates good strategic link in cycle network Already well used by cyclists Improves safety of underpass
Some side road accesses Relatively restricted available footway width (2.5m) Reduced carriageway width Potential conflict with entrance to Grangetown railway station None identified
Comfort
Risk to delivery
Score
Safety
10 70,000 9 20,000 18 20,000
TK73A
-1
-1
TK79
TK8
Tudor Street westbound approach to Clare Street junction Tudor Street and Ninian Park Road west of Clare Road Footpath between Bwlch Road and Mill Road at bridge carrying the Maesteg Line railway Grand Avenue
Needs careful consideration of traffic flows
-1
11 30,000
TK9
Additional traffic calming or mixed priority route treatment Provide black and yellow hazard markings (and possibly warning signs) to indicate height of bridge Introduce cycle lanes
High cost (especially for a MPR treatment) Unlikely to improve convenience for cyclists using the route Path closed at night
-1
11 180,000 2 300
TK90
TK94
Connects core network to cluster of target ACORN groups May have advantages in restraining vehicle speeds
Requires parking to be prohibited some occasional parking demand observed
-1
-1
15 20,000
TOTAL 6,478,800.00
PROPOSED MASS ACTION MEASURES Ref MA1 MA2 MA3 MA4 MA5 MA6 MA7 MA8 MA9 MA10 MA11 MA12 MA13 MA14 Description Direction signing of key cycle routes, (ongoing contract with Sustrans) Audit of city centre cycle route legibility, and programme to demarcate all routes in format sensitive to city centre environment Cycle exemption at cul-de-sacs, (including review of Traffic Regulation Orders) Programme to introduce cycle contra-flows on all one-way streets Programme to install flush kerbs at various points around the existing cycle network Review all End of Route & Cyclist dismount signing, with a view to removal Review all access barriers on cycle routes and remove where practical Implement Advanced Stop Lines at all traffic signal junctions Review all bus lanes with a view to widening / improving for cyclists as necessary Cycle parking, (ongoing programme) Packages of minor upgrades to Taff Trail, Ely Trail and Rhymney Trail, (surface improvements, signing, removal of barriers etc.) Implement 20mph zone throughout city centre area Review all existing cycle lanes with regards to width, continuity and surface condition, and implement a programme of measures to improve Review all signalled cycle crossing timings in order to minimise delay to cyclists
SCORING SYSTEM
Convenience 2 Route is direct for journeys for which it is expected to cater Route is essentially level Route contains few points of delay and/or avoids existing delays Accessibility Provides significantly improved link along identified desire line to key trip generator(s) between two existing links across existing severance Proposal also readily accessible from all streets, premises and land not directly on an identified as a cycle route 1 Route reasonably direct for journeys for which it is expect to cater Route includes only moderate gradients Route contains some points of delay and/or reduces existing delays Provides improved links along identified desire line to key trip generator(s) between two existing links across existing severance May also improve slightly accessibility to other streets, premises and land not directly on an identified as a cycle route 0 Proposals do not offer greater convenience that existing situation Proposals do not improve accessibility No expected impact on collisions No expected improvement in terms of comfort Proposals have little or no benefit on quality of environment for cycling in terms of aesthetics, noise, and quality of public space Little or no modal shift expected AND Does not target any identified ACORN group -1 Proposal requires less direct route than existing Route introduces points of delay Unlikely to occur in practice Unlikely to occur in practice Proposals may result in additional collisions May reduce level of comfort for cyclists Proposals degrade quality of environment for cycling in terms of aesthetics, noise, and quality of public space Unlikely to occur in practice Unlikely to occur in practice Some significant negative impact expected for other road users (i.e. removal of pedestrian space, loss of residential parking, some additional congestion Very significant negative impact expected for other road users (i.e. serious congestion, especially for PT, loss of parking in retail areas, restrictions on loading Some risk to delivery within LAs powers (i.e. TRO, construction of cycle track) No significant expected impact for other road users Little risk to delivery (no scope for objections etc) Addresses lesser recorded collision history, or location understood to have a collision history which is not fully recorded Improves comfort (i.e. provides some segregation from traffic, traffic speeds below 20mph without segregation, personal safety improvements such as CCTV and lighting etc.) Proposals slightly improve the environment for cycling in terms of aesthetics, noise, and quality of public space May increase numbers of cyclists but unlikely to result in significant modal shift from private cars AND/OR Targets at least one identified ACORN group Provides some additional benefit to other road users on balance (as a toucan might for pedestrians) Proposals compliment already proposed and supported schemes or address already prioritised concerns Safety Addresses significant recorded collision history (4 in 3 yrs, or 2 KSI in 3 yrs suggested) Comfort Significantly improves comfort (i.e. provides complete segregation from traffic with buffer, a well overlooked route, minimal traffic speeds etc.) Attractiveness Proposals significantly improve the environment for cycling in terms of aesthetics, noise, and quality of public space Potential to induce modal shift Likely to result in significant modal shift from private car to pedal cycle AND/OR Targets 3 or more identified ACORN groups Impact on other road users Unlikely to occur in practice Risk to delivery Unlikely to occur in practice
-2
Unlikely to occur in practice
Significant risk to delivery or risk beyond LAs control (anything involving statutory undertakers, third party inspectors, magistrates, secretary of state(s) e.g. in event of objection)
Note: Rhymney Trail to City Centre Link, see CW4, 6, 11, 12, 14, 28, 29, 33, 34, 35, 36, 37, 38, 39, 40, 41, 42, AM50, 55. (Some works are covered by the 2010/11 capital scheme on Newport Road).
Cardiff Strategic Cycle Network Plan Summary of Consultation Responses and Proposed Actions Issue 2
Organisation Amanda Townsend Scheme Ref MR5 Comments Received why Llantrisant Road in Llandaff a major thoroughfare isnt listed as a route proposed for a cycle lane. The road (and the section Im suggesting is from the lower Danescourt Roundabout, past the BBC Studios to the Heathcock Pub roundabout) is simply perfect for a cycle lane. Not only are there extremely wide pavements on each side of the road, there are also extremely wide grass verges all along that stretch of road which could easily (in my view) be converted to a cycle lane. This would provide a main road route into the City Centre from this area of Cardiff and the outskirts, including Radyr. Also, this would provide a very safe route for those picking up the Taff Trail at Hailey Park. Please could I ask that this section of Llantrisant Road be considered for a cycle path? There is so much space available that it would not affect the width of the road at all. There is no consideration of necessary improvements to the width, surface and constrictions on the widely used Taff Trail. Proposed Action & Justification On-road cycle lanes were proposed along this section of road. However there is a relatively wide footway and verge on both sides along much of the route. An off-road route could provide a useful link to the Taff Trail and could be just provided on one side of the route. Scheme therefore included in addition to the previously proposed scheme (MR5) and amended cost in the appraisal table.
Andrew Dade
Taff Trail
Andrew Dade
Newport Road
Andrew Dade
Bute Park
this means that the spacious bus lanes on the Newport Road into town will not be officially used. Bus lanes are much better than cycle lanes for cyclists because they are bigger and their exclusivity is more widely respected widespread bus lanes are what make cycling in central London so easy. There is no consideration of an east west route through Bute Park.
Andrew Dade
North Road
the North Road after Colum Road is spacious and there is already a cycle track on the west side of the road. The problem is before Colum Road.
See Mass Actions: MA7 Review and remove barriers, MA11 Cleaning and maintenance of all cycle facilities. (Wording to be revised to indicate that maintenance includes cutting back vegetation, upgrading lighting, resurfacing and/or widening as deemed necessary). See mass action MA9. Existing bus lanes will continue to be available for cyclists. However, following this comment and a number of others from the consultation exercise, Newport Road on-road section added to the core route and a new scheme added to audit the existing on-road route and upgrade cycle facilities, 100,000 funding attached. AM49 Bute Park has restrictions on opening times. An east west route would still require a crossing of the River Taff. The existing pedestrian/cycle bridge is available as is the Castle Street Road bridge. The use of either will require a detour depending on the start and end points on your journey. Whilst facilities may be considered in the future it was not considered a core route. Agreed that a problem exists to the north of Colum Road along the North Road. To provide quality cycle facilities the potential costs of land purchase, demolition, realignment of the North Road, service diversions etc will be considerable. It was therefore not considered further. The work proposed to Colum Road is to upgrade an existing recognised signed cycle route with access to Cardiff University buildings and
Organisation Scheme Ref Comments Received Proposed Action & Justification improve access onto the existing off road cycle route and the Taff Trail, so providing access to an alternative of the worst of the North Road. The route is extended further by the inclusion of Museum Avenue and links into the City Centre a relatively low cost scheme on quiet roads again with good connections to the adjoining Museum, Courts, University and Council buildings all with potential to attract and encourage greater cycle use. This potential 1.25km route has been split into four sections to reflect the different treatments and costs required to produce this route. They should not be taken in isolation. The Heath Hospital (University Hospital of Wales) site is constrained with the A48 to the south, the railway to the east and the North Road/Gabalfa interchange to the west. The proposals made are to enhance and improve the existing cycle provision to the east and west of the hospital site. The existing formal and informal cycle routes to the Hospital remain unaffected. Work within the Hospital site was considered outside the scope of this study. Newport Road and Gabalfa were had by far the largest number of responses. These areas were looked at as part of the development of the plan as they were also mentioned numerous times in the initial survey carried out prior to the draft being developed. There are a number of improvement schemes proposed for these areas. Pinch points and barriers were also mentioned included as a Mass Action treatment. Though these origins / destinations are not specific on detailed locations, they are all well covered by the Core Routes and proposed schemes in the Draft Cycle Network Plan. However, though the Taff Trail is shown as part of the Core Network a number of respondents mentioned that it would benefit from upgrades to the path surface, signing and removal of access barriers etc. A Mass Action to carry out a package of minor upgrades to the Taff Trail has therefore been included in the final plan. 1) Newport Road: Detailed proposals for development of parallel quiet street routes and mass action for upgrades to bus lanes were included
Andrew Dade
Heath Hospital A48
As far as I can tell, there is no consideration of integrating the Cycling Network with cycling routes to schools or identifiable major employment hubs such as the Heath hospital.
ARK LAB
Summary of 50 vox pop interviews. There were some specific responses related to infrastructure, but the majority of responses were general to do with speed of traffic or non-infrastructure related.
ARK LAB
Various
Summary of public consultation event including questionnaire: Which routes on the Draft Cycling Network Plan are most relevant to you on a day-to-day basis? Origins: 1) Canton, 2) Roath, 3) City Centre Destinations: 1) City Centre, 2) Cardiff Bay Destinations without City and Cardiff Bay: 1) Taff Trail, 2) Cathays, 3) Canton Which routes do you feel have been left out? 1) Newport Road, 2) Queen Street, 3) Taff Trail, 4) Boulevard de 2
ARK LAB
Various
Organisation Scheme Ref Nantes Comments Received Proposed Action & Justification in the draft, but a more specific scheme for Newport Road on-road route improvements will be included in the final plan, (see also Labour Group comments). 2) Queen Street: This was a major issue for respondents majority would like to see cycling re-introduced, at least outside of core pedestrian periods as a minimum. Route added to Core Network Plan. Risk assessment and option generation plus street works to facilitate safe introduction of cycling. 3) Taff Trail see above 4) Boulevard de Nantes added to Core Network to link existing bus lanes with new cycle lanes and ASLs, and cycle lanes on North Road to link down to Castle Street. New Mass Action added: Review all existing cycle lanes with regards to width, continuity and surfacing and implement programme of measures to improve. New scheme added to traffic calm this section including raise existing zebra crossing and provide cycle feeder lanes to existing ASLs. Scheme deleted. See also Labour Group comments. Scheme amended review parking restrictions and implement traffic calming. This is an important link in the network. The proposed scheme will be more clearly explained in the Appraisal Table to outline its benefits. The Draft Plan showed a scheme which crossed Western Avenue. This was incorrect the proposed crossing is of Excelsior Road. Final Network Plan will be amended to show this. Route added to Secondary Cycle Network.
ARK LAB
ARK LAB
Existing cycle lanes MR4
General comment: need to update existing cycle lanes as well.
ARK LAB ARK LAB ARK LAB
MR12 MR23/24 MR45
Salisbury Road / St Andrews Place to link up Senghennydd Road route and St Andrews Crescent route under the railway bridge currently difficult for cyclists. Not sure of benefits. Allenbank Road removal of parking could be difficult. Excelsior Road Toucan proposal too expensive.
Bob Laing
North Cardiff Peripheral Cycleway
I first suggested this to the Council exactly 10 years ago. Since then several sections have been constructed and I understand a crossing is shortly to be installed at Heol Hir which will link the section between Thornhill & Llanishen to Copperfield Park. You will see from the attached document that the major thrust of the proposal is to link the Taff Trail at Tongwynlais to the Celtic Trail at Bridge House. Unfortunately this desire line does not appear on any of the maps associated with the consultation exercise. 3
Organisation Bob Laing Scheme Ref Rhymney Trail Comments Received Cardiff Council have a plan for a Rhymney Trail going northwards from the sea shore roughly following the course of the River Rhymney. Much of the trail already exists but unfortunately the plan envisages going only as far as the council boundary. The Taff Trail is one of Cardiffs most popular cycle routes and extends 55 miles through Merthyr Tydfil to Brecon. I believe there is scope for a similar cycle route up the Rhymney Valley linking Cardiff to Rhymney. Much of this possible route already exists within the Caerphilly Council boundary. I would like to see some joined up thinking between Cardiff Council and Caerphilly Council regarding this suggestion. The Ely Trail is gradually taking shape and its good to see proposals for some new links. However, similarly to my comments above regarding the Rhymney Trail, I believe there is scope to extend the Ely Trail beyond the county boundary. I notice that the dotted red line indicating the route of the Rhymney Trail in a southerly direction ends at Lamby Way. My understanding is that the intention is to continue the Rhymney Trail in a southerly direction to terminate at the Sea Wall where it would join with the eventual route of the All Wales Coastal Path I would be grateful if continuation of the Rhymney Trail to the Sea Wall be included in the Draft Cycle Network Plan. 3. There is an urgent need to address the main barriers to cycling ie: Newport Road, east/west and north/south routes across the city centre and re-allocation of road space on Cowbridge Road East and West. Proposed Action & Justification Good idea but outside remit of the Cardiff Cycle Network Plan.
