Cardiff's Strategic Cycle Network Plan

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CARDIFF COUNCIL AGENDA ITEM: 3CYNGOR CAERDYDD

ENVIRONMENTAL SCRUTINY COMMITTEE: 25th January 2011

CARDIFF STRATEGIC CYCLE NETWORK PLAN

Background

1. It has long been recognised that there are opportunities to improve Cardiff’s cycling

network. An improved cycle network is regarded as an important element in supporting

Cardiff’s 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:

• 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.

3. 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 Cardiff’s

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

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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

UK’s 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.

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• 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,

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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, Pen-

y-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.

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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

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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.

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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.

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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 Services19th JANUARY 2011

CARDIFF CYCLE NETWORK

The Plan

Cardiff Council Strategic Cycle Network Plan

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STRATEGIC CYCLE NETWORK PLAN

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................ 43 6 ..................... 43 6.2 43 6.3 Target Market 2: University Students........................................................................................................ 45 6.4 Target Market 3: Parents of Teenagers ..................................................................................................... 47 6.5 Target Market 4: The over 50’s.................................................................................................................. 49 6.6 Target Market 5: Children Aged 8 to 11 and their Parents ........................................................................ 51 6.7 Internal/External Stakeholders and Other Interested Parties ................................................................... 53 6.8 Conclusions & Key Recommendations....................................................................................................... 54

7.0 REFERENCES ..................................................................................................................... 55

CONTENTS EXECUTIVE SUMMARY .....................................................................................

01. INTRODUCTION ................................................................................................ 1.1 Background, Scope and Study Structure...............................................................................

2. CYCLING IN CARDIFF – BACKGROUND ...........................................................0 ..2.1 Existing Cycling Network.......................................................................................................2.2 Welsh Assembly Government...............................................................................................2.3 South East Wales Transport Alliance ....................................................................................2.4 Cardiff Cycling Strategy.........................................................................................................2.5 Draft Cardiff City Centre Cycling Strategy.............................................................................2 Cardiff Working Towards a Healthy City .............................................................................. ..2 Cardiff Housing Monitoring Schedule.................................................................................. ..

.2. Cycle Hire...................................................................... .......................................................2. Safer Routes to Schools Activities.........................................................................................2. Smarter Choices Initiatives ...................................................................................................2. Travel Plans...........................................................................................................................2. Sustrans ‘Making the Most of the Welsh Sustainable Travel Towns’ ....................................13 Sustrans ‘Core Cycling Routes’ Report..................................................................................

2.14 Development Opportunities .................................................................................................2.15 Wider Transport Information and Policy ..............................................................................2.16 Demographics .......................................................................................................................

3.0 PROPOSED CYCLE NETWORK – EVIDENCE BASE ..............................................3.1 Cycling and Traffic Flows.......................................................................................................3.2 Cycling to Work.....................................................................................................................3.3 Cycling to School....................................................................................................................4 Major Trip Attractors ............................................................................................................

3.5 Proposed Transport Capital Schemes 2010‐2011.................................................................3.6 ..

Market Analysis ..................................................................................................................Road Casualty Data Analysis ...............................................................................................

3.7 ..3.8 Stakeholder Workshops........................................................................................................

4.0 DEVELOPMENT OF THE STRATEGIC NETWORK PLAN ......................................4.1 Methodology ........................................................................................................................4.2 The Prioritisation Process .....................................................................................................4.3 The Proposed Priority Improvement Programme.................................................................4.4 Other Identified ‘Mass Action’ Schemes...............................................................................

5. CONSULTATION..............................................................................................0 ..5.1 Introduction..........................................................................................................................5.2 Vox Pop Surveys....................................................................................................................5.3 Interactive Consultation Events............................................................................................5.4 Consultation Results .............................................................................................................5.5 ..Consultation Conclusions....................................................................................................

6.0 COMMUNITY ENGAGEMENT PLAN ...................................................................1 Introduction..........................................................................................................................

Target Market 1: Young Urban Professionals ............................................................................................

Cardiff CouncilStrategic Cycle Network Plan

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APPENDICES

uded in a separate document: e Map

y

le Travel City Walking and Cycling Network Cycling Routes’ Report (Sept 2010) apid Transit Route

ff hool Analysis

More Pupils Cycling To School Scheme Progress Report

(3 Year)

mary )

Appendix 20b – Prioritisation Framework (Scheme Reference Order) Appendix 21 – Public Consultation Survey Questions Appendix 22 – Consultation Responses ‐ Summary Appendix 23 – Community Engagement Plan – Summary of Actions

The following appendices are inclAppendix 1 – Existing Cardiff CyclAppendix 2a – Road Network HierarchAppendix 2b ‐ Existing Traffic Calmed Streets Appendix 3 – Cycle Strategy Actions Contributed to by Network Plan Appendix 4 – Cardiff Housing Monitoring Map Appendix 5 – Sustrans Cardiff SustainabAppendix 6 – Sustrans ‘Core Appendix 7 – Potential Bus RAppendix 8 – Demographic Profile Appendix 9 – Ward Boundary Map Appendix 10 – Traffic & Cycle Count Location Plan Appendix 11 – Traffic and Cycle Flow Data CardiAppendix 12 – Cycling To Work & ScAppendix 13 – Schools With 10 orAppendix 14 – 2010/11 CyclingAppendix 15 – Cycle Collision PlotAppendix 16 – Market Research Report Appendix 17 – Cardiff ACORN ‘Types’ Appendix 18 – Online Survey Responses Appendix 19 – Stakeholder Workshop SumAppendix 20a – Prioritisation Framework (Highest Score Order


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This report is also available in Braille and audio formats upon request.


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EXECUTIVE SUMMARY

luding route Network Plan’ will

ardiff.

in Cardiff etailed ‘evidence base’ was assembled using a

wide range of information including cycle casualty data, traffic and cycle flow figures, school

new cyclists. ’s population groups most

and mapped. An extensive site audit was vement, and

tial schemes ption of the

otential benefits to cyclists ctiveness. To ers, and the

ork Plan and the potential schemes were

d up and a ed in priority e variety of

proposed d, to tackle existing road

es and so on. Engagement with the Cardiff Access Focus Group and ge to ensure of those with Plan has also

the

en produced. to the design and provision of cycling infrastructure in

Cardiff, based on best practice. Both the plan itself and the Design Guide have undergone an extensive Equality Impact Assessment (in conjunction with the Cardiff Council Access Focus Group) and a Health Impact Assessment (in conjunction with the Public Health Team and the Sustainable Development Unit). This work provides the basis for the delivery of an effective programme of measures over the next five plus years in Cardiff, to help ensure that cycling is chosen by more people more often.

As part of a series of initiatives to improve the cycling environment (incmaintenance, cycle parking, cycle training and signage) this ‘Strategic Cycleassist in the identification of schemes for future investment in cycling facilities in C

A review of a wide range of relevant background data relating to transport and cyclingand the surrounding area was undertaken. A d

census data and feedback from stakeholder workshops.

Detailed work was also carried out to determine the ‘target market’ for potentialThis used the ACORN database (a geo‐demographic tool which segments the UKinto small neighbourhoods and classifies them into 56 ‘types’) and enabled thoselikely to start cycling, or to cycle more, to be identifiedundertaken to highlight sections of the existing cycle network that required improto identify gaps in existing provision which needed to be filled.

A ‘skeleton’ network based on the above work was produced and a list of potenwas appraised through a Prioritisation Framework. This listed a brief descriproposed scheme, advantages and disadvantages, and scored the pbased on the 5 criteria of: Convenience, Accessibility, Safety, Comfort and Attrathis were added the potential to induce modal shift, impact on other road uspotential ‘risk to delivery’ which may be associated with the particular scheme.

All of the resulting schemes were plotted onto an outline of the Strategic Netwfurther site work was then carried out to assess whether deliverable. A final list of proposed schemes for development was then costeshortlist produced. In total 104 projects have been identified for progression, listorder. An extensive process of consultation was then carried out with a widstakeholders. The total value of schemes identified is approximately £6.5m.

A number of complementary initiatives have also been identified in addition to thecycling infrastructure plan. A series of ‘mass action’ programmes are suggesteproblems such as barriers on cycle routes, providing flush kerbs for cyclists at closures, signing of key routthe Council’s Equality and Diversity team was undertaken at the development stathat, as far as possible, the Strategic Cycle Network Plan meets the requirements disabilities. As well as the proposed infrastructure plan, a Community Engagementbeen produced, which helps to focus future Smarter Choices interventions to maximisenumber of potential new cyclists.

In addition to this Strategic Cycle Network Plan, a Cycle Design Guide has also beThe Design Guide defines an approach


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1.0 INTRODUCTION

ets out the Cardiff Strategic Cycle Network Plan. The aim of the

Informed by an understanding of existing travel patterns in the city including cycling

prevent people who do not currently cycle from doing so;

people not do not currently cycle;

gh the Council’s Smarter

• Fully integrated with the Council’s Safe Routes to Schools programme;

ity Centre as undertaken;

local trip ge of different needs and which serves to

routes to be ped and necessary supporting infrastructure;

off road guidance and good practice, but which

twork users ity;

s the impact ds;

raints to network development and solutions to tackle such

tunities arising from planned developments velopment Plan;

Identify packages of small scale improvements to the network as well as larger route development schemes;

• Include a phased programme of network development, including priorities for delivery based upon defined criteria; and

• Identify budget costs for infrastructure development.

1.1 Background, Scope and Study Structure

1.1.1 This document sNetwork Plan is to be:

•use;

• Informed by an understanding of factors that

• Based on a review of Cardiff’s existing cycling network;

• Informed by the views and aspirations of local cycling groups andaffiliated to such groups including people who

• Fully integrated with actions to encourage cycling throuChoices programme including travel plan development;

• Expand on work undertaken including cycling proposals for Cardiff Cwell as other strategy and study documents

• Define a comprehensive core strategic cycle network focussing on keydestinations/generators, catering for a ranencourage people to cycle who do not already do so;

• Identify potential extensions and improvements to existing routes, newdevelo

• Define an approach to design and provision of both on road andinfrastructure that draws upon establishedis appropriate to Cardiff and the needs of existing and potential new nein the c

• Include an Equality Impact Assessment which comprehensively assesseof the strategic cycle network on all equality stran

• Identify potential constconstraints;

• Identify network development opporand allocations within the Council’s Local De

•


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ped/improved and delivery over a five year timeframe.

levant policy and current trends in cycle use and looking at the

is to be have been l markets for

uilds up the different layers of information which are required in sult in more

which was carried out in order to identify both routes and progression,

he Strategic Cycle Network Plan;

s undertaken and network

a Community Engagement Plan, focusing on the means of communicating Cardiff’s cycling and other smarter choices options to the different target markets identified. This also recommends proposed locations for communications with target markets and the methods that could be used to communicate with them.

1.1.2 This plan will define a core network of routes and links to be develooutline a prioritised Programme for network

1.1.3 The structure for this document is as follows:

• Section 2 provides a background to cycling in Cardiff, highlighting redocuments, examining previousexisting provision for cyclists in the city;

• Section 3 provides the ‘Evidence Base’ upon which the network plandeveloped and demonstrates why particular schemes or projectsidentified for progression. It looks in detail at the different potentianew cyclists, and border to produce a network of routes which are most likely to repeople cycling in Cardiff;

• Section 4 outlines the workimprovements to existing cycle facilities, and also potential newschemes. It also provides a prioritised list of proposed schemes forand t

• Section 5 outlines the consultation and engagement process that waon the Draft Cycle Network Plan in order to arrive at the final report plan; and

• Section 6 presents


2.0 CYCLING IN CARDIFF – BACKGROUND

d be the anaging the b in the City

Infrastructure ing transport

e programme of ‘soft’ measures which focus on embedding sustainable travel behaviour and promoting new sustainable

‐in’ the benefits of modal shift.

In March 2009 the Welsh Assembly Government announced that Cardiff woulfirst Sustainable Travel City in Wales. The initiative is focussing on mpressures on the transport system and creating a sustainable transport huCentre, by integrating access by public transport, walking and cycling. improvements include modernising and making better use of the existsystem, which is supported by a comprehensiv

transport facilities to ‘lock

2.1 Existing Cycling Network

2.1.1 The existing cycling network is made up of both on‐road and off‐road routes and is shown in Appendix 1. The off‐roa

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d routes are predominantly traffic‐free paths such as the ‘River Valley’ routes (Taff Trail, Ely Tail and Rhymney Trail), with some off road cycle tracks adjacent to busy roads. There are also sections where cyclists are advised to walk their bicycles and ‘shared space’ areas where cycling is permitted. The on‐road routes are designated as signposted (blue) and advisory (yellow) cycle routes. Main road routes are sometimes supplemented with cycle lanes or bus and cycle lanes and there are also a small number of cycle contra‐flows.

2.1.2 Additional infrastructure that benefits cyclists and that is represented on the cycling map includes cycle parking locations, Toucan and pedestrian crossings and cycle shops. Advanced stop lines (ASLs) are provided to give cyclists priority on approaches to a number of signalised junctions at various locations around the city. Cardiff also benefits from its position at the foot of the National Cycle Network Route 8 (The Taff Trail) which runs north‐south between Cardiff and Holyhead. The three strategic ‘River Valley’ routes provide important opportunities for leisure and recreational cycling, as well as serving commuter trips.

2.1.3 Cardiff Council’s target for implementing the first 103.18km of Cardiff’s Strategic Cycle Network was achieved (LTP Performance Indicator 7), a year in advance of the 2008 target.


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roads in ute between yclists as the mprehensive years. This

with 20mph zones in some areas. Many of the traffic calmed streets offer useful routes for cyclists, with all of the traffic calming measures shown in Appendix 2b.

g and Cycling decline of aimed to out the

provided a ll as general numbers of

sembly Government also launched the the actions eational and

2.2.2 In October 2010, the Welsh Assembly Government produced their “Climate Strategy for Wales” (WAG, 2010). This recognises that transport is an area where the individual can

larly through making smarter choices for local cling.

ing guidance region.

as part of its with [the

identified economic and transport] problems, by significantly increasing the share of reducing the Walking and tegic themes

and a forward timetable.

2.3.2 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

2.1.4 The road hierarchy in Cardiff is shown in Appendix 2a. Many of the principalCardiff are heavily trafficked, although they do often provide a direct rotrip origins and destinations and are therefore used by more confident cquickest route between destinations. Cardiff has implemented a coprogramme of traffic calming works throughout the city over the last 10 – 15has used a combination of road humps, speed cushions and narrowings,

2.2 Welsh Assembly Government

2.2.1 In December 2003, the Welsh Assembly Government published its WalkinStrategy for Wales, (WAG 2003). The vision of the Strategy was “to halt thewalking and cycling and to increase their role in how we travel in Wales” and“maximise the opportunities afforded by walking and cycling and to pointdisadvantages of using private cars, particularly for short journeys.” Itframework for the development of walking and cycling in Wales, as weguidance on how to encourage, promote and provide for increased journeys using these modes. The Welsh AsWalking and Cycling Action Plan for Wales 2009‐2013 which detailedrequired to achieve six walking and cycling targets relating to adult recrnon‐recreational trips and children travelling to school.

do much to reduce emissions, particujourneys. The Strategy supports initiatives to promote more walking and cy

2.3 South East Wales Transport Alliance

2.3.1 The South East Wales Transport Alliance (Sewta) provides the over‐archwithin the ten authorities (including Cardiff) who make up the South East WalesIn July 2006, Sewta launched its Cycling and Walking Strategy (Sewta 2006)Draft Regional Transport Plan. The goal of this Strategy was to ‘get to grips

journeys made by walking and cycling in south east Wales and thereby impact of travel upon the environment and improving public health.’ TheCycling Strategy also details actions on cycling and walking under six straas well as providing details on the delivery mechanisms, responsibility for delivery


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areas of gh levels of overcome by e problems better use of cycling were

listed as having a crucial part to play in this alternative approach and the purpose of the ely.

2.3.3 The subsequent five on the role of cycling, listed as:

, particularly cycling and public transport;

2. To increase the proportions of trips undertaken by walking, cycling and .

2.4

Cardiff Council produced a comprehensive Cycling Strategy in 2007. The main aim was:

significant traffic congestion and environmental pollution. Meanwhile, in largethe valleys, access to employment and services is poor and there are hisocial deprivation. Sewta recognised that these major issues will not be simply adding new road capacity and that sustainable solutions to thidentified will necessarily involve reducing the need to travel and making existing transport facilities to meet local accessibility needs. Walking and

Strategy was to define the ways in which they can contribute most effectiv

RTP lists eight key roles for Sewta’s activities and investment over the years. Priorities one and two focus heavily

1. To improve access for all to services, facilities and employmentby walking,

public transport

Cardiff Cycling Strategy

2.4.1

To provide for, promote and increase cycling as an enjoyable, safe and healthy activity for people of all ages and abilities and to reduce dependency on the car.

2.4.2 The strategy will be delivered through 41 actions under the following broad themes:

ness;

and Health;

t; and

how this Cycle Network Plan will directly contribute to the various the Sewta

ery of which plan. These

clude:

• CS13 The Council will continue to roll out its school cycling proficiency programme, on‐road training and adult safety training courses.

• CS25 The Council will continue to review all barriers provided to prevent cycle tracks being used by powered two wheelers in order to conform to the Disability Discrimination Act.

• Cycling Promotion and Aware

• Improving Safety, Security

• Improving Accessibility and Mobility;

• Improving the Cycling Environment;

• Planning and Developmen

• Working with Other Users and Interest Groups.

2.4.3 Appendix 3 shows Cycle Strategy actions. These actions are also linked wherever feasible toWalking and Cycling Strategy actions.

2.4.4 The Cycling Strategy also includes a number of actions the continued delivwould complement the benefits of the schemes identified in this networkstrategy actions in


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lead to recreational

osed Council schemes, to ensure that the needs of cyclists are understood and taken

signs, e appropriate and will seek to reduce street

furniture clutter by amalgamation of signs, removal of poles etc. where appropriate in order to improve the quality of cycle routes.

centre was ved cycling

d a range of measures to promote cycling and increase the modal area covered major trip attractors

and the

ependent Equality Impact Assessment should be undertaken on any

• The implementation of a 20mph zone on “appropriate streets” should be

• The Department for Transport’s Hierarchy of Provision and the London Cycling s should be followed;

allation of mandatory cycle lanes on Castle Street;

facility adjacent to the road along Boulevard de Nantes;

omote cycle

across the city to address existing and future demand.

2.5.3 The Draft Cardiff City Centre Cycling Strategy also reported on the 18‐month 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, this will be reviewed at a later date.

• CS30 The Council will develop and clearly sign routes that facilities or link to the more rural areas to make them accessible to cyclists.

• CS34 The Council will continue to undertake cycle audits of all prophighwayinto account.

• CS35 The Council will endeavour to provide increased numbers of cyclinginformation points and lighting wher

2.5 Draft Cardiff City Centre Cycling Strategy

2.5.1 A draft Cycling Strategy to increase cycling specifically in Cardiff citydeveloped in January 2010. The strategy considered both improinfrastructure anshare of cyclists in Cardiff city centre. The strategyincluding: the retail centre, Cardiff Central and Cathay’s railway stationsMillennium Stadium.

2.5.2 The Strategy’s main conclusions and recommendations were:

• An indproposals to permit cycling in vehicle restricted areas;

considered;

Design Standards and matrix of cycle facility solution

• The inst

• A segregated cycle track adjacent to the road on Adam Street;

• A cycle

• The Council should work with organisations in the city centre to prparking; and

• The installation of new cycle stands


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2.6 Cardiff Working Towards a Healthy City

out plans to its aims is to

fit and healthy by promoting factors that can help develop and maintain a healthy lifestyle’.

gives details g sites within the authority with planning permission (CC, 2010). Sites with 10

or more dwellings are shown in a Housing Monitoring 2009/10 Plan, reproduced in 4.

09. Operated around the city centre

r no cost for the initial thirty minutes and then paid must pre‐register either through the Internet or by sing a valid credit or debit card.

mpany, ff who ’ with a

ted cycles for hire for disabled adults and children, as well as

wer has two centres, one in Pontcanna near the city

and demand volving trips

has been developing Safer Routes to School projects to reduce parents and pupil’s 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 parking is prohibited, traffic calming measures and cycle storage facilities installed, new cycle lanes introduced and on‐road cycle training for school pupils provided. On‐road cycle training is also being provided by the Council’s Road Safety Team.

2.6.1 Cardiff Council’s second Health, Social Care and Well Being Strategy setsimprove the health of its citizens (Cardiff Health Alliance, 2010). One of keep ‘people

2.7 Cardiff Housing Monitoring Schedule

2.7.1 Cardiff Council’s Housing Monitoring Schedule, published in March 2010,of housin

Appendix

2.8 Cycle Hire

2.8.1 Cardiff Council launched a bicycle hire scheme in the city in September 20by OYBike, the scheme has 106 bicycles stationed at 17 locations(as of Jan 2011), that can be hired fofor on a sliding rate after that. Userscalling the OYBike registration line u

2.8.2 There is also a not‐for‐profit coPedal Power, operating in Cardiprovide an ‘accessible cycling centrerange of specially adap

conventional hire bikes. Pedal Po

centre and one in Cardiff Bay.

2.9 Safer Routes to Schools Activities

2.9.1 Safer Routes to Schools projects are an important traffic management restraint initiative, with approximately 20% of all peak time traffic intransporting children to and from school. Cardiff Council

http://www.cardiffpedalpower.org/cycle_hire/accessible_cycling.htm


Page 12 of 57

Safer Routes to Schools schemes have been implemented at:

ary School;

ol Llandaff; ool;

ff; • Ysgol Gyfun Gyraeg Plasmawr;

• The Cathedral School.

for Wales in our of more

G, 2007). that if

an intensive ten‐year plan to promote and implement Smarter Choices schemes is and overall

el options to more effectively and targeting transport advice and

this Cycle nsulting with

Choices programmes have h buses and t tows a bike e Trains, the

Sustrans have been working with 18 schools in Cardiff (17 primary schools and 1 . A range of as bike fun

ute planning lessons. The scheme primarily targets children aged 9 to 12 years.

231 events during the 2009/10 academic year (September 2009‐July encouraging results. The proportion of pupils cycling regularly (once a week

o 30% by the

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 condition of planning permission’ (Action CS38), (CC, 2007).

2.9.2

• Llanrumney High School; • Coryton Prim

• Howell’s Scho • Cantonian High Sch

• Bishop of Llanda

2.10 Smarter Choices Initiatives

2.10.1 The Welsh Assembly Government published a Smarter Choices Guide which they recommended 19 options to influence travel behaviour in favsustainable transport modes such as the train, bus, bicycle or walking (WABased on research undertaken by the Department for Transport, it is suggested

undertaken, then significant reductions in urban and rural peak hour traffictraffic volumes could be achieved.

2.10.2 Smarter Choices include providing more focused information about travpeople, marketing those options services to particular groups of the population. The market research forNetwork Plan meets the objective of Smarter Choices by identifying and cotarget markets, as discussed in Section 5.

2.10.3 The document also cites case studies where Smarterbrought a measure of success, including the integration of cycling wittrains, such as the Beacons bus from Cardiff to Garwant and Brecon thatrailer on which up to 24 cycles can be stored, or the Vale of Glamorgan Bikcycling equivalent of the Walking Bus initiative for journeys to school.

2.10.4 secondary school) since September 2009 as part of the ‘Bike It’ initiativeevidence‐based activities have been delivered through the scheme suchshows, Dr Bike events, roller cycle races and ro

2.10.5 ‘Bike It’ organised2010) with or more) to the targeted schools rose from 11% at the start of the year tend, with 13% of pupils now cycling every day (up from 3%).


2.11.2 Engaging local employers, develope

schools to develop and implement Travis one way of encouraging people to susing more sustainable modes of travereduce reliance on the private car. Differenttypes of Travel Plans can be preparedschools, reside

rs and el Plans witch to l and to

for

ntial sites, sites with more than

r 2008 Travel Plan Strategy to of travel plans (CC, 2008):

eness of sustainable transport;

certain new

s stages of and a further 19 school Travel

Plans under development. Cardiff Council has also completed Travel Plans for the offices at Bessemer Close, Brindley Road, City Hall, County Hall and the Willcox House

p to £10,000 to

le towns in of the Welsh that the key rter choices

2.12.2 To support the promotion of increased trips by foot and bicycle, Sustrans provided a map with the report that indicated journey‐time isochrones in 10 minute increments for both these modes of travel. The map, ‘Cardiff Sustainable Travel City Walking and Cycling Network Map 2010’ also highlights the key trip generators in Cardiff and is attached in Appendix 5.

one occupier (such as business parks), proposed developments, etc.

2.11.3 Cardiff Council set out the following themes in theiencourage development

• Improving promotion and awar

• Working with others;

• Completing Council office Travel Plans;

• Promoting uptake of school Travel Plans;

• Promoting the benefits of voluntary Travel Plans to local employers; and

• Development Control requiring a Travel Plan when considering developments.

2.11.4 At the end of 2009 there were 28 employer Travel Plans at varioudevelopment, 32 schools with submitted Travel Plans

and Global Link Buildings. The Council have also offered grants of uassist organisations in putting their Travel Plans into effect.

2.12 Sustrans ‘Making the Most of the Welsh Sustainable Travel Towns’

2.12.1 The Welsh Sustainable Travel Towns (STT) project was established to enabWales to become exemplars of sustainable transport. ‘Making the Most Sustainable Travel towns’ report, (Sustrans, 2010 Report 1) sets out measures are a combination of both infrastructure changes and smameasures.

Page 13 of 57


Page 14 of 57

2.13 Sustrans ‘Core Cycling Routes’ Report

ggests seven sections and

some on‐road links) with

• The Taff Trail: Tongwynglais to the City Centre, linking Radyr, Llanaff North,

Riverside;

Bay and the

ntral Station

ays and the

, Llandaff, the Taff Trail, Gabalfa,

yn, Park and

ns with the hese include, for

example, good links across rivers or railway lines which currently form barriers to cycle passage. The plans also highlight where there are wide footways available which may

shared use, where there are current gaps in provision, or d use.

the network eements can cycle access. jor housing tional cycling is likely to be r to increase

ple to choose cycling over the car for their everyday journeys.

2.14.2 Experience from the English Cycling Towns programme shows the importance of developer contributions benefits from a well‐developed cycle network plan and good relationships between transport / cycle planning officers and Planning & Development Control teams. It is envisaged that this Strategic Cycle Network Plan will be useful in the negotiation of developer contributions for new cycling infrastructure, as part of future developments in the city.

2.13.1 The Sustrans ‘Core Cycling Routes’ Report (September 2010 update) sucore routes in Cardiff that presently comprise of both established potential sections of cycle routes (mostly off‐road but with the aim of establishing continuous cycle routes. The routes studied were:

Llandaff, the Ely to Heath Park Route, Maindee and Pontcanna;

• The Ely to City Route, linking Ely with Leckwith, Cardiff City Stadium and

• The Cardiff Bay Circular Route, linking Cardiff City Centre to Cardiff Barrage;

• The Tremorfa Route, linking Tremorfa Park and Splott to Cardiff Cesouth of the main railway line;

• The Roath Brook Route, linking Llanishen, Cyncoed, Roath Park, Cathcity centre via the Cardiff Gate Route;

• The Ely to Heath Park link route, linking FairwaterBirchgrove and the University Hospital of Wales; and

• The Cardiff Gate Route, via part of the Rhymney Trail, linking PentwRide Sites, Rhymney, Llanrumney, Newport Road and Splott.

2.13.2 Each of the above routes is shown in Appendix 6 on annotated planumbered markers representing particular points of interest. T

be suitable for conversion towhere existing paths are overgrown or of insufficient width to permit share

2.14 Development Opportunities

2.14.1 New developments offer a significant opportunity to improve or increaseof facilities for cyclists through the planning process. Section 106 Agrrequire developers to contribute to cycling infrastructure to improveAppendix 4, (the Cardiff Housing Monitoring Map), shows the madevelopment areas within the city where there may be potential for addifacilities to be provided. The map is also useful in identifying where therea future requirement for the city’s cycling network to penetrate, in ordethe potential for peo


Page 15 of 57

declared as nvironment Act 1995. The areas and the pollutants

declared

le 2.10: Air Quality Management Areas

2.15 Wider Transport Information and Policy

2.15.1 Air Quality Management Areas (AQMAs): Cardiff contains four areasAQMAs under Part IV of the E

are shown in Table 2.10 below.

Tab in Cardiff

AQMA Name AQMA Description Pollutant(s) declared

Newport Roa port Road Nitrogen Dioxide NO2 d A number of residential properties along the A4161 New

Cardiff West ridge Roaddiff

Dioxide NO2 A number of residential premises along the A48 (Cowb West, NitrogenWestern Avenue) and A4119 through Llandaff Village (Car Road).

The Philog mber of residential premises along the A470 (Manor Way), The Philog, Birchgrove Road and Caerphilly Road

Nitrogen Dioxide NO2 A nu

St Mary Mary Street, and properties on either side of Nitrogen Dioxide NO2 Street An area encompassing Stthe road.

Public Transport Provision – Bus

2.15.2 Cardiff has a network of local services run by operators including Cardiff Bus, ted for approximately 12.5% of journeys

). Cardiff also has three bus‐based Park and Ride services

• Stadium‐Leckwith.

a Bus Rapid Report as of

2.15.4 Cardiff is served by an extensive network of suburban railway stations as well as Cardiff Central which provides services to major destinations including London, Swansea,

he Midlands. Patronage figures for rail travel in the city have been s to work in

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 provided in Appendix 8 with a summary of the key points from the 2001 census set out below.

• Cardiff has a higher proportion of the 0‐14, 15‐24 and 25‐44 age groups than Wales as a whole;

Stagecoach, and First Cymru. Bus travel accounto work in Cardiff (2008located at:

• Cardiff East – Pentwyn Interchange‐Dumfries Place;

• Cardiff South – County Hall;

Cardiff West – Cardiff City

2.15.3 The Council are also currently reviewing a previously proposed route forTransit (BRT) system for Cardiff. The proposed route in the Feasibility August 2010 is shown in Appendix 7.

Public Transport Provision – Rail

Bristol and tincreasing since 1998 and accounted for approximately 3.8% of journeyCardiff in 2008.

2.16 Demographics


Page 16 of 57

to the rtion of those in full time education is

s, with 29.7% of Wales.

2.16.2 The average distance travelled to work and the modal splits from the 2001 census data are set out in Table

Table 2.6: Travel Work Patterns

• 55.5% of 16‐74 year olds in Cardiff are economically active, which is similarWales average of 55.2%. However, the propohigher (4%), compared to the rest of Wales (2.3%); and

• Car ownership in Cardiff is lower than across the rest of Walehouseholds in Cardiff not owning a car or van, compared to 26% across

2.6.

to

Demographic Cardiff Wales

Average distance of travel to work (km) 11.25km (7 m 82km (9.2 miles) iles) 14.

Travel to work by train (%) 2,664 (2.0 ,316 (1.29%) 4%) 15

Travel to work by bus (%) 14,266 (10 2,322 (5.25%) .95%) 6

Travel to work by car / van / taxi (%) (56.29% (61.73%) 73,329 ) 732,338

Passenger in car / van / taxi (%) 9,299 (7.14%) 106,256 (8.98%)

Travel to work by bicycle (%) 3,514 (2. 6,389 (1.38%) 7%) 1

Travel to work by motorcycle (%) 776 (0.6%) 8,888 (0.75%)

Travel to work on foot (%) 17,196 (13.2%) 122,732 (10.35%)

People who work mainly from home (%) 8,691 (6.67%) 115,323 (9.72%)

2.16.3 The 2001 Census data above indicates that the proportion of people traveby cycle is higher in Cardiff than Wales as a whole. Wales matches the NorthEngland in having the lowest proportion travelling by bicycle (1.4%), compwide average of 3%. The Cardiff Council’s 2009 Transpor

lling to work East of

ared to a UK‐t Annual Progress Report also

shows an increase in cycling in Cardiff since the 2001 census. The Ask Cardiff survey showed that the proportion of people cycling to work in Cardiff has increased between 2001 and 2008 to around 5.8%. Appendix 8 contains further detail on Cardiff’s demographics and a Ward Boundary Map is included as Appendix 9.


Page 17 of 57

3.0 PROPOSED CYCLE NETWORK – EVIDENCE BASE

il using data were

2009 at 40 locations, with each survey site defined

al Area): 10 locations;

• River Taff Screenline: 8 locations;

ous locations during the AM and PM peaks and also over the 12 hour daytime period

(07:00‐19:00). The site‐specific data forms a key part of the evidence base for this all flows for each area are summarised

abl pt er/O r 20 vera ‐W ws

3.1 Cycling and Traffic Flows

3.1.1 Traffic and cycling flow trends in Cardiff are monitored by Cardiff Councrecorded at several survey locations across the city. Classified traffic surveysundertaken in September/Octoberwithin one of the following four areas:

• City Centre Cordon (Centr

• Cardiff Bay Cordon: 8 locations;

• County Cordon: 14 locations.

3.1.2 A map of these survey locations is attached in Appendix 10.

3.1.3 This survey data provides an indication of the traffic and cycle flows at variacross the city

survey cycle plan and is attached as Appendix 11. The over

below:

T e 3.1: Se emb ctobe 09 A ge Two ay Flo

AM Peak ‐09:00) (08:00 PM (16:30 Peak ‐17:30) 12 Hour (07:00‐19:00)

Cardiff Survey Area Traffic Cycles Traf fic Cycles Traffic Cycles

City Centre Cordon 12,13 4 1 62 3,967 8 43 3,187 559 119,5

River Taff Screenline 18,407 216 18,198 283 167,620 2,032

Cardiff Bay Cordon 5,600 190 5,628 149 49,199 1,218

County Cordon 35,324 63 31,617 71 302,546 540

Total 71,469 912 68,630 1,062 638,927 7,757

3.1.4 Analysis of trends in traffic and cycle flows can be seen in the ‘Cardiff CouncilAnnual Progress Report 2009’ (2009 APR) using survey data from theCordon’, the ‘Cardiff Bay Cordon’ and the ‘River Taff Screenline’. The Proshows that

Transport ‘City Centre gress Report

traffic flows within the ‘City Centre Cordon’ have decreased by 14% between 1994 and 2008 (compared using 5 year rolling averages), whereas traffic flows 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 there has been a general increase in traffic levels in Cardiff over the last few decades, the concentration of vehicular movements may have moved away slightly from the city centre area.