Bob Laing
Ely Trial
As above.
Bob Laing
Rhymney Trail
It appears that the section of the Rhymney Trail between Wentloog Ave and the Sea Wall has recently been resurfaced (ref. email Chris Powell Parks Conservation Officer Cardiff Council 25/11/10). This section has therefore been added as a secondary route in the Cycle Network Plan.
Cardiff Council Labour Group
Newport Road
Signal Timings
5. A mass action that could be included is to review the time taken at pedestrian and cyclist crossings on major routes, and to reduce the number of staggered pedestrian crossings. For example waiting at the pedestrian crossing of Western Avenue at Mill Lane takes two minutes at peak times. This gives the message that cyclists and pedestrians are 4
Newport Road on-road section added to the core route and a new scheme added to audit the existing on-road route and upgrade cycle facilities, 100,000 funding attached, (the proposed parallel quiet street routes were already in the draft Core Network). Cowbridge Road East Shown as core route in Draft Plan, including road space reallocation. Cowbridge Road West very difficult without significant loss of capacity, though parallel routes to the north and south are proposed. New Mass Action added to review ped / cycle crossing timings relatively low cost and could help improve the cycling experience.
Organisation Scheme Ref Newport Road Comments Received very much second class citizens compared to vehicles. 8. One approach could be to identify a specific route into the city centre and concentrate an improvement programme on that route. The route could then be advertised to local places of work in the destination area and a programme of guided cycle rides introduced to encourage employees to use that route. 10. One example of how things need to improve is where the Ely Trail joins Dunleavey Drive. This is a relatively new development with new roads and pavements, and gives access to the high profile Sports Village. However the route from the Ely Trail to Pont Y Werin bridge and the Sports Village dumps cyclists from a pleasant off road route alongside the river Ely onto a badly signposted and confusing road system with cyclists unsure of whether to use the road or pavements. This is a new development which should have been perfect. TK 38 This proposal is interesting but needs exploring. Do the consultants know that when the former Paper Mill site is developed there will be a new cycle foot bridge built across the Ely? However connected to this proposal may I suggest: There needs to be a scheme to improve and assist cyclists using the blue 'core route' along Paper Mill Road which entails lifting bikes up and over steep metal steps over the railway line to Cowbridge Road East. Less fit and older people are unable to carry bikes over this bridge. An adaptation - a channel to put the wheels in to push the bikes up and down would help. This short cut to the Ely Trail needs to be signposted at the main road and at the Ely Bridge. A bridge over the the River Ely further downstream where there is currently a pipe bridge, connecting paths in Trelai Park with the Canton / Leckwith areas would be a huge boost to better recreational cycling opportunities - this is marked as a secondary route in red dashes, but in the opinion of Communities First and local schools in Ely and Caerau a link in the first phase would be far more beneficial to cyclists than spending money on cycle lanes on Grand Avenue and Heol Trelai. 5 Proposed Action & Justification
Agreed, though the proposed programme retains flexibility to enable the final programme to be worked up in partnership with CLWG. The Newport Road corridor (parallel quiet street routes) are suitable for this type of route treatment. Covered by scheme ref. TK79 additional Member comment to be added to Appraisal Table.
TK79
Cardiff Cycling Campaign
TK38
Add new scheme to provide link between off road route off Sanatorium Road along Paper Mill Road, including improved cycle access over bridge. This provides a leisure route from Trelai Park, with a wide path on to the Ely Trail, connecting Ely, Caerau, Fairwater and Pentrebane to the Bay, Sports Village, Penarth etc. Also provides possible commuter route to centre of Canton and City Centre. Note short term requirements for wheeling channel over bridge
TK94
Add route, including new bridge over River Ely to core network and add a new scheme to appraisal table. John Grimshaw recommended this and also mentioned by others in consultation feedback. Initially shown as a secondary route. Potential risks to delivery: cost and land ownership, also quite isolated so unlikely to be used at night. Missing link in NCN Regional Route 42.
Organisation Cardiff Cycling Campaign Scheme Ref TK90 Comments Received Short term and long term - both proposals are a complete waste of resources and I suggest you leave them out completely. This lane known locally as Birdies Lane has been used since the railway line was built by local people as it connects Fairwater and Ely. The most important recommendation here is to leave the gates open later in the evening e.g. 9 pm. At the moment this most important off road short cut, ideal for cyclists and walkers is closed between 7pm and 7 am. Castle Street, such an important East West route - I do not think cycle lanes on the carriageway will help less experienced cyclists - Here there needs to be bold taking of road space, I suggest one whole lane and make it a segregated two way cycle lane. This would be the greatest way to say 'Cardiff welcomes more people on bikes!' Path on south side of Boulevard de Nantes behind the trees improve. Proposed Action & Justification Delete long term scheme and reduce cost of short term scheme to 300 (to provide basic warning signs only). Leave as part of core route network however.
AM38
Lyn Williams
Boulevard de Nantes
Lyn Williams Lyn Williams (attended event) Natural Environment Group Natural Environment Group
North Road AM48 -
Various comments North Road cycle route in Castle Moat.
Natural Environment Group
The consultation document does not make it clear how the proposed core strategic network and proposed cycle network relate to the overall Cycle Strategy. The strategy seems to be to prioritise the radial routes close to the city centre to get as many people as possible cycling to work much of it on very busy roads. Whilst I can see the attractions if successful in terms of reducing congestion etc I am not convinced that the evidence from the people and cycle surveys undertaken suggest that it will be, even with the proposed improvements. Are there going to be complementary plans for increasing cycling in local communities/recreational cycling/cycling to school as this is how most people children and adults start cycling and gain the confidence 6
The scheme was under construction at the time the Draft Network Plan was produced, and no plans were available of proposed layout. However, having now looked on site at the final layout, it appears possible to provide a cycle lane eastbound and utilise the bus lane westbound proposed scheme to be amended. Scheme added as a new Core Route. This provides a good east-west link parallel to the busy Boulevard de Nantes. Some surface improvements required + signing and treatment at eastern end to rejoin carriageway / access Park Place safely. Mainly relate to minor upgrades to existing paths (covered by Mass Actions), or else well outside of the Core Network area. A very small number of people mentioned this scheme. Practical difficulties involved and high cost. Additional scheme on east side of Kingsway added to provide off road link (AM48) and also new scheme added for on-road cycle lanes Boulevard de Nantes. The final Cycle Network Plan includes an appendix which outlines how it will directly contribute to the various Cycle Strategy actions Other consultation responses have suggested there are not enough schemes on busy roads. ACORN mapping and other evidence all pointed to the routes suggested in the Draft Plan as key to getting more people cycling.
Yes a Community Engagement Plan is included within the final report.
Organisation Scheme Ref Taff Trail Comments Received to progress to regular commuting? Table 3.1 appears to indicate that the Taff Trail has the highest number of cyclists after the City Centre. Para 3.2.4 says that cycle flows in the City Centre (largely on road?) have decreased by 14% between 1884 and 2008 whilst those for Cardiff Bay and the River Taff (largely/wholly off road routes have increased by 39% and 21% respectively. The core strategic network should extend to the outer areas in all parts of Cardiff. At present some routes become secondary, and some stop. The proposals for improvements should be shown on a separate map. Improvements to those parts of the strategic network could presumably be part of a later phase. It would be helpful if the improvements plan also included current proposals (such as the TaffEly link and North Cardiff peripheral route to provide a complete picture and avoid confusion). The core strategic network should also show links to areas outside Cardiff (Bay Penarth, Taff Trail to Caerphilly/Taffs Well; St Mellons Newport. The core strategic network should identify start/end point and nodes along the way. These should include district centres/major business area/retail parks/attractions. The coast path and river corridor routes are intended to provide the strategic off -road network to facilitate direct access to the City Centre and Bay for both commuters and recreational cyclists. The north Cardiff peripheral cycle route and the Heath hospital links are part of trying to address the need for more off-road cross city links between them. The success and use of the Taff Trail (as evidenced by the cycle figures) means that these routes need to be part of the core network in their entirety. Various comments annotated onto a copy of the draft core route network plan. Proposed Action & Justification
Taff Trail improvements have been included as a Mass Action treatment as a result of the consultation feedback.
River Corridor Routes
The proposed Core Routes have been prioritised based on those with the largest potential to increase cycling rather than maximising links to peripheral areas. However the North Cardiff Peripheral Route has been added as a Secondary Route given its ongoing construction. Also a Taff/Ely secondary link has been added. The Core Routes plan should form a starting point for developing links into the wider countryside.
Natural Environment Group Natural Environment Group Natural Environment Group
North Cardiff peripher al route
Various
The Taff Trail has been extended to the edge of Cardiff Councils area as part of the Core Network. The Rhymney Trail has been made part of the Core Network. It should be noted that the brief for the development of the Network Plan covered the Council area only. These were all considered as part of the Evidence Base used in the development of the Draft Plan. This will be picked up further as part of the signing for the individual cycle routes. North Cardiff peripheral route has been added to the Secondary Network. Taff Trail has been added as a Core Route to the Cardiff boundary. New scheme added to provide link between off road route off Sanatorium Road along Paper Mill Road. Further site work has been carried out to look at the southern end of the Rhymney Trail and whether it can be better linked to the city centre, but there does not appear to be a feasible corridor available to facilitate this, hence alternative route via Ty-Mawr Road etc. is proposed. Added route between Cowbridge Road West and Lawrenny Avenue, including new bridge over River Ely, to core network and added a new scheme to appraisal table. The proposed East Tyndall Street / Moorland Road route has been changed to use Carlisle Street / Sanquahar Street
Organisation Scheme Ref Comments Received Proposed Action & Justification instead as it is more direct and carries less traffic. It also make the transition across Windsor Road (just to north of the roundabout) easier to achieve. New secondary route added utilising Llanedeyrn Drive, to fill gap in provision in Llanedeyrn area. Suggested route to Newport added to Core network. North Cardiff Peripheral Cycle Route added to Secondary Network. Accepted. The ACORN groups did form an integral part of the scoring mechanism, but this is not made clear in the explanatory text. Final Plan will make this clear. It is agreed that over 50% of the responses from non-cyclists call for more off road paths, but the responses are very general and do not identify those routes where they feel off road paths are required. The Plan attempts to offer a balanced approach to cater for all types of cyclists, but there are limited actual opportunities for significant new off road paths. This approach was intentional in order to afford flexibility to the Council in working up a prioritised programme in liaison with the CLWG, and also to assist in negotiations with developers for potential funding contributions. Accepted. The Mass Actions will be added into the final version of the Appraisal Table, as well as being identified separately within the Report. Accepted. Final Report to have in both formats. Although data on Safe Routes in Communities was mapped, the data provided was incomplete in some places. Not always clear how Cycle Training is relevant to specific schemes within the proposed Strategic Network of infrastructure facilities. See above comment on reasons for the approach adopted. This is unfortunately one of the limitations of a Strategic Network Plan. We have attempted to include sufficient detail in the description of proposed schemes, but the work does not include for preliminary
Sustrans Cymru
All
Weaknesses and Threats identified from Sustrans Response: It is not explicit how the segmentation analysis and ACORN data informed the prioritisation framework of schemes. Whilst the on-line survey results from non cyclists call for more off road paths, more than 50% of schemes within the network plan are on road without an explanation for this.
Sustrans Cymru
Sustrans Cymru
Schemes are not packaged up to create prioritised linear routes or corridors or neighbourhoods.
Sustrans Cymru Sustrans Cymru Sustrans Cymru
The mass actions could be presented differently to ensure that they are not sidelined as these actions are crucial in improving permeability in local neighbourhoods alongside the individually listed schemes. It is difficult to navigate through the scheme table so it should be presented by scheme reference as well as by priority. Only LTPs work is presented, other projects e.g. Safe Routes in Communities, Bike It, Cycle Training should have been mapped.
Sustrans Cymru Sustrans Cymru
The individual schemes will not create a network if delivered in a piecemeal way. Insufficient level of detail for schemes leaves things open to too much interpretation by highway engineers.
Organisation Scheme Ref Comments Received Proposed Action & Justification design. We have committed to producing preliminary design layouts of key schemes on the Newport Road corridor in order to demonstrate that the schemes proposed are viable. The Cardiff Cycle Design Guide will also help to address this issue by dealing in detail with common design issues for cycle facilities. The Guide is aimed at Cardiff Council Design Engineers (amongst others), and a training workshop was also rd held with designers on 23 November. This was difficult at the time of writing the Draft as no details were available of the final layout for Castle Street. It is now complete. It should be possible to provide a cycle lane eastbound, and utilise the bus lane westbound to provide a useful east-west route. The Appraisal Table will be suitably amended. We have held internal team meetings to discuss design issues for all of the schemes in the proposed Plan and are confident that there are deliverable schemes at all of the sites identified for treatment, but it is acknowledged that there does need to be a mechanism for this knowledge to be fed into the design process. The workshop referred to above is part of that process.
Sustrans Cymru
AM38
We have concerns about the practical implications or plausibility of delivering some of the solutions (e.g. AM38 cycle lanes on Castle St).
Appendix D
Cardiff Council
Equality Impact Assessment (EqIA) for the Strategic Cycle Network Plan
Section/ Department
Infrastructure
Person Undertaking the Assessment:
Date of Assessment:
New or Existing strategy, policy, project or decision:

New
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Appendix D
Introduction
The Councils duties under Section 149 of the Equalities Act 2010 to promote and advance equality apply to its highway functions. Most pertinent to infrastructure for cyclists is the requirement for the Council to take steps to meet the needs of people with disabilities. This EqIA assesses the likely impact of the Strategic Cycle Network Plan (including the associated Cycle Design Guide) on the key equality strands. A policy regarding when and how EqIAs are conducted in relation to planning applications is currently under development this may provide a useful framework for cycle infrastructure schemes also. The Councils Equalities Team can provide further details. It is important that, where necessary, a specific EqIA is completed for each scheme or project proposed within the Plan as the individual schemes are taken forward, in partnership with the Cardiff Council Access Focus Group (CCAFG) and the Councils Equalities Team. A list of potential schemes is included as Appendix 1, identifying the proposed projects for assessment and setting out some of the likely issues. All relevant documents will be made available in Braille and audio formats if requested.
1. Aims of the Strategic Cycle Network Plan:

The Council is developing a Strategic Cycle Network Plan for Cardiff to improve cycling provision in the city. This Network Plan will be an ambitious project to provide accessible alternatives to using the car. The network will ultimately enable greater numbers of people to cycle, more safely, within the city which will contribute towards the aims of Cardiff as Wales first Sustainable Travel City and its aspirations to reduce congestion and pollution and reduce the impact of transportation on the environment.
2. The Purpose of the Strategic Cycle Network Plan:

The Plan encompasses: A master plan for the development of a cycle network for the city; and A compendium of design standards/policies for cycle facilities the Cycle Design Guide.
3. Background and Context

In March 2009, Cardiff was awarded funding to deliver a two year pathfinder project as Wales first Sustainable Travel City. The project involves investment in a range of strategic transport infrastructure projects including a City Centre Bus Box, Park and Ride, improved network management capability and new walking and cycling facilities. These developments will be accompanied by a programme of Smarter Choices interventions designed to stimulate the uptake of new transport facilities and to broaden travel choices through the provision of more sustainable travel options.
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Appendix D
Developing better cycling infrastructure and encouraging more people to cycle are key elements of this project. Whilst parts of the citys cycle network are very good, there remain areas of the city where cycling is limited as a practical travel option for residents, due to the absence of suitable routes or the poor quality of the existing infrastructure. One reason for this situation is the relatively limited proportion of the Councils transport budget that has been dedicated to cycling in the past. A recent increase in the Councils cycling budget coupled with the injection of additional funding from the Sustainable Travel City grant provides a great opportunity to effect a step change in the quality and reach of the citys cycle network and the numbers of people using the bicycle as a daily means of travel. Key to achieving this will be the development of a high quality, coherent network of safe and convenient routes linking places where people live to trip destinations.
4. Engagement and Consultation