3.1.5 Cycling flows are also monitored using survey data from the same

screenlines. Analysis of this data within the 2009 APR indicates that cyclingthe ‘City Centre Cordon’ and the ‘River Taff Screenline’ have decreased brespectively between 1992 and 2008 (compared using 5 year rolling averaflows within the ‘Cardiff Bay Cordon’ have only been monitored since 20there has

Page 18 of 57

cordons and flows within y 9% and 3% ges). Cycling 07; however

been a noticeable 7% increase in cycling flows between 2007 and 2008 on

en 1996 and ip End Model ove indicate

d and that there may have been a decrease in the number of cycling trips between 1996 and 2008, although these only

classified counts at the cordon/screenline sites.

the 29 Cardiff the

ward boundaries is included in Appendix 9). Details of the total and cycling commuting

3.2.2 An ana shows that on average 3.5% k in Ca does however vary across

wi . g mbers of residents and workers n work.

T 3.2: C g to W ta F the 2 ensus

Cycle to (Jou Origin) Cycle Work (Jo y Destination)

this cordon.

3.1.6 Cycling trips in Cardiff were forecast to grow by approximately 2% betwe2008 and by approximately 3% between 2008 and 2013 by the National Trdeveloped by the Department for Transport. The cycle use trends noted abthat the first growth target may not have been achieve

represent annual

3.2 Cycling to Work

3.2.1 Cycle to work data was analysed foradministrative wards within the unitary authority area, (a plan showing

patterns in Cardiff between wards are shown in Appendix 12.

lysis of the travel to work data from the 2001 census of people cycle to wor rdiff. The uptake of cycling

the city th Table 3 2 detailin the wards with the highest nu cycli g to

able yclin ork Da rom 001 C

Work rney to urne

Ward of Commuting % of Ward of Commuting % of Origin Cyclists commuters Destination Cyclists commuters

Plasnewydd 291 5.3% Cathays 831 3.8%

Riverside 275 7.3% Heath 348 4.7%

Canton 234 4.9% Butetown 247 4.1%

Cardiff Total 3.5%

3.2.3 It is noted that a number of the wards with the highest levels of cycling are found in the southern areas of Cardiff. Analysis of the individual movements between wards shows that cycling accounts for 10.9% and 6.5% of commuter movements between Riverside – Cathays and Canton – Cathays respectively.


Page 19 of 57

s – Newport, Caerphilly, Rhondda Cynon Taf and the Va of Glamorgan, can be seen in Table 3.3.

ble 3.3: Cy t in rities)

3.2.4 The cycle to work data for the four neighbouring authoritiele

Ta cling to Work Da a (Neighbour g Local Autho

Local Authority Commuting Cyclists % of commuters Total Commuters

Caerphilly 15 0.8% 1,981

Newport 47 1.3% 3,627

Rhondda Cynon Taf 30 0.4% 8,521

Vale of Glamorgan 172 1.1% 15,486

Cardiff Total 3,342 3.5% 95,589

3.2.5 The above analysis indicates that there are a significant number of commuters the Vale of

at 41 of the cycling commuters from the Vale of Glamorgan travel to Grangetown with 33 travelling to Cathays.

a more detailed analysis of cycling to work patterns, which was of the Network Plan.

travel data

rrent level of

cycle trips;

a significant

% of primary in Cardiff, travelling

of the 104 schools (13.5%) in Cardiff for which school census data was collected in 2008/09 have 10 or more pupils travelling to school on bicycle.

3.3.3 There are 92 primary and 28 secondary schools located in Cardiff. ‘Mode of Travel’ data from the 2008/09 school census has been analysed for the 82 primary and 22 secondary schools that provided data towards the 2008/09 census (nursery and infant schools have not been analysed). The following summarises the existing school travel situation in Cardiff:

travelling by bicycle to Cardiff from the neighbouring authority of Glamorgan. Further analysis reveals th

3.2.6 Appendix 12 containsused in the development

3.3 Cycling to School

3.3.1 Travel associated with schools generates a substantial number of trips. Pupilfor the schools in Cardiff has been analysed to:

• Provide an overview of school travel in the city and specifically the cucycling to school;

• Determine the schools that currently generate the largest number ofand

• Investigate the schools that could have the potential to generate number of cycle trips in the future.

3.3.2 Analysis of the 2008/9 school census data in Cardiff shows that only 1.4school pupils and 2.0% of secondary school pupils currently cycle to schoolcompared to 46.4% of primary school pupils and 44.8% of secondary pupilsby car. Only 14


Page 20 of 57

774 school pupils in Cardiff schools (19,377 primary pupils and 13,397

hool pupils (270) travel to school on bicycle, with 2.0% of

majority (92.4%) of primary school pupils travel in car (46.4%) or on foot

or on bus

ary and secondary schools in Cardiff that currently have 10 or more pupils travellin elow and plotted on the map in pp 13:

: Schools w gh ve Cycling

• There are 32,secondary pupils);

• Only 1.4% of primary scsecondary school pupils (263);

• The (46.0%);

• The majority (73.5%) of secondary school pupils travel in car (44.8%)(28.7%).

3.3.4 The primg to school by bicycle are shown in Table 3.4 b

A endix

Table 3.4 ith the Hi est Le ls of

Rank School Phase Pupils Cycle Cycle %

1 Secondary 74 4.9% Llanishen High School 1,518

2 lantaf Secondary 939 45 4.8% Ysgol Gyfun Gymraeg G

3 h School Secondary 39 2.8% Whitchurch Hig 1,397

4 School Prim 258 24 9.3% Eglwys Wen Primary ary

5 aeg Plasmawr Secondary 584 22 3.8% Ysgol Gyfun Gymr

6 School Secondary 487 20 4.1% Glyn Derw High

7 Treganna Primary 179 19 10.6% Ysgol Gymraeg

8 Rhiwbina Primary School Primary 495 14 2.8%

9 Pr 194 14 7.2% Ysgol Mynydd Bychan imary

10 l Secondary 582 12 2.1% Cardiff High Schoo

11 Corpus Christi R.C High School Secondary 970 12 1.2%

12 Michaelston Community College Secondary 492 11 2.2%

13 The Bishop Of Llandaff C.W High School Secondary 1,220 10 0.8%

14 Fairwater Primary School Primary 242 10 4.1%

Only 14 of the 104 schools3.3.5 (13.5%) in Cardiff for which school census data was collected is a relatively on bicycle at f (45 cycling

y schools have more than 25 pupils cycling to school.

3.3.6 9 secondary schools have 10 or more pupils travelling to school on bicycle, which means there are at least 13 secondary schools with fewer than 10 pupils travelling on bicycle. Given that the average number of pupils at secondary schools in Cardiff is over 1000 (1043 – January 2010 number on roll data), there would appear to be significant opportunities to increase the level of cycling amongst secondary school pupils.

in 2008/09 have 10 or more pupils travelling to school on bicycle, which low level. There are a noticeable number of pupils travelling to school Llanishen High School (74 cycling pupils), Ysgol Gyfun Gymraeg Glantapupils) and Whitchurch High School (39 cycling pupils). No primar


Page 21 of 57

data for the is reason the

on of pupils cycling to school, with the top ranked primary and secondary schools shown below:

T 3. chools with th he o of Pupils Cycling

3.3.7 It is worth noting that not all schools provided complete ‘Mode of Travel’2008/09 census, therefore absolute numbers may be artificially low. For thschools have also been ranked by the proporti

able 5: Primary S e Hig st Prop rtion

Rank Primary School Pupils Cycle % Cycle

1 ary Schoo 24 Eglwys Wen Prim l 258 9.3%

2 g Treganna .6% 19 Ysgol Gymrae 179 10

3 y School 14 Rhiwbina Primar 495 2.8%

4 Bychan 14 Ysgol Mynydd 194 7.2%

5 10 Fairwater Primary School 242 4.1%

6 School 3.5% 8 Trelai Primary 229

7 St Francis RC Primary School 161 3.1% 5

8 Stacey Primary School 166 3.0% 5

9 St Joseph's R.C Primary School 176 2.8% 5

10 Rhiwbina Primary School 495 2.8% 14

Table 3.6 ith t igh rop ion of Pupils Cycling : Secondary Schools w he H est P ort

Rank Secondary School Pupils Cycle % Cycle

1 School 74 Llanishen High 1518 4.9%

2 Ysgol Gyfun Gymraeg Glantaf 939 4.8% 45

3 Whitchurch High School 1397 2.8% 39

4 Ysgol Gyfun Gymraeg Plasmawr 584 3.8% 22

5 Glyn Derw High School 487 4.1% 20

3.3.8 The Cardiff schools with the highest proportion of pupils cycling to school are also generally the schools with the highest number of pupils cycling. As outlined above, there are several schools with a significant number of pupils and a low level of cycling, which again indicates that there may be potential to substantially increase the level of cycling at these schools. Appendix 12 contains a more detailed analysis of cycle to work and cycle to school data.


Page 22 of 57

through site n with key as such they have been

roughout the development of the Cycle Network Plan. Key trip attractors in the city are sh and are outlined below, grouped under relevant headings:

jor Trip At

3.4 Major Trip Attractors

3.4.1 A variety of major trip attractors within Cardiff have been identified assessments, extensive assessments of relevant data and consultatiostakeholders. These locations attract a significant number of trips, and could have the potential to attract a sizeable number of cycling trips. Theyconsidered th

own on the map in Appendix 5

Table 3.7: Ma tractors

Employment Shopping Education

Forest Farm Industrial Estate ping Centre iversity St David’s Shop Cardiff Un

BBC Cymru Wales Broadcasting Hou ntre Shops (Queen titute Cardiff (UWIC) se City Ce Street) University of Wales Ins

Ty Glas Industrial Estate Shopping Centre of Glamorgan Capitol University

Cardiff Gate International Business Park Queens Arcade Royal Welsh College of Music & Drama

Companies House, Maindy an Hafren Mermaid Quay Coleg Gl

Ely Bridge Industrial Estate Retail Park Cardiff Gate St David’s College

County Hall Ty Glas Retail Park gh School Whitchurch Hi

Welsh Assembly Government Capital Retail Park, Leckwit Llanishen High School h

City Centre Employment Area Cardiff Bay Retail Park The Bishop Of Llandaff C.W High School

Cardiff Bay/Waterside Radyr Comprehensive School

Queen Alexandra Dock

St Mellons/Links Business Park

Hospitals Attraction/Venue Transport

Velindre Hospital ium ark & Ride Millennium Stad Cardiff East P

University Hospital of Wales ns National History useum Cardiff West Park & Ride St Faga M

Whitchurch Hospital Cardiff Castle Cardiff South Park & Ride

Cardiff Royal Infirmary National Museum Cardiff Cardiff Central Bus/Rail Station

St David’s ospital Wales Millennium Centre Cardiff Queen Street Station H

Rookwood tal Cardiff Stadium Hospi

Landough ospital H


Page 23 of 57

3.5 Proposed Transport Capital Schemes 2010-2011

of September 2010 is included in

. A traffic free cycle route between

• Clarence Bridge Crossing and James Street Cycle Lanes. A controlled crossing of

e schemes in have now been completed) included:

crossing at Park

s gate;

Way (2010). One way northbound TRO with contra‐flow cyclist provision;

• High Street/St Mary Street (2010). ‘Pedestrian friendly environment’ with cyclist

3.5.3 A new bridge has also been recently completed at Pont Y Werin. This forms part of a Sustrans Connect2 project to greatly increase accessibility on foot and by cycle,

. It also enables a 10km circular cycle ride around the Bay

of the summary collision data covering the 10 year period inclusive of 2000 year has

us and slight nward trend

year are remaining at a relatively constant level.

3.6.2 The total number of cyclists involved in collisions each year in Cardiff and the average number of cyclists involved in collisions in each successive three year period from 2000 are shown in Table 3.8 below. The figures shown in brackets are the proportion of total vehicles involved in collisions that year that cyclists represent.

3.5.1 A list of the 2010/11 Cycling Capital Schemes as Appendix 14. The two highest value schemes are listed below:

• North Cardiff Peripheral Cycle Route Phase 2Heol Hir, Thornhill and Llanishen High School (£200,000);

Clarence Road on the east side of the Clarence Bridge (£124,000).

3.5.2 The Draft City Centre Cycling Strategy identifies a number of potential cyclthe city. These schemes (some of which

• Park Place (2010). Cycle facility south of Greyfriars Road withPlace/Greyfriars Road becoming a Toucan;

• Customhouse Street (2010). Cyclists permitted to use bus lanes and bu

• Churchill

provision;

• Westgate Street. Bus routes diverting from High Street/St Mary Street;

• Wood Street. Redevelopment of Stand A at Cardiff Bus Station.

between Penarth and Cardiffarea for leisure users.

3.6 Road Casualty Data Analysis

3.6.1 An analysis – 2009 indicates that the total number of collisions occurring in Cardiff eachbeen steadily decreasing since 2006. When broken down by severity, seriocollisions have also shown a downward trend matching the overall dowfrom 2006. The numbers of fatal collisions each


Page 24 of 57

Table 3.8: 10 year trend of cyclists involved in collisions in Cardiff, 2000‐2009

Year 2000 2001 2002 2003 2004 2005 2006 2007 2008 2009 Ave

№ 101 (5%)

118(6%)

103(5%

75(3 (4%)

)

%)

88

94 (6%

78 (6%)

)

%)

93 83(4%

106(5 (5%) )

94

3 yr Ave

107 99 90 84 94 92 96 87 94

3.6.3 For comparison, road casualty statistics for Wales as a whole were analysthe figures for Cardiff. DfT figures show that in 2009 there were 10,354 roin Wales, of which 403 were cyclists (3.9%). The numb

ed alongside ad casualties

er of road casualties in Wales has usly Injured)

st during the last 3 years idence base.

3.6.5 A number of routes and clusters were identified as having a relatively high number of collisions involving cyclists, with the main routes/clusters summarised in Table 3.9 below: This the Strategic Cycle Network Plan.

: Key Cycle Collision Routes/Cl ers

decreased by 30% since 2002. There were 1,221 KSI (Killed and Seriocasualties in Wales during 2009, of which 84 were cyclists, (7%).

3.6.4 Road collisions in Cardiff that involved injury to a cycli(01/01/2007 to 31/12/2009) were studied in more detail to inform this evThe locations of these collisions are shown on the plan in Appendix 15.

analysis has informed the development of

Table 3.9 ust

Route/Cluster Cycle Collisions

City Road/Crwys Road/Whitchurch Road 15

Cowbridge Road East/Castle Street 14

Newport Road 12

Penarth Road/Clare Road/Lower Cathedral Road 9

Cathays Park area 8

Cathedral Road/Pen‐Hill Road 7

Bute Street 6

Caerphilly Road 6

Pendwyallt Road/Park Road/Penlline Road/Merthyr Road/The Phil 5 og

Lake Road/Ninian Road/Fairoak Rd roundabout 5

James Street/Millennium Centre 5

Fitzalan Place area 4

Pen‐y‐lan Road 4

Grand Avenue 4

Western Avenue/Mill Lane junction 3


Page 25 of 57

3.7 Market Analysis

for planning nting the 18 g Towns and structure to used in the

development of Cardiff’s cycle network. This involves taking a ‘people first’ approach

cle Network g the groups, more often,

has also ntify particular problem areas within the network that are preventing people

from cycling or which are putting current cyclists off from cycling more often. The in full in

ment of this es the target the Cardiff

potential cyclists concern, suggested new network options and an indication of what can be done for each group to overcome

f the ACORN tem used to

of the ents small neighbourhoods, postcodes, or consumer

data. ACORN isations that

and develop profitable relationships and improve business results. The classification also gives a better understanding of places and the people who use them.

3.7.5 Of the 56 ACORN ‘types’, 14 were identified as being the most likely to cycle, or begin to cycle. Using Cardiff’s ACORN postcode database these ‘types’ were then mapped to households in Cardiff. This map is included in Appendix 17.

3.7.1 Cycling England developed the principle of “People, Place and Purpose”cycling facilities, based on their experience of developing and implemeCycling Towns and Cities. This principle was adopted by the English CyclinCities as a useful guiding principle for delivering the right kinds of inframeet the needs of their target markets. A similar approach was

and identifying the ‘hubs’ where these groups can be reached.

3.7.2 Market research was carried out to help ensure that the new Cardiff CyPlan achieves its aim of getting more people cycling. It starts by identifyinor target markets within Cardiff that are most likely to start cycling or cycleand then identifying what their primary barrier to cycling is. Market researchhelped ide

market research undertaken is detailed within a separate report reproducedAppendix 16.