Effective consultation with stakeholders is crucial to developing a cycle network which promotes and encourages cycling but does not seriously disadvantage key equality strands. The role of the CCAFG is important in achieving this end. On the 27th October 2010 a presentation was made to the CCAFG by Cardiff Councils Cycling Officer regarding the commissioning of the two documents:1. Cardiff Strategic Cycle Network Plan; and 2. Cardiff Cycle Network Design Guide. This initial presentation highlighted the need for greater engagement in tackling specific issues of concern to the community such as shared spaces, cycling and pedestrian environments and related safety concerns included within both documents. A Task and Finish group was organised on the 23rd of November 2010, prior to which both the above documents were distributed in draft format to the members of the Cardiff Council Access Focus Group for comment. During this meeting a presentation was made by representatives of Local Transport Projects Ltd, commissioned by Cardiff Council to deliver both the Cardiff Cycle Network Design Guide and the Cardiff Strategic Cycle Network Plan. As part of this presentation the following points/issues were discussed in more detail:
Shared space; Segregated facilities on shared streets; 'Pedestrianised' areas; Divided and shared use cycle tracks; Disability Access issues; Coloured surfacing; and Enforcement.
The Cardiff Cycle Network Plan and associated Design Guide have been modified to reflect these discussions and the wider stakeholder and public consultations undertaken across the city. This over-arching EqIA has been developed with reference to the feedback received
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Appendix D
and it is recognised that a specific EqIA will need to be completed for each scheme or project proposed within the Plan in partnership with CCAFG and the Councils Equalities Officer, as the individual schemes are taken forward.
4.
Issues Relating to the Key Equality Strands
The potential effects of the Cycle Network Plan on 8 key Equality Strands (www.cardiff.gov.uk/equality/) are examined below.
a. LANGUAGE
Could the Plan have a differential impact as a result of Welsh Language or other language issues?
No
No potential impacts have been identified. Any network signage and promotional information will be provided bilingually and in other languages if appropriate. Non-English speaking cyclists, for example visitors, could experience problems in reading signage. These issues can be addressed by ensuring that signing is designed, within the parameters of national signing regulations, to convey its meaning to non-English speakers. Making written and graphical information as accessible as possible to non-English Speakers will also assist in this respect.
b. RACE
Could the Plan have a differential impact on different racial groups?
No
No potential negative impacts have been identified. The cycle network will be accessible to all races and the potentially wider benefits to society from a reduction in congestion and pollution will improve conditions for all. An improved cycle network may improve transport choices for those in certain socio-economic groups which could relate to ethnicity.
c. DISABILITY
Could the Plan have a differential impact on Disabled People?
Yes
The Cycle Network Plan will improve conditions for cyclists with disabilities and some elderly people who use a cycle to extend their range of independent travel, by making the city safer and more accessible to cycle. The potentially wider benefits to society from a reduction in congestion and pollution will improve conditions for all, however it is recognised that some of the schemes proposed for implementation as part of the Plan could also potentially have a negative impact on some disabled people.
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Appendix D
The Cycle Design Guide sets out the approach that the Council proposes to take in the design of all types of future cycling infrastructure, both on and off road, including the relevant process to ensure appropriate engagement with groups representing disabled people. Consultation has been undertaken with the Cardiff Council Access Focus Group (CCAFG) to identify key issues and concerns as part of the development of the Strategic Cycle Network Plan and Cycle Design Guide. Disability groups have expressed concerns about the impact of some routes and facilities where cyclists may be required to share space with pedestrians. Submissions by several member organisations (for example: Guide Dogs for the Blind) indicate major concerns with allowing cyclists to share footways with pedestrians or to allow cycling in pedestrian areas (eg Queen Street). Opposition to the principle of shared space due to potential disadvantage to disabled and elderly pedestrians is clearly stated. Shared space schemes can seriously impinge upon the safety (perceived or actual) and mobility of people with disabilities if scheme design fails to consider the needs of these groups. Use of the street by other vulnerable groups, such as the elderly, may also be inhibited. Consequently the Councils Equalities Team and CCAFG should be involved at an early stage where shared space schemes or similar measures may be considered. Concern was also expressed regarding the location of cycle parking facilities as these have the potential to create obstructions and hazards for the blind and partially sighted. Design and location of such facilities should reflect the needs of disabled groups and early engagement with the Councils Equalities Team and CCAFG will help to ensure this. The hierarchy of infrastructure provision as proposed by the Welsh Assembly as a guide for local authorities is as follows: Disabled people; then Pedestrians; then Cyclists; then Public transport users; then Freight deliveries; and then Other motorised modes.
This hierarchy will guide the specific assessment of projects proposed within the Strategic Cycle Network Plan, alongside relevance and proportionality. The suggested criteria for assessing proportionality are: The number of people affected; The nature of the general impact on people; and The scale and cost of both impact and mitigation measures.
(Ref: Disability Discrimination Act 2005 and Equality Impact Assessment, Cycling on Greenways, for TfL Equality Works 2007).
Proper engagement with people with disabilities can help develop designs that are more practical and usable than those based simply on standard details. For example, the design and location of street furniture should recognise the needs of the blind and partially sighted and should be flexible to ensure those needs are met.
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Appendix D
In the implementation of projects identified in the Strategic Cycle Network Plan the assumption has been made that the implementation of shared space facilities is the last resort where no other alternative measure is appropriate or practically possible. The decision as to whether to progress a divided or shared-use solution will need to be taken with regard for site constraints, pedestrian and cycle flows, the needs and concerns of the visually and mobility impaired and the types of cyclists expected to use the facility. It is important that all relevant documents produced as part of the engagement process are made available in Braille and audio formats if requested.
d. SEXUAL ORIENTATION
Could the Plan have a differential impact due to Sexual Orientation?
No
No potential negative impacts have been identified. The cycle network will be accessible to people of any sexual orientation and the potentially wider benefits to society from a reduction in congestion and pollution will improve conditions for all.
e. BELIEF
Could the Plan have a differential impact due to a persons beliefs?
No
No potential negative impacts have been identified. The cycle network will be accessible to people of any belief and the potentially wider benefits to society from a reduction in congestion and pollution will improve conditions for all.
f. AGE
Could the Plan have a differential impact due to Age?
Yes
The cycle network will improve conditions for cyclists of all ages and there are potentially wider benefits to society from a reduction in congestion and pollution and an increase in health and wellbeing. As it is generally older and younger cyclists who are most vulnerable on the roads, the provision of improved conditions will be of particular benefit to these age groups. Certain sections within these age groups are also potentially more limited in their transport choices, therefore any improvements to the cycle network may be of considerable benefit for those who may be on a limited budget. In addition, by enabling younger generations to cycle rather than drive, there is potential for them to continue using this mode of transport when adults, thereby reducing traffic congestion and improving their health. The Strategic Cycle Network Plan could enable young people without access to other forms of transport to become more
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Appendix D
mobile and independent as well as addressing the increasing incidence of childhood obesity in the UK. The Councils Access Focus Group has raised concerns regarding the potential adverse and differential impacts upon elderly people of routes/facilities shared by pedestrians and cyclists. Due to potential conflicts and the possible disadvantage to elderly pedestrians, there is clearly stated opposition to the principle of shared space. Conversely, the provision of off-road, shared cycling facilities can have a positive impact upon younger people who, being more vulnerable on the roads, are more likely to cycle (and benefit from the health and accessibility benefits of cycling) if they can do so segregated from traffic. Consultation on specific projects proposed by the Strategic Cycle Network Plan will be undertaken with the CCAFG and the Councils Equality Team. Appendix 1 provides a framework for this engagement process on individual projects.
g. GENDER
Could the Plan have a differential impact due to Gender?
No
No potential negative impacts have been identified. However, studies undertaken as part of the Darlington Sustainable Travel Town initiative (http://www.bikebeauty.org/english/) identified gaps in infrastructure as key disincentives for female cyclists. Specifically the provision of direct, traffic free routes and adequate safe cycle parking were identified as positive incentives to encourage young females to continue cycling into adulthood.
h. HUMAN RIGHTS
Could the Plan have an adverse impact based upon Human Rights?
No
No potential impacts have been identified.
5. Summary of Equality Impact Assessment

Could the Plan have a significant differential impact upon people because of their age, disability, gender, race, religion, belief or non-belief, sexual orientation or human rights?
Yes (Disability and Age) Equality Impact Assessment Completed By:
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Appendix D
Name Job Title Service Area Date Completed Signed
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Appendix D
Actions/Tasks Identified through the EqIA for the Strategic Cycle Network Plan
Issue
Signage
Action/Task Lead Officer

Ensure that signage is designed, within the parameters of signing regulations, to convey its meaning to all users. Signage strategy to be developed which will deal with issues of legibility. Consultation with various groups representing equality strands plus consultation with the general public. Further research into impacts and issues. Consultation with various groups representing equality strands plus consultation with the general public. Specific EqIAs for individual schemes. Jo SachsEldridge
Timescale Resource Comments Implications