3.7.3 The market research results have been used extensively in the developStrategic Cycle Network Plan. The work as detailed in Appendix 16 outlinmarkets identified, what these groups want and need, specific areas ofnetwork that are causing existing and

their primary barrier to cycling. The market segmentation and analysis odata (described below) also formed an integral part of the scoring sysprioritise the different schemes (see Appendix 20).

3.7.4 ACORN Data Analysis and Mapping: ACORN is a geo‐demographic segmentation

UK’s population which segmhouseholds into 5 categories, 17 groups and 56 types using census provides an understanding of the people who interact with different organcan help organisations target, acquire, manage


Page 26 of 57

ardiff ACORN on their size nsity to start

ften, (as identified within each ACORN group profile and as per s).

3.7.7

Young, professional urban workers: Target Market Number: 51,170 (15.5% of the total

of the total opulation);

e total Cardiff population);

e total Cardiff population;

98 (4.57% of

rget Market internal and

). This group consists of those who including

ns), schools, r organisations that have travel plans aimed

families with pproximately

ket research rviews. A full is included

in Appendix 18. The key facts are

stionnaire was emailed to approximately 400 people using contact details and through

panies, organisations such as rugby clubs, dance clubs and

nts ranged from 17 to 70 years old, with 65% of respondents being 26 to 50 years old;

• 50% of the respondents (420 people) were recorded as cycling everyday as their main form of transport;

• 40% of the respondents (338 people) were recorded as cycling regularly but not every day;

3.7.6 Summary of Key Target Markets: The following descriptions refer to the C‘types’ shown in Appendix 17. These are listed in order of priority based(number of people that exist within these group types) and their propecycling or cycle more onational research indicator

They key markets identified are:

Cardiff population);

Older families with teenagers: Target Market Number: 29,795 (9.02% Cardiff p

University students: Target Market Number: 19,454 (5.89% of th

The over 50's: Target Market Number: 18,032 (5.46% of th

Children aged 8 to 11 and their parents: Target Market Number: 15,0Cardiff’s population are children aged 8 to 11 and their parents); and

Internal and External Stakeholders and Other Interested Parties: TaNumber: Estimate approximately 1,000 (0.3% of Cardiff’s population areexternal stakeholders and other interested partiesare interested in assisting the council in getting more people cyclingcommunity cycling forums, clubs, associations, charities (e.g. Sustracolleges, universities, businesses and otheat increasing modal shift onto more sustainable travel forms.

3.7.8 It is acknowledged that there may be some overlap between the ’older teenagers’ and the ‘over 50s’. The Total Target Market Number is a130,000, representing 40% of Cardiff’s population.

3.7.9 Online Questionnaire: The information gathering aspects of the marinvolved both an online questionnaire and a series of onsite Vox Pop inteanalysis of the survey findings from the responses provided by these groupsin Appendix 16 and the summarised responses are listed below:

• The quesupplied by Cardiff Council and Sustrans, as well as through Facebook,searching for comuniversity blog sites. In total 840 responses were received;

• Responde


Page 27 of 57

% of respondents (82 people) were recorded as cycling only occasionally or not

'speed of the g to a lack of confidence' as their main concerns when it came to

• Over 300 respondents stated that the lack of a bike was stopping them from

cted on‐road ;

factors affecting the level of cycling in Cardiff are; the good rail network, the es for many

work in Cardiff city centre to be the most would be the city

up, ‘does not group, ‘cycle les.

niques were also used to capture the p interviews the general is to capture

at most car erally positive about cyclists and cycling and think it is a good thing,

willing to put ver, another

thread is the feeling that drivers are not sufficiently aware or used to cyclists awareness campaign is needed for them to deal with

cyclists on the road.

them overcome their key barriers to cycling are listed in full by target market and ACORN ‘types’ in Appendix 16

• Provide more off‐road paths alongside major arterial routes;

• Improve current routes such as the Taff Trail, Ely Trail and Bay Trail;

• Provide rides in the parks or a leisure riders club;

• Consider fast and slow lanes for different types of cyclists;

• Widen the lanes and paths;

• 10at all;

• Altogether over 700 respondents stated 'lack of off‐road routes' and roads leadingetting on a bike;

cycling;

• Over the whole survey, lack of off‐road routes, unsuitable/not conneroutes and lack of a bike appear to be the main barriers to more cycling

• Otherease/comfort of driving into the city and acceptable walking timjourneys;

• 50% of people perceived their place ofdifficult to cycle to and 25% thought the train station in Cardiff city centrethe most difficult, making 75% of people who answered the survey statecentre as the least permeable place for cycling;

• In the group ‘cycles everyday’, the majority were male and in the grocycle or has not cycled in over a year’ the majority were female. The sometimes or occasionally’ were evenly split between males and fema

3.7.10 Vox Pop Interviews: ‘Vox Pop’ style interview techthoughts, ideas, perceived and actual barriers to cycling in Cardiff. Vox Poinvolve two people conducting short video interviews, with members ofpublic. Usually the interviewees are filmed in public places, and the aim people giving spontaneous opinions in a chance encounter.

3.7.11 Positive Feedback from Car Users: The Vox Pop interviews indicated thusers were geneven if they do not do it themselves. Of the people asked, many seemed up with some inconvenience if it improved and encouraged cycling. Howecommon and some kind of training or

3.7.12 Actions that were proposed by interviewees that could assist

but included:

• Link up disjointed cycle routes;


• Sign the off‐road routes from the main roads;

• Leaflet local cycle routes relevant to particular areas and the city centre; and

Consider naming or identifying the routes, similar to bus route branding.

keholders to NHS Wales, (Bicycle User orkshop was

, auditors etc. Full k have been

re appropriate.

3.8.2 Figure 3.1 at the Stakeholder Workshop for specific locations that could be improved as part of the Cycle Network Plan:

Figure 3.1: Cardiff cycling stakeholder comments

•

3.8 Stakeholder Workshops

3.8.1 Two workshops were held in July 2010. The first workshop was with key stainform the development of the Cycle Network Plan. Representatives fromCardiff Pedal Power, South Wales Police, Sustrans, Cardiff University BUG Group) and CTC (Cyclists’ Touring Club) participated in this. The second wfor relevant Council officers including designers, engineers, plannersresponses are included in Appendix 19, and the results of this feedbacconsidered in the development of the Strategic Network Plan, whe

and 3.2 summarise the main suggestions made

Page 28 of 57


Page 29 of 57

Figure 3.2:


Page 30 of 57


Page 31 of 57

4.0 DEVELOPMENT OF THE STRATEGIC NETWORK PLAN

the existing ork to serve

journeys. Gaps in provision, suitable schemes and

4.1.2 were initially identified from extensive site work and graded from 1 to 3 as follows.

to form new addition to the draft strategic network.

2 = Some potential though not considered a priority for the 5 year programme.

d scored for Accessibility, modal shift,

y be associated with the particular scheme. The full prioritisation framework, (and detailed scoring criteria), are included as Appendix 20. The initial prioritised list of schemes together

of considerable consultation and Section 5.

routes being sting and potential cycle trips, as identified in

e proposed utes serve a as available cle Network,

have been ow 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 between approximately £800,000 for a traffic calming / mixed priority route treatment down to approximately £1,000 to provide flush kerbs. By reviewing the prioritisation framework (Appendix 20) alongside the proposed Strategic Cycle Network Plan, (Figure 4.1 overleaf), the potential benefits for cyclists in different parts of Cardiff can be quickly identified.

4.1 Methodology

4.1.1 A ‘skeleton’ network was developed with an audit undertaken of infrastructure in areas identified as being key to providing a cohesive netwexisting and potential cycle additional links were then indentified.

A total of 277 potential cycle network improvement schemes

1 = Good potential

3 = Low priority.

4.2 The Prioritisation Process

4.2.1 ‘Priority 1’ schemes were transferred into a prioritisation framework antheir potential benefits to cyclists based on the 5 criteria of: Convenience,Safety, Comfort and Attractiveness, as well as the potential to induceimpact on other road users, and the potential ‘risk to delivery’ which ma

with the draft Network Plan, were the subject engagement with stakeholders. The full consultation process is outlined in

4.3 The Proposed Priority Improvement Programme

4.3.1 The above process resulted in a network of ‘Core’ and ‘Secondary’ developed. The Core Routes serve key exithe Evidence Base Section of this report, and the majority of thimprovement schemes are located on these Core Routes. Secondary Ro‘feeder’ function for the Core Network, to be expanded and improvedresources permit. Figure 4.1 overleaf shows the proposed Strategic Cysuperimposed onto the existing Cardiff Cycle Map.

4.3.2 The proposed Improvement Programme contains 104 schemes whichranked to sh


Page 32 of 57

Figure 4.1 – Strategic Cycle Network Plan


Page 33 of 57

highest scoring schemes, and gives an indication of the types of schemes which are ed:

Top Ten Scoring scheme

4.3.3 Figure 4.2 below lists the top ten propos

Figure 4.2 – s

Scheme Ref

Location Description Score Cost Estimate

MR28

pavers £4,000 Museum Avenue andGorsedd Gardens

Delineate cycle route using e.g. 24

MR20A Colum Road between NRoad and Corbett Road

calming) 23 £450,000 orth

‘Bicycle Street’ treatment (or traffic

TK37 idge R

d junc andth toucan

ings

£250,000 Junction of Cowbrand Western Avenue

oad Convert roundabout to signaliseprovide off road cycle facilities wicross

tion 21

CW33 eeny River Bridge R

e

th for two‐

£200,000 Newport Road betwRhymne

oad

Provide off‐road cycle track on souside using footways and service road

and Colchester Avenu

eastern

way cycle use

19

TK79 the convert 0/11 scheme) +

18 £20,000 Dunleavy Drive (sousection)

rn Widen southern footway and track (Note: part covered by 201sign to make continuous route

to cycle

TK38 st Aven

to south of l Road ; convert

southern footway on remainder of Western d to cycletra

£750,000 Cowbridge Road Webetween Western and Mill Road

ue Construct new foot/cycle bridgebridge over Ely River and realign Miljunction to provide toucan crossings

Avenue to Cowbridge Roa ck

17

MR30 aal Road, Lake Road

West, Ninian Road and Shirley Road

in re comfortable for

17 £25,000 Junction of Fairoak RoWed

d,

Alter roundabout to continental geometryorder to make safer and mocyclists

MR45 r Road betweene and lin

road cycle tracks to ensureToucan sing Trail

existing off road route southward (along eastern side of Western Avenue)

17 £120,000 Excelsio Review offWestern AvenuTaff Trail

k to connectivity and provide new across Excelsior Road to link Taff

Cros to

MR20 Junction of North Road and Alter junction to provide clear crossing of North £45,000 Colum Road Road on to Taff Trail

16

MR23A Path through Cathays Cemetery between Allanbank Road and Fairoak Road

Provide continuous link and permit cycling 16 £50,000

4.3.4 It is intended that the Programme is used to assist in the planning of cimprovements o

ycling facility ver a period of 5 years and potentially longer. A total 104 schemes with

a value of £6.5m were identified from the prioritisation process. It should be stressed 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 should also be noted that the £6.5m does not include the ‘Mass Action’ work outlined in Section 4.4 below.


Page 34 of 57

ion from the gement with ill be carried uncil Access

oup and the Council’s Access Officer will form an integral part of scheme development.

ass Action’ form ‘quick‐

hich will help raise the profile of cycling in Cardiff, and demonstrate progress with implementation of the Plan relatively quickly. These are outlin

4.3.5 When particular schemes or packages of schemes are selected for progressinitial Programme, these will be subject to individual consultation and engarelevant stakeholders at an early stage. An Equality Impact Assessment wout on all schemes to be progressed, and engagement with Cardiff CoForum Gr

4.4 Other Identified ‘Mass Action’ Schemes

4.4.1 In addition to the above Prioritised Programme, a number of ‘Minterventions have also been identified. Many of these have potential towin’ interventions w

ed below in Table 4.1:

Table 4.1: Summary of Potential Mass Action Treatments

MA1 Direction signing of key cycle routes

MA2 Audit of city centre cycle route legibility, and programme to sign / demarcate all routes in a format sensitive to city centre environment

MA3 Cycle exemption at cul‐de‐sacs, (including review of Traffic Regulation Orders)

MA4 Programme to introduce cycle contra‐flows on all one‐way streets

MA5 Programme to install flush kerbs at various points around the existing cycle network, with appropriate tactile surfacing

MA6 Review all ‘End of Route’ & ‘Cyclist dismount’ signing, with a view to removal

MA7 Review all access barriers on cycle routes and remove where practical

MA8 Implement Advanced Stop Lines at all traffic signal junctions

MA9 Review all bus lanes with a view to widening / improving for cyclists as necessary

MA10 Cycle parking, (ongoing programme – not considered in detail as part of this Plan)

MA11 Packages of minor upgrades to Taff Trail, Ely Trail and Rhymney Trail, (surface improvements, signing, removal of barriers etc.)

MA12 Implement 20mph zone throughout city centre area

MA13 Review all existing cycle lanes with regards to width, continuity and surface condition, and implement a programme of measures to improve

MA14 Review all signalled cycle crossing timings in order to minimise delay to cyclists

4.4.2 It is also important to consider the ongoing maintenance of the city’s cycle network, including path sweeping, cutting back vegetation, upgrading lighting and resurfacing as necessary. The value of an enhanced network of facilities for cyclists is greatly reduced if the network is not maintained, and this is an issue which has often suffered in many local authorities as revenue budgets become more stretched.


Page 35 of 57

5.0 CONSULTATION

proposed feedback

informed the final Cycle Network Plan. process is shown below:

Figure 5.1: Consultation Programme

5.1 Introduction

5.1.1 Public consultation on a draft version of the Cycle Network Plan showing theroutes and schemes outlined in the initial Plan. This Section outlines theobtained from this consultation process and how it is has

The schedule for the consultation


Page 36 of 57

lly engaging, everyone in the process as much as possible. The aim of the

ycle Network and provide the means by which they can respond, participate and ultimately add

5.1.3 The consultation was delivered through ‘Vox Pop’ interviews and interactive nts, as discussed in the following sections.

get markets, carried out during October 2010.

and 19 male

the perception that traffic volumes are too high and the roads are therefore too dangerous for cycling.

es that were abalfa roundabout.

proximity to us option, especially given

as Cardiff is

cyclists, both d adults.

children to do not cycle themselves. Improved cycling routes to parks and

cycling amenities could potentially play an important role in getting both children

of accessible always know

cyclists and do not cycle themselves. Of the

drivers interviewed, many seemed willing to put up with some inconvenience in order to improve cycling in the city, although it is recognised that this view may not be representative of the majority of drivers.

• 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 suggestion that training/awareness campaigns are required.

5.1.2 The consultation on the Cycle Network Plan was designed to be visuainteractive and involveconsultation was defined as:

“To inform, engage and excite people from Cardiff about the Strategic CPlanvalue.”

consultation eve

5.2 Vox Pop Surveys

5.2.1 A series of ‘Vox Pop’ interviews of Cardiff citizens within the various taridentified through the market research, were

5.2.2 50 people of various ages (16 to 74) were interviewed, with 31 female interviewees. Key findings from these surveys include:

• Heavy Traffic: One of the main barriers to cycling seems to be

• Pinch Points and Barriers: There were a number of key areas and routidentified as major barriers, such as Newport Road and G

• Students: The location of the colleges and universities and their student residential areas makes walking the most obviothat the parking facilities are perceived to be limited and expensive.

• Convenience: Many people find it very convenient to drive, primarilyseen as a small city and therefore driving is a relatively quick option.

• Peer Examples: Having peers who cycle does seem to encourage non‐amongst children an

• Parental Involvement: Many parents say they are very keen for theircycle, even if they

and parents cycling more.

• Information: There seems to be the perception that there is a lack information available about cycling in the city and people do not where to look for it.

• Other Road Users: Most car users seem generally positive aboutcycling and think it is a good thing, even if they


Page 37 of 57

5.3 Interactive Consultation Events

10 (Saturday eet in Cardiff n 14 and 72, y. A number A series of

workshops and talks were also hosted in the shop as part of the events, including talks

ons in a online with

osed routes and schem er Cardiff Council should be improving cycling infrastructure. The survey questions are attached in Appendix 21.

Figure 5.2: Images from the Public Consultation Events

5.3.1 Interactive public consultation events were held on 3 days in October 2016th, Thursday 21st and Saturday 23rd) in a vacant shop unit on Queen Strcity centre. Over the three days approximately 200 people, aged betweeprovided feedback on the Cycle Network Plan through an interactive surveof other people also entered the events to obtain information on the Plan.

by local cycling groups and free bicycle maintenance workshops.

5.3.2 The concept behind the interactive survey was that participants be asked questitactile way, with previous responses visible. The survey was hostedquestions designed to gain a broad insight into the views on the prop

es, as well as the wider perceptions on wheth


Page 38 of 57

ed in the following ways:

nd facebook was used to gain further

such as UWIC (University of Wales Institute Cardiff), Cardiff University, RWCMD (Royal

tising boards to promote the consultation was cycled nd informing

Guardian Cardiff, red transport issues within Cardiff with comments on the

tion.