April 2011 Officer time
Impacts on all equality strands
Jo SachsEldridge
Nov 2011
Officer time
Impacts on all equality strands Ensure design of measures reflects the need of the disabled and elderly
Jo SachsEldridge Jo SachsEldridge
April 2011
Officer time
April 2011
Officer time
Who will approve /authorise? (name of relevant Chief Officer) How will these be monitored? (briefly list monitoring arrangements) How and where will this be published? On the Cardiff Council website
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Appendix E
KEY FACTORS DETERMINING HEALTH INDIVIDUAL LIFESTYLES Physical Health
Evidence Base
Appraisal Potential POSITIVE impact on health?
Appraisal Potential NEGATIVE impact on health?
Measures to address identified impacts
The single largest cause of death in Cardiff is cardiovascular disease (Cardiff Health, Social Care and Well Being Strategy 2008-2011). 18.5% of Cardiffs household population suffer from a Limiting Long Term Illness (LLTI) (Cardiff Health, Social Care and Well Being Strategy 2008-2011). The South East (21.33) and West (19.50) of Cardiff have the highest percentages of total household population with LLTI(Cardiff Health, Social Care and Well Being Strategy 2008-2011).. Half of the ten Electoral Divisions with the highest allcause standardised mortality rates (SMRs) for deaths under the fair-innings age of 75 years old are in the South East locality of Cardiff (Cardiff Health Needs Assessment (CHNA) 2004). Levels of physical
Health problems generally are worse within communities in the southern arc of the city. Regular use of active travel such as walking and cycling can help to build physical activity into peoples daily routine and can thus contribute to the recommended 30 minutes a day, five days a week of moderately intense physical activity. In making cycling a more attractive and viable transport option, the project can also encourage people to switch from using their cars to cycling and thus gain the physical activity benefits of doing so. Implementation of the network would increase access to open spaces which has the potential to impact positively on physical health.
The proposed cycle network is unlikely to have any negative impacts on physical health. Should the cycle network not be implemented or be implemented in a way that does not engender modal shift, dependency on the private car will continue to increase which will have an overall negative impact on the physical health of the local community. Construction works may temporarily impact negatively on physical health by creating temporary air pollutants such as dust particles.
Network to be implemented in a targeted manner to ensure there is the greatest impact on uptake of cycling. All schemes to be designed with reference to the cycle design guide to ensure all new provision is of high quality to help engender modal shift. The potential negative impacts of the construction works can be ameliorated by using considerate contractors, and would be limited to as short a period of construction as possible. Signage and promotion of the network is key to ensuring any potential health impacts are maximised. Any implementation and promotional works need to be linked to other initiatives around cycling and active travel such as cycle training, cycle to work
Appendix E
KEY FACTORS DETERMINING HEALTH
Evidence Base
activity are not just dictated by the proximity of residents to green spaces; other influences include the quality of the surrounding environment, the density of residences, the mix of land uses and the degree to which streets are connected and the ability to walk from place to place, and the provision of and access to local public. facilities and spaces for recreation and play. Future Health Sustainable Places for Health and Well Being (Cabe 2007). Research on commuting suggests that those who walk or cycle to work are significantly negatively associated with being overweight and obese. (Lidstrm, M, 2007: Means of transportation to work and overweight and obesity: A population-based study in southern Sweden, Preventative Medicine). So active travel plays a key role in combating obesity and makes it easier for
schemes, travel planning etc.
Appendix E
Evidence Base
people to undertake the recommended 30 minutes a day, five days a week of moderately intense physical activity. Mental Health Estimated numbers of people aged 15-64 with psychiatric disorder in Cardiff are as follows: alcohol dependence (11,018), drug dependence (5,157), all neuroses (37,507), and depressive episodes (5,626). These figures demonstrate the large prevalence of depression and other Neuroses (CHNA 2004) Many refugees and Asylum seekers have been exposed to years of repression. Against this background they may well have developed chronic psychiatric illness and mental disability as a result of the severe trauma. (CHNA 2004) Lack of exercise is a key factor in the epidemic of Physical activity can help the treatment of mental illness, so walking and cycling can have a positive impact on mental health. Therefore the project would have a positive impact on people with mental health problems. Increasing the accessibility of the city through the provision of a cycle network for all would also help to reduce exclusion from employment and services which can themselves contribute to mental health problems, particular among excluded social groups such as refugees and asylum seekers. The proposed cycle network is unlikely to have any negative impacts on mental health.
The linking of existing
Appendix E
Evidence Base
Appraisal Potential POSITIVE impact on health? traffic free routes will improve the accessibility for all communities to walking and cycling. Greater numbers of cycling and walking routes will also help those households with no car or van. Over 40% of the households in Adamsdown, Ely, Splott, Llanrumney and Butetown fall into this category (2001 Census data)
obesity apparently developing in the UK. Maintaining physical activity levels helps to avoid cognitive decline in later life; as the World Health Organisation highlights, physical activity is likely to reduce many of the psychological and social hazards that often arise with age. Mental illness, particularly depression, Alzheimers disease and feelings of loneliness and social exclusion, [are] lower amongst people who are physically active. (World Health Organisation, 2002,World Health Day Move for health [online]. cabeurl.com/63). SOCIAL AND COMMUNITY Social/ Community Cohesion and Social Capital CHNA (2004) reported feedback from community groups who took part in Community Diagnosis workshops as part of the CHNA. This indicated that Due to substantial demographic and social changes, social capital in some communities was felt to be in decline and there was a
By providing better access to both city centre and district centre facilities the project could help to reduce social exclusion and other factors that affect the cohesion of local communities. It could thus have a positive effect upon physical and
The proposed cycle network is unlikely to have any negative impacts on social community cohesion and social capital. However shared spaces are perceived by some as potential sources of conflict.
Working closely with communities will help ensure that any positive impacts are maximised. This engagement will also help overcome any potential negative impacts. Education and engagement are important elements of any shared spaces schemes or areas which require the introduction of a Code of
Appendix E
Evidence Base
Appraisal Potential POSITIVE impact on health? psychological health. Ensuring different parts of the city are accessible by walking and cycling will improve community cohesion. Shared spaces can engender a greater feeling of community and respect for others by ensuring all users share the space rather than remain segregated.
need to halt and reverse this decline. Overall it was felt that many local services are provided from poor quality facilities. In new, and planned, housing developments there was concern that the infrastructure to support the emergence of a sense of community was poorly planned and that more could be done to address this. The Commission on the Social Determinants of Health, in its summary of evidence for the Review of Health Inequalities in England post2010, argues that: The lived environment urban settings, neighbourhoods, communities are critical in that they can both promote or inhibit access to goods and services, social cohesion, physical and psychological well being and the natural environment. Health related outcomes as diverse as obesity, depression and injury through violence or accident can all be linked to the way we
Conduct. Links will be made wherever possible with existing groups such as through Neighbourhood Management, Communities First and others. Initiatives such as OYBike (the bike hire scheme) should be coordinated with both infrastructure works and work with community groups to maximise potential beneficial impacts. Any works undertaken should also be coordinated with the Safer Routes in Communities team to ensure the communities involved gain from both increased engagement and improved infrastructure.
Appendix E
KEY FACTORS DETERMINING HEALTH live. LIVING CONDITIONS Quality of Physical environment
Evidence Base
There is a growing body of evidence pointing to the linkage between the quality of the physical, built environment and health and well being. In Future Health Sustainable Places for Health and Well Being (Cabe 2007) Cabe investigates the role of sustainable design and planning in tackling health problems and the interaction between these interventions and planning for future healthcare. It states even some of the UKs most pressing health challenges such as lifestyle-induced obesity, childhood asthma and the ageing population can be mitigated by the quality of our everyday environments. In other words, the considerate design of spaces and places can help to alleviate, and even prevent, poor health or physical restrictions.
Much of the existing road network has the potential to be greatly improved to cater better for cyclists of all abilities. The cycle design guide will help ensure all schemes are of high quality and consider all road users. The publication of Manual for Streets 2 (DfT, 2010) will provide guidance for incorporating higher quality design in to all road schemes. This can be achieved in part through the innovative use of design for traffic calming, cycle provision etc. This will help ensure a greater sense of place is created. Improved links between communities will encourage interconnectedness. Cycling is contrastingly quiet to motorised road traffic.
If the project does not incorporate high quality public realm design then it could negatively affect health and well being. Building in the principles/measures listed in the next column will help to avoid such negative impacts.
Designers, engineers, planners, architects etc to all be required to apply MfS2 guidance and the guidance set out in the Cardiff Cycle Design Guide. Consultation to be broadened to ensure a wide range of views from a range of stakeholders is considered for all schemes. Transport Policy team to be consulted on all traffic management schemes.
Appendix E
Evidence Base
Appraisal Potential POSITIVE impact on health? Furthermore, it is significantly less energy intensive and, surveys have shown that a cyclist can travel 1,600 [1,600] miles on the equivalent energy of one gallon [4.55 litres] of petrol (Sharp, 1990, in CTC, 1991)
We have created obesogenic environments ie environments that promote weight gain - created by planning our cities for cars rather than bicycles and pedestrians The Social Ecological Model of Behaviour suggests that Behaviours are modelled by our environment, to change behaviour and to sustain that change we need to change the environment (Malcolm Ward, Principal Health Promotion Specialist, Public Health Wales, 2010) Noise pollution is a significant problem in many residential areas and research suggests that over 6 million people are exposed to unacceptable noise levels as a result of traffic (TEST, 1991, in CTC, 1991) Air Quality and Neighbourhood Amenity In terms of respiratory disease, the UK has the highest rates of childhood
Encouraging active travel can reduce car use and therefore result in general
Appendix E
Evidence Base
Appraisal Potential POSITIVE impact on health? improvements in air quality. Promoting bicycle use in urban areas could lead to a modal shift from car use to bicycle use. A reduction of car trips shorter than 7.5km by 10% could lead to a reduction of 1.5% of total CO2 emissions from passenger road traffic and 2% of the total atmospheric emissions (CE, 2000).