5.4

survey.

ost relevant to you on a day‐to‐day basis from a commuter/le

5.4.2 The ‘wordles’ below give a proportional overview of the important origins and destinations suggested by respondents:

Figure 5.3: Suggested Key Journey Origins

5.3.3 Awareness of the public consultation events was generat

• Over 2,000 flyers were distributed in and around Cardiff;

• Social networking sites such as twitter aexposure and create a way of discussing the project;

• Email invitations were sent to interested groups, stakeholders and companies,

Welsh College of Music and Drama) and Chapter Arts Centre;

• A bike trailer with adveraround various locations in the city, engaging members of the public athem about the consultation; and

• Press coverage of the consultation included four features in Thethe Echo coveconsultation and ‘YourCardiff’ also produced a piece on the shop consulta

Consultation Results

5.4.1 The following Section presents the preliminary results from the interactive

Question: Which routes are misure point of view?


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Figure 5.4: Suggested Key Journey Destinations

Figure 5.5: Suggested Key Journey Destinations (excluding City Centre & Cardiff Bay)

Question: Are th d or feel have been left out?

5.4.3 The ‘wordle’ below give a proportional overview of the key routes suggested by respondents:

Figure 5.6: Suggested Key Routes

5.4.4 Newport Road: There were mixed views about the proposals for Newport Road, with some responses suggesting the proposals are good for new or nervous cyclists, but inefficient for experienced cyclists. There were also suggestions that experienced cyclists will just continue using Newport Road all the way into the city centre.

ere any routes that you would ad


Page 40 of 57

ses with the at least for a on was for a arking of the ith the main

current restrictions on Queen Street and the alternative options if

some routes, Park), and a lack of routes in the

to the ntial increase in travel time and the reduction in safety.

r you and your

including:

:

she will ill allow us to cycle places together rather than use

more inclined to cycle with my family for

king my grandson on the back of my bike and so not

hope these

o “May encourage my girlfriend to use her bicycle in short distance journeys. ” would be more likely to take my children out cycling, with appropriate cycle

e to see separate off road cycle lanes the road. These are neither wide enough or

o cycle and I have no faith in the Council”

o a bike no matter what is done!”

o “It’s 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 they felt had not been covered. The responses revealed several clear themes:

5.4.5 Queen Street: Queen Street was mentioned more than 60 times in responvast majority of respondents being in favour of allowing access for cyclists,restricted time during the day as previously trialled. A common suggestiwell‐marked cycle path running down Queen Street and for very obvious mroute. Boulevard de Nantes was also mentioned a number of times, wconcern relating to restrictions are not lifted.

5.4.6 Other specific issues that were raised include the perceived inefficiency of the impact of park closures at night (particularly Buteeastern parts of Cardiff. The primary concerns regarding these issues relatepote

Question: Will this cycling strategy unlock new cycling potential fofamily?

5.4.7 There were a number of positive and negative comments to this question,

• Positive

o “My partner is very nervous of cycling, with a much‐improved networkbe more confident, which wthe car.”

o “I would cycle more often and be leisure and not just for commuting.”

o “I will feel happier about tause the car”

o “We would be more likely to cycle than drive” o “My wife is not happy cycling on the existing network. I

improvements might convince her”

o “I lanes rather than routes. Ideally I would likas opposed to ones painted ontodesigned with parking in mind.”

• Negative:

“We alreadyo “I already cycle... the wife and dog don’t!”

“I cycle everywhere anyway and my wife would not ride


Page 41 of 57

ing on cycle that there is rns that new le provisions tly enforced

e yellow lines makes cycling dangerous. This needs action by the Council otherwise the improvements

d varied for safety on

step towards essential part of the Cardiff’s growth and

inuous route

sue that was link between

20mph zone be implemented re attractive at there are

ntly no east/west ‘cross‐city’ routes that avoid the city centre.

suffer from g the winter

el of security at there is a st committed

that was a commuter

where to source this

the need for ple to cycle more. Specific suggestions included

people who s.

collected as process and these have been taken into account within the

final version of the Cycle Network Plan.

5.4.17 As well as the work highlighted above, further consultation was undertaken to gather as wide a range of views as possible on the draft Cycle Network Plan. These included:

• A presentation and question / answer session with the Cardiff Cycle Campaign, 4th October 2010;

5.4.9 Enforcement: Multiple responses highlighted the problem of cars parklanes, linking back to the issue of overall awareness. Many raised the pointa perceived lack of enforcement of current cycling provisions, with conceinfrastructure would be open to the same problems. Overall the new cycwere welcomed, but were regarded by some as “pointless” unless stringen‐ “The lack of enforcement of illegal parking in cycle lanes and on doubl

will be worthless”.

5.4.10 Infrastructure: Views on the prescription of cycle routes were mixed andedicated and shared use routes. Opinions related to the ease of usage anddedicated routes, with others suggesting that they see shared routes as a the full integration of cycling as andevelopment. There was a general consensus that there should be a contfor cyclists in and around the city was required.

5.4.11 Cycling through the city centre, in particular on Queen Street, was an israised by several respondents. City centre routes are seen as an essential the east and west of the city and many suggested that athrough the city centre to ease the flow of traffic and create a safer and moenvironment for existing and potential cyclists. Many pointed out thcurre

5.4.12 Maintenance: The majority of people believe that cycle lanes particularlypoor maintenance/cleaning, which can be especially problematic durinmonths.

5.4.13 Cycle Parking and Security: A number of responses centred around the levof cycle parking stands in the city centre, with participants indicating thperceived high level of theft and vandalism that discourages even the mocyclists from parking in the city centre.

5.4.14 Information: Many participants commented on the lack of informationcurrently available in relation to cycling routes within the city from bothand leisure point of view. Many stated that they did not knowinformation, whilst others believed existing route maps were not user‐friendly.

5.4.15 Incentives: In addition to infrastructure improvements, some suggested incentives to encourage peoGovernment/Local Authority incentives such as cheaper or free bikes tocould demonstrate a commitment to start cycling and workplace scheme

5.4.16 A number of responses on specific aspects of the proposed routes werepart of the consultation


Page 42 of 57

ation and debate at the Sustainable Travel Town Board meeting, 5th

ber 2010;

Cardiff Council Access Focus Group on 27th October and 23rd

put into the cers, elected

so received and informed the final Plan. These various responses are outlined in Appendix 22, together with an

plan was amended as a result of the feedback.

ycling Network Plan appeared to be generally endorsed by the people that participated in the ‘Vox Pop’ interviews and consultation main public concerns identified were:

• Knowledge of routes;

influence of to capitalise cycle groups

the ‘Ely

5.5.3 Based on the consultation responses, there appears to be a need to focus on ‘smarter choice’ interventions alongside the development of infrastructure, with suggestions that a programme of training, education and behaviour change could contribute to the success of the strategy. The Community Engagement Plan outlined in Section 6 offers an outline of how these smarter choice measures will be targeted and further developed.

• A presentOctober 2010;

• A presentation to the ‘Keeping Cardiff Moving’ Conference, 22nd Novem

• Meetings with November 2010; and

• Aa workshop with Cardiff Council Officer Group, 23rd November 2010.

5.4.18 These events and meetings resulted in a wide variety of responses and ininitial draft. Numerous other responses from individuals, Council OffiMembers, Cardiff Cycle Campaign and Sustrans Wales were al

indication of how the draft

5.5 Consultation Conclusions

5.5.1 The aims of the Cmajority ofevents. The

• Confidence;

• Skills and training;

• Enforcement;

• Uninterrupted and permeable cycle routes;

• Maintenance of facilities and routes; and

• Secure storage for bikes.

5.5.2 Insights were also gained into the social factors around cycling, such as thepeers and family encouragement. Intervention measures could be tailoredon these factors, one suggested example was extending the existing peerbased on a ‘Ramblers’ style approach, such as that already in place withWheelies’ cycle group.


Page 43 of 57

6.0 COMMUNITY ENGAGEMENT PLAN

ting Cardiff’s identified in into one of raging more cycles from

outlines both of different

basis of these recommendations is explained in more detail nt proposed

6.1.2 The market research undertaken as part of the development of the Cycle Network Plan provides an indication of the typical nature, perceptions, attitudes and views of each

discussed in this section.

professionals who want to ion of these and in the

travelling to oing the same.

of their time tend to be

n. They also approach.

to currently will be more having to pay ible member

d most are of ild up their

They believe the facilities in Cardiff could be better; they want more off‐road routes alongside the main arterial roads and see the lack of secure cycle parking in the city centre and their other places of work as a key concern. Some may have safety concerns, particularly women, but most are reasonably confident riders and just need a bike and secure lock‐up facilities at work to start cycling regularly. This is an important group to consider when it comes to street lighting as they are more likely to consider cycling at night.

6.1 Introduction

6.1.1 This Community Engagement Plan focuses on the means of communicacycling and other smarter choices options to the different target marketsSection 3.7 from the ACORN analysis (where neighbourhoods are classified56 categories). The Plan notes the top 10 recommendations for encoupeople to cycle or increase the number of trips cyclists make on their biresponses to the online questionnaire and Vox Pop interviews. The Plan the locations of communications with target markets and a variety communication media. The in the Market Research report in Appendix 16. A breakdown of the differeactions is included as Appendix 23.

target market in relation to cycling in Cardiff, as

6.2 Target Market 1: Young Urban Professionals

6.2.1 The largest potential for creating new cyclists lies in the young urban target market. There are many young urban professionals within Cardiff cycle, but currently do not. According to the research, a large proportpotential cyclists live in Ely, Roath, Canton, on the edge of the city centreCardiff Bay area. They typically have friends who have recently startedwork and social activities by cycle and they too are now considering dThey often have considerable time pressures and want to make the most outside of work, and as such they see cycling as a way of saving time. Theyconscious of environmental issues and attempt to recycle as best they catypically like to be considered stylish, modern and forward thinking in their

6.2.2 People within this group who are on the verge of taking up cycling tendeither walk or drive. They like the idea of cycling and perceive that it convenient, allow for quicker travelling times and keep them fit, (without for the use of a gym), with peer pressure/encouragement to be a responsof the community also providing an additional stimulus.

6.2.3 This group see the speed of traffic and congestion as potential barriers, anthe opinion that they will use off‐road paths and parks initially to buconfidence.


Page 44 of 57

from further y serves their

ay consider cycling for leisure purposes, such as to pubs,

due to and parking

charges) and the fact that many young urban professionals are seeing friends starting

6.2.6 ACORN demographic classifications of young urban professionals include:

.

g locations:

ial places in the Cardiff Bay area;

gyms and spas, such as David Lloyd and Fitness First;

• Local pubs and eateries;

a bike is the for this group. They often had a bike when they were

they have a ry aware of the HMRC ‘Cycle to Work’

hin Cardiff do not

urban perceived barrier to cycling:

workplaces;

• Help smaller employers join and promote the ‘Cycle to Work’ scheme;

ond‐hand bikes through bike recycling/refurbishment centres;

• Provide guidance on how to choose the right bike, either online or door‐drop;

• Provide a helmet, lock and lights once they have purchased a bike; and

• Have a cycle hire scheme that is as widespread, easy to use and professional looking as the scheme currently operating in London.

6.2.4 Some professionals within this group currently use rail to commute in away and see no point in cycling to work because the rail network currentlneeds. However this group mshopping areas and friend’s houses.

6.2.5 A positive modal shift already seems to be occurring within this target group,the deterrents for driving into the city centre (e.g. increasing congestion

to cycle.

• 17: Young Educated Workers, Flats;

• 19: Suburban Privately Renting Professionals;

• 25: White Collar Singles/Sharers, Terraces

6.2.7 Young urban professionals typically frequent the followin

• Wine bars and soc

• Corporate

• Coffee shops;

• Cardiff Arts Centre and cinemas;

• City centre shopping areas; and

• Online on social networking websites such as Facebook and Twitter.

6.2.8 According to the research, not having a bike or not being able to afford primary barrier to cyclingyounger, and want to get one, but the initial cash outlay is a concern andslight inertia in purchasing one. The group are vescheme, however many of the retailers or smaller employers witcurrently operate the scheme.

6.2.9 The research indicates that the following measures could help youngprofessionals to overcome this

• Continue with the ‘Cycle to Work’ scheme and promote in larger

• Improve access to cheaper sec


Page 45 of 57

ber of other potential

e unlikely to a journey that they feel it would be more logical to drive or use public

• Continuous on‐road cycle routes to the city centre and other main employment

tes from the in roads;

door or

ncil, but just and

em to cycle; although others said they would rather ask friends to help in this regard.

raised the following specific areas of Cardiff as key locations

f‐road cycle routes, wider cycle lanes and

City centre routes, particularly cycle routes to/from, through and across Queen arking; and

for journeys obtaining a p, with bikes ster.

6.3.2 They may be ‘freshers’ at university that are looking at their travel options, or they could be in later years and are looking to save money, time and keep fit. Students that live a little further out from the university campus are more likely to consider cycling; those that live closer tend to walk to university. Students that live closer to the university campus sometimes cycle to visit friends that live further away in areas such as Roath, Canton, Cathays and Ely.

6.2.10 Once they have overcome this perceived barrier, there are a numactions that could encourage young urban professionals to cycle, such as:

• Travel distance is a potential barrier as young urban professionals arcycle transport;

areas;

• More off‐road cycling options, with improved signing to off‐road rouma

• Cycle route information, like bus route information, delivered to theironline;

• Online networking, not necessarily in a formal capacity by the Couhaving an active presence in relevant local forums and blogs;

• Some women indicated that ‘City Cycle Training’ would encourage th

6.2.11 Young urban professionalsfor improvement:

• Main arterial routes, with more ofreduction in traffic volumes;

•Street and also more secure cycle p

• The Taff Trail ‐ widening, improving the surface and lighting at night.

6.3 Target Market 2: University Students

6.3.1 Students who are more receptive to cycling will use the mode of travelwhere it is the logical choice, once they have overcome the initial barrier ofbike. 20 minutes of walking is considered a fair amount within this grouused for larger distances, if they are running late or simply want to travel fa


Page 46 of 57

considering e first steps tions such as tigating the per bicycles

group to consider when it comes to ght.

niversity students include:

• 20: Student flats and cosmopolitan sharers;

lly frequent the following locations:

t nights; and

m cycling are

cycling for re younger

en to cycling concerned about the initial outlay of money and they have

e initial cost ges do not appear to offer student cycle purchase

heme, but a

ch indicates that the following measures could help university students to

with bike purchases;

• Help smaller employers join the ‘Cycle to Work’ scheme, for those students that

ough bike campus and online;

• Provide a helmet, lock and lights once they have purchased a bike; and

• Have a cycle hire scheme that is as big, easy to use and professional looking as the scheme currently operating in London.

6.3.9 Once they have overcome this perceived barrier, there are a number of other potential actions that could encourage university students to cycle, such as:

6.3.3 There appear to be a significant number of university students that aregetting bikes, but they seem to require an additional push to take thtowards cycling. In order to purchase a bicycle, students often explore opborrowing from parents, waiting for student loan payments, invesavailability of ‘bike to university’ schemes and looking to obtain cheathrough private ads etc. Students are also a keylighting as they will also be considering cycling late at ni

6.3.4 ACORN demographic classifications of u

• 23: Student terraces.

6.3.5 University students typica

• University campus;

• Halls, bars and social rooms;

• Student bars and clubs in the city centre, particularly at specific studen

• Student events and communal campus areas, such as the university shop.

6.3.6 The potential benefits that university students perceive they can gain frothat they will get about much quicker and more conveniently.

6.3.7 As with young urban professionals, the primary perceived barrier touniversity students is not having a bike. They often had a bike when they weor they did not bring their bike to university/college. Those that are opand purchasing a bicycle area slight inertia in using their often limited financial resources, they want thto be lower. The university/colleschemes. Many of the university students are aware of the ‘Oy Bikes’ sclarge proportion do not use them.

6.3.8 The researovercome this perceived barrier to cycling:

• Universities and colleges offer a student cycle scheme to assist

also work;

• Improve access to cheaper second‐hand bikes thrrecycling/refurbishment centres, retailers based on


Page 47 of 57

niversity are e likely to cycle, with those within a 20 minute walk of these places more likely

options like the Taff Trail, with improved signing to off‐road routes

door or

ncil, but just an active presence in relevant local forums and blogs.

locations for ment:

hays, Canton

• City centre routes, particularly cycle routes to/from, through and across Queen Street and also more secure cycle parking; and

ning and lighting at night.

urbs, villages old and are they used to

f teenagers often do not own a bike; however purchasing one is not usually concerns

ad facilities. ing, although ce and a way

m cycling as als bikes on eenagers live

their school, with many walking or getting dropped‐off in cars by parents as part of their route to work.

6.4.4 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.

• Students that live further away from the city centre/workplaces/umorto walk;

• Peer/friends encouragement, such as ‘recommend a friend’ type initiatives;

• More off‐road from the main roads;

• Cycle route information, like bus route information, delivered to theironline; and

• Online networking, not necessarily in a formal capacity by the Couhaving

6.3.10 University students raised the following specific areas of Cardiff as key improve

• Links into the city centre from surrounding areas such as Roath, Catand Ely;

• Taff Trail improvements such as wide

6.4 Target Market 3: Parents of Teenagers

6.4.1 This group consists of parents of teenagers that typically live in the suband outer edges of the city. These parents are usually 40 to 55 yearslooking to cycle as it will help them get fit and is also often an activity that do and can get back into relatively easily.

6.4.2 Parents oseen as a major obstacle. This group, particularly mothers, have road safetyregarding cycling, particularly the speed of traffic and the lack of off‐roThey also tend to have the same concerns in relation to their children cyclthey also see the potential benefits in providing children with independenof keeping fit.

6.4.3 Parents of teenagers often perceive that their children view mainstreaunfashionable. Teenagers typically prefer to ride BMX and street trijourneys to friend’s houses and the city centre. A sizable proportion of tclose to


Page 48 of 57

of parents of teenagers include:

burbs

the following locations:

irts of Cardiff;

spas, such as David Lloyd and Fitness First;

• Local pubs and eateries;

The potential benefits that parents of teenagers perceive they can gain from cycling are e more of a

is not as nt as they would like it to be, there is not enough continuity between

eir lifestyles. o do not own a bike yet or have only just purchased

uld help parents of teenagers to

us routes;

hs alongside major arterial routes;

Trail, Ely Trail and Bay Trail;

;

s and paths;

in their local area and within the city centre. er and more easily

identified, like bus routes.

other potential

• Continue to offer the ‘Cycle to Work’ scheme;

• Help smaller employers/self‐employed join the ‘Cycle to Work’ scheme;

• Rides, walks and scoots from schools to encourage community spirit;

• It must be more logical to cycle on journeys rather than use other travel modes;

• More off‐road cycling options such as the Taff Trail, with improved signing;

6.4.5 ACORN demographic classifications

• 9: Older Families, Prosperous Su

• 29: Mature families in Suburban Semis

6.4.6 Parents of teenagers typically frequent

• Garden centres on the outsk

• Pub quiz events in residential areas;

• Corporate gyms and

• Coffee shops, cinemas and arts centres; and

• City centre shopping areas.

6.4.7 that it will increase their fitness, show more social responsibility and enablcommunity spirit.

6.4.8 The main perceived barriers to cycling for parents of teenagers are that cyclingeasy and convenieoff and on‐road routes and they struggle to find the time to change thMany parents within this group alsone for leisure reasons.

6.4.9 The research indicates that the following measures coovercome this perceived barrier to cycling:

• Join up the on‐road cycle facilities to provide more continuo

• Provide more off‐road pat

• Improve existing routes such as the Taff

• Consider providing fast and slow facilities for different types of cyclists

• Widen the cycle lane

• Sign the off‐road routes from the main roads; and

• Provide information on cycle routes Consider naming/numbering cycle routes to make them clear

6.4.10 Once they have overcome this perceived barrier, there are a number ofactions that could encourage parents of teenagers to cycle, such as:


Page 49 of 57

information, provided like bus route information to their door or

biking as a within Physical Education classes or organising cycle based

6.4.11 Parents of teenagers raised the following specific areas of Cardiff as key locations for

hays, Canton

prove off‐road cycle routes to secondary schools; and

g, improving and lighting at night.

re those that levels. They

Over 50’s often have older children and as such can also fit into the ‘parents of teenagers’

they used to pulation, so

ure, to get fit perceive the

speed and congestion associated with vehicular traffic as the main barriers to cycling. options, such as the Taff Trail, with

to work or r journeys and others, mainly those

nd to use public transport or walk.

over 50’s include:

erraces (many over 75 years, but ACRON still indicates l potential cyclists within this category);

Houses;

• 33: Middle Income, Older Couples;

• 36: Older People, Flats.

6.5.4 They also form part of other ACORN groups, including:

• 9: Older Families, Prosperous Suburbs;

• 29: Mature families in Suburban Semis.

• Cycle routeonline; and

• More cycle relevant activities at schools, such as BMX or mountainsports optionevents/adventures.

improvement:

• Links into the city centre from surrounding areas such as Roath, Catand Ely;

• Reduce the speed of traffic around schools and im

• The Taff Trail needs widenin

6.5 Target Market 4: The over 50’s

6.5.1 Typically, the over 50’s that are most likely to cycle or consider cycling awant to use their bikes to get around, socialise and increase their fitnessoften have concerns about the impact of burning fossil fuels on the environment.

category. They often want to get back into cycling as it is something thatdo. Statistics indicate that over 50’s will shortly make up 50% of the UK potheir opinions are important.

6.5.2 This group are mainly looking to ride their bikes to the local shops, for leisand to travel in a more environmentally friendly way. They generally

This group would like to see many more off‐roadonly the most confident over 50’s willing to progress onto riding their bikeon the busier roads. Many over 50’s drive on longethat reside in apartments, te

6.5.3 ACORN demographic classifications of the

• 43: Older People, Rented Tthat there are stil

• 6: Older Affluent Professionals;

• 8: Mature Couples, Smaller Detached


Page 50 of 57

the following locations:

ose;

coffee shops; and

cycling are

primary perceived barrier to cycling for the over 50’s is that there are not enough cern for this

could help the over 50’s to

routes;

arterial routes;

Trail;

• Provide cycle rides in the parks or a leisure riders club;


area and within the city centre. utes to make them clearer and more easily

this perceived barrier, there are a number of other potential

tinue to offer the ‘Cycle to Work’ scheme;

encourage community spirit;

e route information, provided like bus route information to their door or

specific areas of Cardiff as key locations for

• Links into the city centre from surrounding areas such as Roath, Cathays, Canton and Ely;

• City centre routes, particularly cycle routes to/from, through and across Queen Street and also more secure cycle parking;

• The Taff Trail needs widening, improving and lighting at night; and

6.5.5 The over 50’s typically frequent

• High streets and shopping areas;

• Supermarkets such as Tesco’s, Sainsbury’s and Waitr

• Garden centres, arts centres, cafés and

• Door to door within their local residential areas.

6.5.6 The potential benefits that the over 50’s perceive they can gain fromimproved fitness, social activity and environmental credibility.

6.5.7 Theoff‐road cycle routes, although a lack of confidence in cycling is also a congroup.

6.5.8 The research indicates that the following measures overcome these perceived barriers to cycling:

• Join up the on‐road cycle facilities to provide continuous

• Provide more off‐road paths alongside major

• Improve existing routes such as the Taff Trail, Ely Trail and Bay

• Consider providing fast and slow facilities for different types of cyclists;

• Widen the cycle lanes and paths;

• Provide information on cycle routes in their localConsider naming/numbering cycle roidentified.

6.5.9 Once they have overcomeactions that could encourage the over 50’s to cycle, such as:

• Con

• Rides, walks and scoots from schools or village cycling events to

• Cyclonline.

6.5.10 The over 50’s raised the following improvement:


Page 51 of 57

• Cycle paths within parks need more promotion.

ot just in the associations er of cycling thin this age h as ‘Bike It’

y want even more activities to engage their children. to instil the

6.6.2 Parents within this group often regard their children as too young to cycle alone on‐ the Taff

e parents to These

phic groups. king to save

ation for these parents is often deciding which one of them will primary or see cycling

ce physical activity into the time they spend together with

parents include:

: Home Owning Families, Terraces.

nt the following locations:

playground or at school events;

al, manufacturing, retail and clerical type

children;

• In local parks; and

• Door to door within their local residential areas.

6.6.6 The potential benefits that parents of children aged 8 to 11 perceive they can gain from cycling are improved fitness and happiness for the whole family.

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

6.6.1 Children aged 8 to 11 are a key target market when it comes to cycling, nshort term, but also in order to create a culture of cycling, as positive earlywith cycling can lead to prolonged use as they grow older. A numbinitiatives provided by the Council and Sustrans are aimed at children wigroup and many parents have provided positive feedback on activities sucand cycle training. Parents typicallConsidering how to promote parents cycling with their children can helprequired positive associations with cycling.

street. This group tends to limit cycling to a family activity in local parks, alongTrail and in more rural areas.

6.6.3 The key to creating more cyclists within this group it to encourage thconsider cycling, whether it be for commuting or travelling to the local shops.families often live closer to the city centre than the more affluent demograThe parents within this group are mainly over 35, both work and are loomoney. A considerdrive to work and which will cycle. Children aged 8 to 11 attend eithersecondary school and often have siblings of a similar age. Parents typicallyas a good way to introdutheir children as a family.

6.6.4 ACORN demographic classifications of children aged 8 to 11 and their

• 40: Young Working Families;

• 42

6.6.5 Children aged 8 to 11 and their parents typically freque

• In the school

• At work, typically involving professionroles;

• High street shops, particularly mothers looking after


Page 52 of 57

is that it is p often have basis. They

concerns that there are not enough off‐road routes for children to cycle alone to

6.6.8 help children aged 8 to 11 cycling:

d Bay Trail for family

lities for different types of cyclists;

city centre. more easily

ed.

ived barriers, there are a number of other d their parents to cycle,

lf‐employed join the ‘Cycle to Work’ scheme;

igning to off‐

formation, provided like bus route information to their door or

biking as a ts option within Physical Education classes or organising cycle based

events/adventures.

nts of children aged 8 to 11 raised the following specific areas of Cardiff as key

• Links into the city centre from surrounding areas such as Roath, Cathays, Canton and Ely;

• The speed of traffic around schools and off‐road cycle routes to secondary schools; and

• The Taff Trail needs widening, improving and lighting at night.

6.6.7 The primary perceived barrier to cycling for parents of children aged 8 to 11not as easy and convenient as walking or driving. Parents within this grouto juggle caring for children, the school run, work and shopping on a dailyhaveschool.

The research indicates that the following measures couldand their parents to overcome these perceived barriers to

• Provide more off‐road paths to link residential areas and schools;

• Improve existing cycle routes such as the Taff Trail, Ely Trail anriding;

• Consider providing different types of faci

• Widen the cycle lanes and paths;


• Provide information on cycle routes in their local area and within theConsider naming/numbering cycle routes to make them clearer andidentifi

6.6.9 Once they have overcome these percepotential actions that could encourage children aged 8 to 11 ansuch as:

• Continue to offer the ‘Cycle to Work’ scheme;

• Help smaller employers/se

• Rides, walks and scoots from schools to encourage community spirit;

• More off‐road cycling options such as the Taff Trail, with improved sroad routes from the main roads;

• Cycle route inonline; and

• More cycle relevant activities at schools, such as BMX or mountainspor

6.6.10 Parelocations for improvement:


Page 53 of 57

6.7 Internal/External Stakeholders and Other Interested Parties

of those who are interested in assisting the Council in getting more

ling in the city;

rsons and organisations with a vested interest in cycling;

t have Travel

6.7.2 Key stakeholders raised the following specific areas of Cardiff as locations for in brackets indicate the number of online survey respondents

rticular route or area):

Road (52)

• Cowbridge Road East (29)

t (18)

)

d (13)

Road (13)

• Boulevard‐de‐Nantes (11)

(10)

)

e(8)

)

• Castle Street (7)

• Western Avenue (7)

• Crwys Road (6)

• Cathedral Road (6)

• High Street (5)

6.7.1 This group consists people cycling, including:

• Council employees that work to increase the levels of cyc

• External pe

• Regular cyclists;

• Community cycling forums, clubs and associations;

• Cycling charities such as Sustrans and Peddle Power;

• Schools, colleges, universities, businesses and other organisations thaPlans in place that aim to increase the levels of sustainable travel.

improvement (figuresmentioning the pa

• City centre (94)

• Newport

• Roath (20)

• Queen Stree

• City Road (14

• Canton (14)

• Albany Roa

• Penarth

• North Road

• Gabalfa (10

• Ely (8)

• Cathays Terrac

• Llandaff (8

• Bute Park (8)


Page 54 of 57

t markets in an important

g cyclists and, as such, consulted regarding various aspects of the Community Engagement Plan.

Community s the target to consider n, suggested

for each group to monstrate the key parts of

day.

mass action considerations for community engagement include:

to work out the exact details of a promotion or event to ensure its

cessible for the target audience

g uptake;

t audience.

to develop a ion with the

in this

er variety of e. All of the

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.

6.7.3 Other internal and external stakeholders may not necessarily be key targeterms of encouraging new cyclists, though they should be considered as advisory group representing mainly existin

6.8 Conclusions & Key Recommendations

6.8.1 The full market research is presented in Appendix 16, along with theEngagement Plan summarised in table format. The document outlinemarkets identified, the facilities these groups want and need in ordercycling more, specific areas of the network that are causing them concernew network options and an indication of what can be done overcome their primary barrier to cycling. It also aims to dethe network causing problems for the people who are already cycling every

6.8.2 Further

• Market researchsuccess;

• Filter postcode data so that proposed events are acand not too far away;

• Getting the balance correct between investment and cyclin

• Community involvement to get more people using the service;

• Try not just to attract current cyclists; and

• Consider the content and tone of the message for the targe

6.8.3 It is considered that this work forms a good starting point from which focused Community Engagement Plan to be implemented in conjunctStrategic Cycle Network Plan. Only by combining both ‘hard’ and ‘soft’ measuresway will potential for more people to start cycling in Cardiff be maximised.

6.8.4 Consultation on the Draft Cycle Network Plan elicited responses from a widindividuals and organisations, some of which were of a detailed naturresponses


Page 55 of 57

7.0 REFERENCES

nal Draft.

.

diff Council, 2009. Local Transport Plan for Cardiff 2000 – 2016: Annual Progress Report

5 (2010).

Schedule.

Cardiff Council, 2009. Ask Cardiff Survey, July 2009.

r 2008.

02.

.

Cardiff Council, 1996. City of Cardiff Local Plan Adopted January 1996.

City: Cardiff Health, Social Care and Well Being Strategy 2008‐2011.

2010.

r Streets.

reets 2‐Wider Applications of the Principles.

n Spatial Planning Observation Network (ESPON), 2007. Study on Urban Functions

Estimates of on.

S), 2008. National Statistics Labour Force Survey, 2008.

Walking and Cycling Strategy for South East Wales.

Transport Plan.

l Towns February 2010.

Transport for London, 2005. London Cycling Design Standards.

UK Roads Board, 2009. Well Maintained Highways – Code of Practice for Highway Maintenance Management.

University of Wales Institute Cardiff (UWIC), 2008. Travel Plan: Phase 2 February 2008.

AECOM, 2010. Cardiff City Centre Cycling Strategy January 2010 – Fi

ARUP, 2010. Cardiff Bus Rapid Transit ‐ Line One Route Feasibility and Planning

Car2009.

Cardiff Council, 2010. Cardiff Cycling Map. Revision

Cardiff Council, 2010. Cardiff Housing Monitoring

Cardiff Council, 2008. Travel Plan Strategy Septembe

Cardiff Council, 2007. Cardiff Cycling Strategy July 2007.

Cardiff Council, 2002. Air Quality Action Plans November 20

Cardiff Council, 2000. Local Transport Plan 2000 – 2016 Main Text: August 2000

Cardiff Health Alliance, 2008. Working Towards A Healthy

Cardiff University, 2010. Cardiff University Travel Plan, May

DeltaRail, 2010. Station Usage 2008/09 Summary Report Issue 4.

DfT, 2007. Manual fo

DfT, 2010. Manual for St

EuropeaFinal Report March 2007.

IHT, 2008. Road Safety Audit.

National Office of Statistics for Wales (NOSW), 2008. 2008 Mid‐year Populati

Office for National Statistics (ON

Office for National Statistics (ONS), 2001. National Census.

South East Wales Transport Alliance (Sewta) 2006. A

Sewta, 2009. Regional

Sustrans, 2010. Report 1. Making the most of the Welsh Sustainable Trave


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Walking and Cycling Strategy for Wales.

g Action Plan for Wales 2009‐2013.

WAG, 2010b. Climate Strategy for Wales.

Welsh Assembly Government (WAG) 2003.

WAG, 2007. Smarter Choices: Wales February 2007.