asthma in the world, with one in eight children currently being treated for the condition (Medical News Today 2009: Traffic-Related Air Pollution Linked To Repeated Hospital Encounters For Asthma.) cabeurl.com/89. Research has shown a clear correlation between asthma and the levels of nitrogen oxide (NO2) in air pollution caused by traffic near the home, which results in repeated hospital encounters (Edwards, J., Walters, S. & Griffiths, R. K. 1994: Hospital admissions for asthma in preschool children: Relationship to major roads in Birmingham, United Kingdom, Archives of Environmental Health, 49, 22327. cabeurl.com/7) Newport Road and parts of the city centre such as High Street and St Mary Street are designated as an Air Quality Management area. The
Appendix E
Evidence Base
Crime Reduction and Community Safety
designation was triggered by high nitrogen dioxide levels. CHNA (2004) reported that crime and the fear of crime are issues across all localities, specifically relating to issues at a very local level (e.g. car crime, joyriding, burglary, street safety and prostitution were highlighted) suggesting that solutions to these issues need to be developed at a local level. Also, some communities experience difficulties due to their role as centres of social activity that draw people from across Cardiff who do not necessarily respect the local community. Drug and alcohol related crime was highlighted as an issue across Cardiff with concerns over drug dealing being a strong theme. The two areas with by far the highest reported community safety problems are Cathays and Butetown.
The promotion of active travel and the shift from car use to walking and cycling can help improve natural surveillance as there will be more people on the streets and making use of public spaces which will have a positive impact on both real and perceived personal safety. This will further encourage more people to use active travel modes.
Failure to create a safe and secure facility could increase social exclusion and the health problems that can stem from it. Increased cycling in the city will mean an increase in the number of bikes on the streets and therefore potentially an increase in bike theft.
Measures to provide assurance of personal security include: - Good design enabling passive surveillance of spaces - Active security measures e.g. on site security presence, CCTV monitoring, mechanisms for rapid response to incidents. Cardiff Councils Transport Policy team are already working with South Wales Police on the promotion of the registration of bikes and secure parking. Such initiatives will continue to be rolled out to communities across the city.
ACCESSIBILITY OF WORK & SERVICES
Appendix E
KEY FACTORS DETERMINING HEALTH Access to Food
Evidence Base
Appraisal Potential POSITIVE impact on health? By improving cycling access, the project could improve the access to food for low income groups. By improving links to local shops in district centres throughout the city, this network could help encourage food shopping locally which has economic benefits for the whole community. Shopping locally also increases the sustainability of the food supply. The provision of greater numbers of cycle stands close to local shops in district centres will also help encourage shopping there.
Measures to address identified impacts Implementation of the schemes and other infrastructural improvements needs to be done in conjunction with a much wider programme of community engagement and education. This engagement needs to be multidisciplinary involving health, leisure, sport, neighbourhood regeneration, waste and transport among others.
The Welsh Assembly Governments Food and Well Being Reducing inequalities through a nutrition strategy for Wales (2003) identifies low income groups as being particular vulnerable to the adverse health impacts of food poverty. It states: Those who suffer social and economic disadvantage are clearly of prime concern. Disadvantaged groups have been shown to have lower consumption of certain recommended foods such as fruit and vegetables, which have an important effect on prevention of many disorders such as CHD and some cancers. These groups also have a higher incidence of these major diseases. Included here are black and minority ethnic groups who generally experience poorer socioeconomic conditions and higher rates of premature death and illness than the white majority. The vulnerable elderly, many of whom suffer
Appendix E
Evidence Base
Access to Employment
from limiting, longstanding illness and are on low income, also fall within this group. There is consistent evidence from different types of studies that unemployment is associated with adverse health outcomes including poorer mental health, cardiovascular disease and increased mortality. Unemployment has a direct effect on health beyond the effects of socioeconomic status, poverty, risk factors, or prior ill-health. The overall percentage of dependant children in Cardiff living in households in receipt of Income Support is 26%. Six of the ten Electoral Divisions with the highest percentage of dependants are located in the South East locality. Butetown has the worst rate (56%) followed by: Ely (West) (46%) Splott (40%), Caerau (West) (40%), Trowbridge (39%),
There is a strong relationship between health problems and unemployment. Many unemployed people and people in low income jobs are very reliant upon public transport or walking and cycling for access to employment opportunities. An improved cycle network could improve access to employment and thus have a positive impact upon peoples health. Physically active and healthier employees are more productive and take less sick days (Watson and Guethier, 2003)
A negative impact could arise if the cycle network fails to maximise accessibility for low income groups, particularly those in neighbouring residential areas.
Further consultation on the prioritisation of the programme to be undertaken to ensure that the needs and benefits of all are taken into account. Any works need to coordinated wherever possible in conjunction with existing and proposed Travel to Work plans through the Travel Planning officer. Implementing the network should also be done in combination with initiatives such as the Sustainable Travel City Travel Grants to help maximise the impacts of both on the uptake of active travel. Cardiff Councils Transport Policy team needs to continue to work with public transport providers to improve provision for cycling. This would include increasing the availability of cycle parking in stations, improving
Appendix E
Evidence Base
Access to Essential Public Services & Amenities
Adamsdown (Central) (38%), Llanrumney (36%), Grangetown (32.7%) Llandaff North (North) (32.3) (CHNA 2004) CHNA (2004) reported that Transport was also prioritised in one locality and was raised as an issue across all the Community Diagnosis workshops. Issues highlighted included: In particular, the need for people without access to a car to be able to cross the city is a problem, as there are limited cross-city routes. Accessing some of the key sites of service provision such as the University Hospital of Wales is also problematic. Public transport access to services from some of the outlying communities of the city was an issue. The focus of concern in relation to young people was the limited range of local social
security of parking, increasing the availability of cycle hire at stations and the ability to take bikes on trains.
Poor access to essential services including healthcare can negatively affect health. An improved cycle network could improve access to essential services and thus have a positive impact upon peoples health.
Essential public services and amenities are generally located in district centres, therefore any works which increase access to district centres will also improve the access to these. Signposting needs to be considered in relation to this, as this can be key to raising awareness of amenities and promoting the network.
Appendix E
Evidence Base
and leisure activities for young people. It was felt that such provision would contribute to tackling a range of needs among young people including building self-esteem, mental and emotional problems, substance misuse and underage drinking, smoking, physical inactivity and poor diets. The lack of fun was highlighted as an issue. There was concern that services in place were open only at limited times and that more flexibility in provision is needed to directly reflect the needs of young people were required, for example in relation to the provision of health services. ENVIRONMENT & SUSTAINABILITY Climate Change & Resource Minimisation Climate change from the build-up of carbon dioxide in the atmosphere has widespread effects on health. Future Health Sustainable Places for Health and Well Being (Cabe 2007) A World Health Development of a cycle network that maximises use of sustainable transport and helps cut car use will help to reduce health problems that could increase through the effects of climate change. Reduced car use through Climate change and resource minimisation should be part of the community engagement and awareness raising in relation to the network. The construction involved in the development of the network should address issues such as
Appendix E
Evidence Base
Appraisal Potential POSITIVE impact on health? increased cycling would have a positive impact through the reductions in pollution and improvements in air quality mentioned in sections above. Cycling has significant environmental benefits: it creates no atmospheric and noise pollution, consumes no finite resources and does not cause congestion. Therefore, every kilometre travelled by bicycle or foot will be a kilometre without environmentally damaging emissions (I-ce, 2000). Promoting bicycle use in urban areas could lead to a modal shift from car use. A reduction of car trips shorter than 7.5km by 10% could lead to a reduction of 1.5% of total CO2 emissions from passenger road traffic and 2% of the total atmospheric emissions (CE, 2000). Cycling has huge potential as a cost-effective
Organisation quantitative assessment, taking into account only a subset of the possible health impacts, concluded that the effects of climate change that has occurred since the mid-1970s may have caused more than 150,000 deaths in 2000. It also concluded that these impacts are likely to increase in the future (WHO, 2008: Climate and Health Fact Sheet. cabeurl.com/6b). Transport contributes 21 per cent of total CO2 levels in the UK.(DirectGov 2009: The Causes of Climate Change [online]. cabeurl.com/6d 2) Along with emissions from fuel and heating, there is also embodied energy, or the energy used in manufacturing, such as the materials used for building. There is a strong relationship between greenhouse gas emissions and the depletion of natural
drainage and flooding wherever possible. Materials used should be as sustainable as possible and consideration should be given to the longevity of the scheme which takes into consideration the potential for temperature changes in the future.
Appendix E
Evidence Base
Appraisal Potential POSITIVE impact on health? way of achieving environmental objectives. For example, much greater investment would be needed to achieve the same environmental results by expanding public transport which is also not as environmentally benign as cycling (Interface for Cycling Expertise, 2000).
resources that are essential to sustain human existence and human health. Road transport contributed 17% to the total emissions (i.e. from all sectors) of acidifying substances in 2000 (EEA, 2003b). The majority of CO emissions are derived from road vehicles. In 2000, this accounted for 88% of all carbon monoxide transport emissions (EEA, 2003b).
References
CE (2000) Vermeulen, J., Kampman, B. and Janse, P. Delft.http://www.ce.nl Interface for Cycling Expertise (I-ce) (2000) in association with the Habitat Platform Foundation, (2000) VNG uitgeverij. The Hague, Netherlands CTC (1991) Bikes not fumes: The emissions and Health benefits of a modal shift from motor vehicles to cycling. CTC, Godalming.
European Environment Agency (EEA) (2003b) Indicator fact sheet TERM 2002 03 EU Transport emissions of air pollutants by mode. At http://themes.eea.eu.int/Sectors_and_activities/transport/indicators/consequences/air_pollutants/TERM_2002_03_AC_Transport_emissions_of_air_polluta nts.pdf [Accessed on 22/05/03].

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CARDIFF COUNCIL CYNGOR CAERDYDD ENVIRONMENTAL SCRUTINY COMMITTEE:

AGENDA ITEM: 3 25th January 2011

CARDIFF STRATEGIC CYCLE NETWORK PLAN

The Strategic Cycle Network Plan

Strategic Cycle Network Plan Proposals

Public Consultation Feedback

Some of the key findings from the public consultation were:

Cardiff Cycle Design Guide

Equality Impact Assessment

Health Impact Assessment

The Committee is recommended to:

Take account of the information received at the meeting, and;

Report any comments on to the Executive for their consideration.

Mike Davies Head of Democratic Services 19th JANUARY 2011

STRATEGIC CYCLE NETWORK PLAN CONTENTS

EXECUTIVESUMMARY ....................................................................................................... 4 INTRODUCTION .................................................................................................................. 5

CYCLING IN CARDIFF BACKGROUND

Existing Cycling Network

Welsh Assembly Government

South East Wales Transport Alliance

Cardiff Cycling Strategy

Thestrategywillbedeliveredthrough41actionsunderthefollowingbroadthemes: CyclingPromotionandAwareness; ImprovingSafety,SecurityandHealth; ImprovingAccessibilityandMobility; ImprovingtheCyclingEnvironment; PlanningandDevelopment;and WorkingwithOtherUsersandInterestGroups.

Draft Cardiff City Centre Cycling Strategy

Cardiff Working Towards a Healthy City

Cardiff Housing Monitoring Schedule

Safer Routes to Schools Activities

SaferRoutestoSchoolsschemeshavebeenimplementedat: LlanrumneyHighSchool; HowellsSchoolLlandaff; BishopofLlandaff; TheCathedralSchool. CorytonPrimarySchool; CantonianHighSchool; YsgolGyfunGyraegPlasmawr;

Smarter Choices Initiatives

Sustrans Making the Most of the Welsh Sustainable Travel Towns

Sustrans Core Cycling Routes Report

Wider Transport Information and Policy

2.16.2 Theaveragedistancetravelledtoworkandthemodalsplitsfromthe2001censusdata aresetoutinTable2.6. Table2.6:TraveltoWorkPatterns

PROPOSED CYCLE NETWORK EVIDENCE BASE

3.2.3 Itisnotedthatanumberofthewardswiththehighestlevelsofcyclingarefoundinthe southernareasofCardiff.Analysisoftheindividualmovementsbetweenwardsshows thatcyclingaccountsfor10.9%and6.5%ofcommutermovementsbetweenRiverside CathaysandCantonCathaysrespectively.

Major Trip Attractors

Proposed Transport Capital Schemes 2010-2011

Road Casualty Data Analysis

Linkupdisjointedcycleroutes; Providemoreoffroadpathsalongsidemajorarterialroutes; ImprovecurrentroutessuchastheTaffTrail,ElyTrailandBayTrail; Provideridesintheparksoraleisureridersclub; Considerfastandslowlanesfordifferenttypesofcyclists; Widenthelanesandpaths;

Signtheoffroadroutesfromthemainroads; Leafletlocalcycleroutesrelevanttoparticularareasandthecitycentre;and Considernamingoridentifyingtheroutes,similartobusroutebranding.

DEVELOPMENT OF THE STRATEGIC NETWORK PLAN

The Prioritisation Process

The Proposed Priority Improvement Programme

Scheme Location Ref

JunctionofFairoakRoad, WedalRoad,LakeRoad West,NinianRoadand ShirleyRoad ExcelsiorRoadbetween WesternAvenueandlinkto TaffTrail

PaththroughCathays Providecontinuouslinkandpermitcycling CemeterybetweenAllanbank RoadandFairoakRoad

Other Identified Mass Action Schemes

MA1 MA2 MA3 MA4 MA5 MA6 MA7 MA8 MA9

Vox Pop Surveys

Interactive Consultation Events

COMMUNITY ENGAGEMENT PLAN

Target Market 1: Young Urban Professionals

Target Market 2: University Students

Universitystudentstypicallyfrequentthefollowinglocations: Universitycampus; Halls,barsandsocialrooms; Studentbarsandclubsinthecitycentre,particularlyatspecificstudentnights;and Studenteventsandcommunalcampusareas,suchastheuniversityshop.

Target Market 3: Parents of Teenagers

ACORNdemographicclassificationsofparentsofteenagersinclude: 9:OlderFamilies,ProsperousSuburbs 29:MaturefamiliesinSuburbanSemis

Parentsofteenagerstypicallyfrequentthefollowinglocations: GardencentresontheoutskirtsofCardiff; Pubquizeventsinresidentialareas; Corporategymsandspas,suchasDavidLloydandFitnessFirst; Localpubsandeateries; Coffeeshops,cinemasandartscentres;and Citycentreshoppingareas.

Target Market 4: The over 50s

TheyalsoformpartofotherACORNgroups,including: 9:OlderFamilies,ProsperousSuburbs; 29:MaturefamiliesinSuburbanSemis.

Theover50stypicallyfrequentthefollowinglocations: Highstreetsandshoppingareas; SupermarketssuchasTescos,SainsburysandWaitrose; Gardencentres,artscentres,cafsandcoffeeshops;and Doortodoorwithintheirlocalresidentialareas.

Target Market 5: Children Aged 8 to 11 and their Parents

Internal/External Stakeholders and Other Interested Parties

Conclusions & Key Recommendations

WelshAssemblyGovernment(WAG)2003.WalkingandCyclingStrategyforWales. WAG,2007.SmarterChoices:WalesFebruary2007. WAG,2010a.AWalkingandCyclingActionPlanforWales20092013. WAG,2010b.ClimateStrategyforWales.

Cardiff's Strategic Cycle Network Plan

Cardiff's Strategic Cycle Network Plan