WAG, 2010a. A Walking and Cyclin

Cardiff Council – Cycle Network Plan

traffic engineering and transport planning Final Issue V1 issued 23 Dec `10

CARDIFF COUNCIL STRATEGIC CYCLE NETWORK PLAN – PRIORITISATION FRAMEWORK (FINAL ISSUE 1)

Ref Location Proposal Advantages Disadvantages

Benefits to cyclists

Potential to

induce modal

shift

Impact on

other road

users

Risk to

delivery Score

Implementation

cost estimate

Co

nv

en

ien

ce

Acc

ess

ibil

ity

Sa

fety

Co

mfo

rt

Att

ract

ive

ne

ss

№ Brief description Brief description Bullet points Bullet points See below

A B C D E F G H =((F+1)*(A+B+C+D+E))+2G+H

AM13 Tyndall Street between

Central Link and Bute

Street (east and west

ends – central section

is proposed S106

scheme)

Widen northern footway to 3m

minimum and convert to shared

use cycle track

• 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

• Realisation of full route requires

progression of S106 scheme

• Statutory undertakers’ equipment

may be affected

1 2 1 2 2 1 0 -1 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

• Key new east-west link to city

centre

• Would cater for existing

demand (high cycle use

observed)

• Localised width constraint under

bridge

• May be difficult to create single

stage crossing of Bute Street

1 2 1 2 1 1 0 0 14 £70,000

AM17 Custom House Street

near Hope Street

Improve signing and conspicuity

of cycle facility (see also Mass

Action 2)

• Low cost

• Existing facility

• Additional street clutter if not

signed appropriately

2 0 0 2 1 1 1 0 12 £1,500

AM18 Plaza in front of Cardiff

Central railway station

Permit cycling and provide

indicated E-W cycle route

• Provides traffic free, pleasant

high quality link

• 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

2 2 1 2 2 1 -1 -1 15 £5,000

AM19 Wood Street junction

with access to railway

station

Advanced stop lines • Ease of implementation

• Raise profile of cycling in central

area

• None 1 0 0 1 0 0 0 0 2 £1,500

AM2 Roundabout o/s

County Hall

Off road cycle track link

between County Hall and

existing Hemmingway Road

cycle lane + remove vegetation

to improve visibility

• Links County Hall to existing

facilities

• Provides alternative to busy

roundabout

• Potential for cycle priority over

side roads

• Count Hall leg busy at peak

periods

1 2 1 1 0 2 0 0 15 £5,000

AM20 Wood Street between

station access and

bridge over River Taff

Widen and convert southern

footway to shared use

• Links city centre and Central

railway station to existing off

road facility on embankment

• Ongoing development in the area

– unclear how this would tie-in

2 2 0 2 1 1 0 0 14 £15,000

AM21 Penarth Road between

Taff Bridge and

Tresillian Terrace

Widen cycle lanes to 1.8m and

provide ASLs at Tresillian Way

junction; remove one traffic

lane in each direction to achieve

• Improvement to existing facility

• Links Taff Trail to southern part

of city

• Possible reduction in capacity 1 2 1 2 1 1 0 0 14 £30,000

AM24 Mill Lane Provide contraflow or

exemption to one way street

and utilised wide raised signal-

controlled crossing of St Mary’s

Street

• Completes east-west link past

Central Station

• Recent urban real scheme may

make implementation more

difficult

• Pedestrian only section at present

• May require taxi / loading bays to

be relocated

2 2 0 2 2 1 -1 -1 13 £40,000





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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

• Pedestrian only at present, TRO

will need amending

• High pedestrian flows at peak

times

2 1 0 2 2 1 -1 -1 11 £3,000

AM27 Adam Street under

railway bridge

Remove traffic lane outbound

and provide cycle lanes in both

directions

• Links to existing cycle lanes

• Existing traffic lanes only appear

to be used in single lane

outbound

• Loss of traffic lanes 2 2 1 2 1 1 -1 -1 13 £15,000

AM29 Adam Street near

University of

Glamorgan

Westbound cycle lane • Provide continuity of route

• ‘Option 2’ drawing for S278

works shows advisory cycle

lanes in this area to be installed

• Potential loss of traffic capacity 1 2 0 1 1 1 0 0 10 £15,000

AM3 Between Hemmingway

Road and Bute East

Dock roundabout

Off road cycle track link

between existing Bute East Dock

cycle track and Hemmingway

Road cycle lane

• Provides alternative to busy

roundabout

• Links existing facilities

• Cyclists may still need to give way

at side roads (possible cycle

priority?)

1 2 1 1 0 1 0 0 10 £3,000

AM30

CW3

Junction of Central Link

and Adam Street

Provide toucan crossing and

associated cycle track links

(potential diagonal crossing)

• Provide crossing of busy road

and useful link in cycle network

• Also assists pedestrians (have to

cross in 5 stages at present)

• Potential loss of vehicular capacity

• Potential high cost scheme

2 2 1 2 2 1 -1 -1 15 £140,000

AM32 Junction of Churchill

Way and Bridge Street

Provide toucan crossings / cycle

stage to signals

• Continues recent Guildford

Crescent scheme northwards

• Utilises excellent link under

railway line

• Recently completed scheme may

require amendment

• Signal works could be expensive

2 2 1 1 1 1 -1 -1 11 £40,000

AM38 Castle Street Provide cycle lane full length

eastbound, (cycles utilise bus

lanes westbound)

• Good link to west, with

northern part of city centre

• Heavily trafficked at present,

cycle lanes more comfortable

• May require removal of a traffic

lane

• Only suitable for more

experienced cyclists due to heavy

traffic

2 2 2 1 1 1 -1 -1 13 £40,000

AM48 North Road between

Queen Street and

Greyfriars Road

Provide cycle track on east side • Links north-south route via the

Hayes with existing routes to

the north

• Urban realm works ongoing –

unclear if cycle use is to be

permitted on this section of

footway

1 2 0 1 1 1 0 0 10 £20,000

AM48 Salisbury Road & St

Andrews Place

Localised traffic calming, and

provide existing ASLs at St

Andrews Lane with feeder lanes

• Improve comfort and safety on

key link

• Ties into proposed traffic

scheme

• Route can be congested at peak

times

1 0 2 1 1 1 0 -1 9 £30,000

AM49 Newport Road corridor

– Southern Way to

Queen Street

Review of existing route to

improve on-carriageway cycle

facilities

• Provides direct route for cyclists

• Public demand evident

• Likely to be suitable for more

confident cyclists only

• Road reallocation likely to be

required

• Capacity constraints likely

2 1 1 2 1 1 -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

• Moorland Road can be quite busy

at peak times

0 0 0 1 1 0 0 0 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

• Public demand evident

• Provides alternative to Queen

Street

• Heavily trafficked route likely to

only be suitable for more

confident cyclists

• Possible loss of capacity for motor

vehicles

1 2 1 2 1 1 0 -1 13 £80,000





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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

• High cost

• Extended timescales if provision

of route is tied into planning

process

2 1 0 2 2 1 0 -2 12 £400,000

AM53 Bridge over Maesteg

Line at former paper

mill

Improve cycle access over

bridge in short term by

provision of wheeling ramps

• Low cost

• Ease of implementation

• Wheeling bike over steps requires

some effort, particularly for the

less able bodied

1 1 0 1 1 0 0 0 4 £2000

AM54 Queen Street Risk assessment & option

generation, and possible

streetworks to facilitate

introduction of cycling

• Key east-west route for cyclists

avoiding parallel heavily

trafficked roads

• Potential to disadvantage blind /

partially sighted users and

pedestrians – extensive

consultation required

2 2 1 2 1 1 -1 -2 12 £200,000

AM55 Junction of Windsor

Road and Sanquahar

Street

Improve access for cyclists

travelling between existing cycle

track to/from city centre,

Windsor Road bridge and

Sanquahar Street

• Relatively low cost

• Improves links to existing

facilities

• None identified 2 1 0 1 1 1 0 0 10 £20,000

AM56 Cycle track to south of

Boulevard de Nantes

Improve surface and signing,

trim vegetation and improve tie-

in to Park Place

• Provides parallel alternative to

Queen Street for part of the

route

• Need to engage Access Forum and

blind / visually impaired groups to

ensure satisfactory design at tie-in

1 1 0 1 1 0 0 0 4 £40,000

AM6 Northern end of Bute

East Dock cycle track

Convert footway to shared-use

cycle track, provide direction

signing and amend existing

street furniture to reduce

obstruction

• Links existing facilities on either

side of current gap in provision

• Removal of clutter also benefits

pedestrians and blind / partially

sighted

• Narrow width of facility (2.2-2.5m)

over short length

1 2 0 1 2 1 -1 0 10 £2,000

AM7 Tyndall Street west of

roundabout with

Central Link

Provide Toucan crossing • Links existing facilities on either


• Improves ease of crossing of

Tyndall Street

• Located on exit from roundabout,

may affect capacity

2 2 0 2 0 1 1 0 14 £60,000

AM8 Tyndall Street east of

roundabout with

Central Link

Provide flush kerbs in place of

existing 20mm dropped kerbs at

roundabout crossing point

• Links existing facilities on either


• None 1 1 0 0 1 0 0 0 3 £1,500

CW11 Junction of Agate

Street and Diamond

Street

Improve cycle gap • 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

• TRO’s may be required at junction

of Agate Street / Diamond Street

to stop obstruction

1 0 0 1 1 1 0 0 6 £6,000

CW12 Junction of Diamond

Street and Cecil Street






traffic

• TRO’s may be required at gap

closure of Diamond Street at its

junction with Cecil Street to stop

obstruction

1 0 0 1 1 1 0 0 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

• Allows for two way cycle traffic

on existing signed route

• 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

2 2 0 1 1 1 0 -1 11 £6,000





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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

2 2 0 2 2 1 0 -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

• Part of Newport Road Strategic

Route

• Provides safer on road link away

from Newport Road and

Rumney Hill to tie into existing

Rhymney Trail

• 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)

2 2 0 1 1 0 0 0 6 £20,000

CW33 Newport Road

between Rhymney

River Bridge Road and

Colchester Avenue

Provide off-road cycle track on

south eastern side using

footways and service road for

two-way cycle use

• Provides continuous cycle link

alongside Newport Road

between New Road and

Brereton Road

• Avoids using very busy road and

ties in with ongoing scheme

• High Cost

• Loss of some semi-mature trees

• Land ownership issues may

hamper delivery of scheme

2 2 2 2 2 1 0 -1 19 £200,000

CW34 Junction of Newport

Road and Colchester

Avenue

Improve dropped kerbs to

improve links from Colchester

Avenue

• 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

• None 1 1 0 1 0 0 0 0 3 £1,000

CW35 Newport Road east of

Rover Way

Widen existing shared use cycle

track and improve levels /

gradients.

• Better provides for both

pedestrians and cyclists

• Reduce steep ramp to avoid

sliding collisions in damp / icy

conditions.

• May require reduction in lane

widths on Newport Road

1 1 0 2 2 1 0 -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

• Provides cycle access to

industrial area to northwest of

Newport Road

• Provides off–road cycle facility

at busy junction with Rover

Way

• Reduction in existing width of left

turn lane on approach to Traffic

Signals – lane widths may need to

be modified

1 1 0 2 1 0 0 0 5 £85,000


Road and Rover Way

Realign cycle track in south

eastern corner of junction

• Provides direct line from

existing Toucan Crossing to off-

road cycle track on Newport

Road instead of following

kerbline

• Avoids hazard caused by traffic

signal control equipment

• Desire line is also that preferred

by pedestrians, however, width is

available for shared use

2 1 0 1 1 0 0 0 5 £3,000

CW38 Newport Road outside

‘Carpet Right’

Relocate street furniture

associated with bus stop

• Provides wider unobstructed

off-road facility on south

eastern side of Newport Road

• Bus Stop would require relocation

on third party land.

1 0 0 1 1 0 0 -1 2 £5,000





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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

• Potential high cost

• May have capacity implications

for Newport Road

2 2 0 2 1 1 0 -1 13 £85,000

CW4 Junction of Windsor

Road and South Luton

Place

Provide cycle exemption and

gap in existing road closure

• Allows for two way cycle traffic

on existing signed route

• Possible loss of existing pay and

display revenue

• Modifications may be required to

TRO’s

2 2 0 1 1 1 0 -1 11 £3,000

CW40 Newport Road bus

stop o/s no 302

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

• Loss of bench and grassed area to

rear of footway

1 0 0 1 1 0 0 0 3 £3,000

CW41 Newport Road o/s no.

296

Relocate obstructive sign to rear

of footway on monopole

• Obstructive sign posts removed

from cycle and pedestrian

facilities

• None 1 1 0 1 0 0 0 0 3 £1,000


Road and Beresford

Road

Two-way cycle track link

between Newport Road and

Beresford Road

• 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

• 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

2 2 -1 2 2 1 0 -1 13 £80,000

CW51 Lowther Road at

Rhymney Line railway

Traffic calm • Reduce speed of traffic on

strategic cross city link for all

modes during off peak periods

• Reduction in congestion due to

lower speeds

• Route is narrow in underpass

below railway line – conflicts

between different modes of

transport

0 0 0 1 0 0 0 0 1 £40,000

CW52 Junction of City Road

and Kincraig Street

Remark advanced stop lines • Reinforce existing provision

where existing markings have

faded

• None 1 0 0 1 0 0 0 0 2 £1,000

CW53 Junction of Arran Road

and Cottrell Road

Improvements to existing cycle

gap across road closure and

possible TRO to stop obstruction

• 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

• Loss of existing residents parking

in vicinity of closure due to TRO

2 2 0 1 1 1 0 -1 11 £3,000

CW54 Junction of Albany

Road and Claude Place

Provide zebra (or signalised)

crossing with full or partial

closure of Claude Place

• 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

• 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

2 2 0 2 2 1 0 -1 15 £65,000

CW6 Junction of Moira Place

and Moira Street






traffic

• Existing parking provision may

need to be modified to provide for

wider gap on Moira Place

1 0 0 1 1 1 0 0 6 £4,000





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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

• Improves the existing often

obstructed cycle facility

• Provide high quality north-

south link in network

• Possible reduction in capacity

• See also MR14B

2 2 0 1 1 1 -1 -1 9 £70,000

MR14B North Road south of St

Georges Road

Widen cycle track at expense of

carriageway and improve edge

treatment, signing and surface

• Improves cycle access from the

Caerphilly Road area

• None

• See also MR14A

1 0 0 1 1 1 0 -1 5 £30,000

MR15 Footbridge over

Western Avenue

within Gabalfa

Interchange

Remove cyclists dismount signs.

Potentially provide higher

parapets

• Remove unwarranted visual

clutter

• Improves safety for cyclists and

pedestrians from low parapet

height

• Potential structural assessment of

existing bridge required if parapet

height to be increased

2 1 0 1 1 0 0 -1 4 £25,000

MR16 Junction of Windsor

Place and Boulevard de

Nantes

Provide contra flow cycle facility

on Windsor Place

• Improves cycle access into the

City Centre core

• Careful design needed to ensure

safe facility

2 2 0 0 1 1 0 -1 9 £25,000

MR17 Access to Taff Trail

from North Road /

Colum Road junction

Remove obstructions to access • Improved access for cyclists,

pedestrians the disabled and

pushchairs

• None 2 1 0 1 1 0 0 0 5 £3,000

MR20 Junction of North Road

and Colum Road

Alter junction to provide clear

crossing of North Road on to

Taff Trail

• Improves continuity of route

with revised cycle crossings

• None 2 2 0 2 2 1 0 0 16 £45,000

MR20A Colum Road between

North Road and

Corbett Road

‘Bicycle Street’ treatment (or

traffic calming)

• Improves existing cycle route

with good connections to the

Taff Trail and the City Centre

• Potentially radical treatment

which requires considerable

liaison with local stakeholders

2 2 0 2 2 2 0 -1 23 £450,000

MR22 Fairoak Road Widen existing southbound

cycle lane, provide new cycle

lane in northbound direction

and remove centre line

• Improves existing cycle facility

• Provides cycle lanes in both

directions

• None 1 1 0 1 1 1 0 0 8 £25,000

MR23 Allanbank Road south

of Wedal Road

Review waiting restrictions and

provide traffic calming

• Improved cycle access

• Safer environment for cycling

• Heavy on-street parking at times

reduces the benefits to cyclists

1 1 0 1 1 1 -1 -1 5 £25,000

MR23A Path through Cathays

Cemetery between

Allanbank Road and

Fairoak Road

Provide continuous link and

permit cycling

• Cyclists can avoid the A649

Whitchurch Road/Crwys Road

• Provides connection between

cycle facilities

• Local by-Laws may prohibit cycling

• Potential security issues for

cemetery

2 2 1 2 2 1 0 -2 16 £50,000

MR24 Allanbank Road

between Wedal Road

and King George V

Drive


provide traffic calming and ASLs

at signal controlled junctions

• Improve cycle access round the

Hospital

• Safer environment for cycling

• Appears to be heavy parking

pressure at certain times of dale

2 1 0 1 1 1 0 -1 9 £30,000

MR24A Junction of King

George V Drive and

King George V Drive

East

Provide cycle exemption to road

closure

• Improves cycle access • None 2 2 0 1 1 1 0 0 12 £2,000

MR25 Streets in area

bounded by Fairoak

Road, Rhymney Line

railway, Senghennydd

Road and Cathays

Terrace (excluding

Crwys Road)

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 0 0 1 2 2 1 0 -1 9 £180,000





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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

• Sensitive treatment required due

to high quality environment

• Longer term possible LRT route

2 2 0 2 2 2 0 0 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.

• Improves links with other cycle

facilities

• Existing pedestrian crossing

could potentially be utilised

• Design solution must cater

adequately for movements in

both directions

1 1 0 2 2 1 0 0 12 £50,000

MR29 Cathays Terrace north

of Corbett Road

Widen parking bays and cycle

lanes and remove centre line

• Improved existing cycle lanes

• Improved car parking bays

• Centre line removal may require

substantial publicity to ensure

support

1 0 0 1 1 1 0 0 6 £30,000

MR3 Junction of Cathays

Terrace, Corbett Road,

Woodville Road and

Senghennydd Road

Provide cycle exemption to road

closure and alter signalised

crossing to accommodate cycle

movements

• Provides connectivity between

existing cycle facilities

• Improves facilities in an area

with high cycle use.

• Cost of signal amendments 2 2 0 1 1 1 0 0 12 £60,000

MR30 Junction of Fairoak

Road, Wedal Road,

Lake Road West,

Ninian Road and

Shirley Road

Alter roundabout to continental

geometry in order to make safer

and more comfortable for

cyclists

• May address casualty issues

• Improve cycle access through

the junction

• Reduce vehicle speeds

• May have capacity implications 1 2 2 2 2 1 0 -1 17 £25,000

MR31 Lake Road North Provide vertical traffic calming,

particularly at pinch points

• Reduces vehicle speeds on this

cycle route link

• None 0 0 0 1 1 0 0 0 2 £14,000

MR32 Junction of Heath Halt

Road with Heath Park

Avenue

Alter junction marking and

minor works to make cycle

route more legible

• Ease of implementation • None 1 1 0 1 0 0 0 0 3 £3,000

MR35 Malvern Drive Permit cycles access through

bus gate, and sign and mark

accordingly

• Improved cycle access • No adverse effects

• Very low cost facility

2 2 0 0 2 0 0 0 6 £2,000

MR4 Senghennydd Road Extend the cycle lanes along the

length of Senghennydd Road,

(not just at the locations of

speed cushions)

• Road is wide with car parking

bays to both sides of the road.

• Links into Cathays Terrace.

• Cycle lanes not normally provided

within traffic calmed areas, (but

short sections already in, and it

forms part of the Core Network)

1 1 0 1 0 1 0 0 6 £10,000

MR44 Parkfield Place Remove obstructions and

signing suggesting end of route

• Improves cycle access, reduces

obstructions

• Clarifies route continues

• Low cost 2 2 0 1 0 0 0 0 5 £2,000

MR45 Excelsior Road

between Western

Avenue and link to Taff

Trail

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)

• Addresses severance issue of

cycle facility

• Improves accessibility to

shopping facility

• Provides additional link to Taff

Trail from areas to north and

west

• High cost 2 2 1 2 2 1 0 -1 17 £120,000

MR5 Llantrisant Road

between Bridge Street

and Danescourt Way

Provide cycle lanes and reduce

build-out widths. Provide off

road cycle track on one side

• 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

• Longer crossing distance for

pedestrians at reduced build-outs

1 1 0 1 1 1 0 -1 7 £140,000





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TK1 St James Bridge Provide wider cycle lanes,

remove refuge and provide

signalised crossing (possibly

Zebra)

• Improves existing poor facilities

• Key link between Cardiff Bay

and Taff Trail

• Needs careful consideration of

traffic flows

1 1 0 1 2 1 0 -1 9 £50,000

TK100 Junction of Cowbridge

Road West and Vincent

Road

Introduce toucan crossing to link

to Cowbridge Road cycle track

• Links large housing estate to

core network

• May be difficult to provide quality,

direct facility without loss of

capacity

2 2 0 1 1 1 -1 -1 9 £120,000

TK201A Link between

Summerfield Place and

Pant-bach Road

Widen, surface and light • On existing used desire line

• Appears to be adjacent to

Council-owned allotments

• Potential land constraints

• Visibility restricted at Grove Place

(but lightly trafficked)

2 2 0 2 2 1 0 -1 15 £35,000

TK201B Pant-bach road Prohibit parking on one side and

provide cycle lanes with no

centre line (including ASLs at Ty

Wern Road)

• Provide route continuity for

cyclists

• TRO required – potential

objections

1 1 0 1 1 1 -1 -1 5 £20,000

TK201C Maes-y-coed Road On-road cycle lanes • Provide formal facility and

continuous route for cyclists

• None 1 1 0 1 1 1 0 0 8 £10,000

TK206A Junction of Clive Street

and Penarth Road

Provide signal alterations to

ease cycle movements between

proposed Penarth Road cycle

track and Redlaver Street

• Links quiet streets through

Grangetown with proposed off-

road route through to

employment area around

Leckwith Moors

• May require point closure of

Redlaver Street


2 2 0 2 1 1 0 -1 13 £150,000

TK206B Junction of Redlaver

Street and Paget Street

Provide cycle exemption from

point closure and bus gate

• Provides quiet-street route

between Grangetown and city

centre avoiding busy Penarth

Road

• None 2 2 0 2 2 1 0 0 16 £6,000

TK206C Junction of Coedcae

Street and

Corporation Road

Provide cycle exemption from

point closure

• Provides quiet-street route

between Grangetown and city

centre avoiding busy Penarth

Road

• None 2 2 0 2 2 1 0 0 16 £6,000


Road and Western

Avenue

Convert roundabout to

signalised junction and provide

off road cycle facilities with

toucan crossings

• Improves conditions for cycling

at key node

• May address wider casualty

issues

• Greatly improves conditions for

pedestrians

• High cost


2 2 2 2 2 1 1 -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

• Provides key link on proposed

core network

• Avoids very busy road

• Very high cost

• Pinch point near Mill Road may

require carriageway narrowing –

potential capacity implications

2 2 1 2 2 1 0 -1 17 £750,000

TK39 Cowbridge Road West

between Mill Road and

Grand Avenue

Convert north western footway

to shared use with localised

widening where required and

high quality surface

• Few side roads

• Provides facility segregated

from busy road

• Immediately adjacent to busy

road

• Some parking observed on verge

2 2 0 2 1 1 0 0 14 £80,000


Road West and Grand

Avenue

Amend junction to provide

signalised crossings between

Grand Avenue on carriageway

and Cowbridge Road West cycle

track

• Can be achieved within existing

staging arrangements – only

limited impact on capacity

anticipated

• Also improves facilities for

pedestrians

• High cost

2 2 0 2 1 1 0 0 14 £80,000





Potential to

induce modal

shift

Impact on

other road

users

Risk to

delivery Score

Implementation

cost estimate

Co

nv

en

ien

ce

Acc

ess

ibil

ity

Sa

fety

Co

mfo

rt

Att

ract

ive

ne

ss

TK43 Cowbridge Road East

between Victoria Park

Road West and the

bridge carrying the City

Line railway

Prohibit parking and provide bus

(or cycle) lane in westbound

direction (7am-7pm)

• Provides continuous facility

along Cowbridge Road

• Potential objections from

residents

1 2 0 1 1 1 -1 -1 7 £10,000

TK43A Junction of Cowbridge

Road East and

Lansdowne Road

Amend road markings to

remove hatching from nose of

left-turn slip and provide cycle

lane across mouth of side road

• Highlights potential cycle

movements from bus lane on to

Lansdowne Road

• None 1 0 1 1 0 0 0 0 3 £2,000


between Victoria Park

Road and Clive Road

Traffic calming / mixed priority

route treatment (incorporating

MfS2 principles)

• 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)

• Very high cost

• Even once treated route may be

perceived as too busy /

uncomfortable for cycling by some

1 2 1 1 1 1 1 -1 13 £800,000

TK52 Cowbridge Road

between Llandaff Road

and Wellington Street


road layout to try and meet

local parking/loading demands

where feasible, and implement

an enforcement regime. Widen

existing cycle lanes.

• Waiting restrictions already

existing

• Heavy demand for parking and

loading

2 1 0 1 1 1 -1 0 8 £20,000


between Neville Street

and Cathedral Road

Provide cycle lane in westbound

direction and convert northern

footway to shared use

• 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)

1 2 1 1 1 1 -1 0 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

• Sufficient width to

accommodate cycle lanes and

parking along much of street

• Potential TRO objections

2 1 1 1 1 1 -1 -1 9 £20,000

TK58 Leckwith Road

between Wellington

Street and Sloper Road

Provide min 1.5m wide cycle

lanes in place of existing

substandard lanes

• Provides key link across railway • Requires removal of traffic lane 1 2 1 1 1 1 -1 0 10 £15,000

TK6 Bridge carrying railway

over Taffs Mead

Embankment

Upgrade lighting in underpass • Improves cycle/pedestrian

safety

• Improves personal security

• Busy city centre street as well as

on core cycle network

• Ongoing energy & maintenance

implications

• Potential vandalism issues

1 0 1 2 2 1 1 0 14 £12,000

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

• Fills in gap in existing facilities

• Links employment area to

identified ACORN cluster

• Land ownership and bylaws

through park may be an issue,

although existing footways could

be improved

1 1 1 2 2 1 0 0 14 £30,000

TK7 Tudor Street east of

Clare Road

Repair surface defects in bus

lane

• Minor works only • Relatively low cost – carry out as

part of maintenance scheme

1 0 0 1 1 0 1 0 5 £5,000





Potential to

induce modal

shift

Impact on

other road

users

Risk to

delivery Score

Implementation

cost estimate

Co

nv

en

ien

ce

Acc

ess

ibil

ity

Sa

fety

Co

mfo

rt

Att

ract

ive

ne

ss

TK73 Penarth Road

between Hadfield

Road and Sloper Road

Off road cycle track on south

eastern side of street, with

possible priority at side roads

• Provides link through to

Leckwith Moors employment

area

• Some side road accesses

• Relatively restricted available

footway width (2.5m)

2 1 0 1 1 1 0 0 10 £70,000

TK73A Penarth Road under

bridge carrying Vale of

Glamorgan Railway

Widen south eastern footway at

convert to cycle track

• Provides link through to

Leckwith Moors employment

area

• Reduced carriageway width

• Potential conflict with entrance to

Grangetown railway station

2 2 0 1 1 1 -1 -1 9 £20,000

TK79 Dunleavy Drive

(southern section)

Widen southern footway and

convert to cycle track (Note:

part covered by 2010/11

scheme) + sign to make

continuous route

• Completes gap in existing local

network

• Provide route continuity which

is currently missing

• None identified 2 2 1 2 2 1 0 0 18 £20,000

TK8 Tudor Street –

westbound approach

to Clare Street junction

Provide signalised bus gate &

ASL

• May improve speed and

reliability of bus services, as

well as providing advantages for

cyclists

• Needs careful consideration of

traffic flows

2 1 0 1 1 1 1 -1 11 £30,000

TK9 Tudor Street and

Ninian Park Road west

of Clare Road

Additional traffic calming or

mixed priority route treatment

• Creates good strategic link in

cycle network

• Already well used by cyclists

• High cost (especially for a MPR

treatment)

1 2 0 1 1 1 1 -1 11 £180,000

TK90 Footpath between

Bwlch Road and Mill

Road at bridge carrying

the Maesteg Line

railway

Provide black and yellow hazard

markings (and possibly warning

signs) to indicate height of

bridge

• Improves safety of underpass • Unlikely to improve convenience

for cyclists using the route

• Path closed at night

1 0 1 0 0 0 0 0 2 £300

TK94 Grand Avenue Introduce cycle lanes • 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 2 2 2 2 1 -1 -1 15 £20,000

TOTAL £6,478,800.00



PROPOSED MASS ACTION MEASURES

Ref Description

MA1 Direction signing of key cycle routes, (ongoing contract with Sustrans)

MA2 Audit of city centre cycle route legibility, and programme to demarcate all routes in format sensitive to city centre environment

MA3 Cycle exemption at cul-de-sacs, (including review of Traffic Regulation Orders)

MA4 Programme to introduce cycle contra-flows on all one-way streets

MA5 Programme to install flush kerbs at various points around the existing cycle network

MA6 Review all ‘End of Route’ & ‘Cyclist dismount’ signing, with a view to removal

MA7 Review all access barriers on cycle routes and remove where practical

MA8 Implement Advanced Stop Lines at all traffic signal junctions

MA9 Review all bus lanes with a view to widening / improving for cyclists as necessary

MA10 Cycle parking, (ongoing programme)

MA11 Packages of minor upgrades to Taff Trail, Ely Trail and Rhymney Trail, (surface improvements, signing, removal of barriers etc.)

MA12 Implement 20mph zone throughout city centre area

MA13 Review all existing cycle lanes with regards to width, continuity and surface condition, and implement a programme of measures to improve

MA14 Review all signalled cycle crossing timings in order to minimise delay to cyclists



SCORING SYSTEM

Convenience Accessibility Safety Comfort Attractiveness Potential to induce modal shift Impact on other road users Risk to delivery

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

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

Addresses significant recorded

collision history (4 in 3 yrs, or 2 KSI

in 3 yrs suggested)

Significantly improves comfort (i.e.

provides complete segregation

from traffic with buffer, a well

overlooked route, minimal traffic

speeds etc.)

Proposals significantly improve

the environment for cycling in

terms of aesthetics, noise, and

quality of public space

Likely to result in significant

modal shift from private car to

pedal cycle

AND/OR

Targets 3 or more identified

ACORN groups

Unlikely to occur in practice Unlikely to occur in practice

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

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

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

No significant expected impact for

other road users

Little risk to delivery (no scope for

objections etc)

-1 • Proposal requires less direct

route than existing

• Route introduces points of

delay

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 Some significant negative impact

expected for other road users (i.e.

removal of pedestrian space, loss

of residential parking, some

additional congestion

Some risk to delivery within LAs

powers (i.e. TRO, construction of

cycle track)

-2 Unlikely to occur in practice Unlikely to occur in practice Unlikely to occur in practice Unlikely to occur in practice Unlikely to occur in practice Unlikely to occur in practice 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

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

1

Organisation Scheme

Ref

Comments Received Proposed Action & Justification

Amanda

Townsend

MR5 ‘why Llantrisant Road in Llandaff – a major thoroughfare – isn’t listed

as a route proposed for a cycle lane. The road (and the section I’m

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.’

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 ‘There is no consideration of necessary improvements to the width,

surface and constrictions on the widely used Taff Trail.’

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).

Andrew Dade Newport

Road

‘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.’

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

Andrew Dade Bute

Park

‘There is no consideration of an east west route through Bute Park.’

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.

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.’

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


2

Organisation Scheme

Ref


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.

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.’

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.

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.

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.

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

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.

ARK LAB Various ‘Which routes do you feel have been left out?’

1) Newport Road, 2) Queen Street, 3) Taff Trail, 4) Boulevard de

1) Newport Road: Detailed proposals for development of parallel quiet

street routes and mass action for upgrades to bus lanes were included


3

Organisation Scheme

Ref


Nantes 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.

ARK LAB Existing

cycle

lanes

General comment: ‘need to update existing cycle lanes as well’. New Mass Action added: ‘Review all existing cycle lanes with regards to

width, continuity and surfacing and implement programme of measures

to improve’.

ARK LAB MR4 Salisbury Road / St Andrew’s Place – to link up Senghennydd Road

route and St Andrew’s Crescent route under the railway bridge –

currently difficult for cyclists.

New scheme added to traffic calm this section including raise existing

zebra crossing and provide cycle feeder lanes to existing ASLs.

ARK LAB MR12 ‘Not sure of benefits’. Scheme deleted. See also Labour Group comments.

ARK LAB MR23/24 Allenbank Road – removal of parking could be difficult. Scheme amended – review parking restrictions and implement traffic

calming.

ARK LAB MR45 Excelsior Road Toucan proposal – too expensive. 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.

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’.

Route added to Secondary Cycle Network.


4

Organisation Scheme

Ref


Bob Laing Rhymney

Trail

‘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

Cardiff’s 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’.

Good idea but outside remit of the Cardiff Cycle Network Plan.

Bob Laing Ely Trial ‘The Ely Trail is gradually taking shape and it’s 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’.

As above.

Bob Laing Rhymney

Trail

‘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’.

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

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’.

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.

Cardiff

Council

Labour Group

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

New Mass Action added to review ped / cycle crossing timings –

relatively low cost and could help improve the cycling experience.


5

Organisation Scheme

Ref


very much second class citizens compared to vehicles’.

Cardiff

Council

Labour Group

Newport

Road

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’.

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.

Cardiff

Council

Labour Group

TK79 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’.

Covered by scheme ref. TK79 – additional Member comment to be

added to Appraisal Table.

Cardiff Cycling

Campaign

TK38 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’.

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

Cardiff Cycling

Campaign

TK94 ‘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’.

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.


6

Organisation Scheme

Ref


Cardiff Cycling

Campaign

TK90 ‘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’.

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.

Cardiff Cycling

Campaign

AM38 ‘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!'

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.

Lyn Williams Boulevard

de Nantes Path on south side of Boulevard de Nantes behind the trees –

improve.

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.

Lyn Williams - Various comments Mainly relate to minor upgrades to existing paths (covered by Mass

Actions), or else well outside of the Core Network area.

Lyn Williams

(attended

event)

North

Road

AM48

North Road – cycle route in Castle Moat. 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.

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 final Cycle Network Plan includes an appendix which outlines how it

will directly contribute to the various Cycle Strategy actions

Natural

Environment

Group

- ‘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’.

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.

Natural

Environment

Group

- ‘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

Yes – a Community Engagement Plan is included within the final report.


7

Organisation Scheme

Ref


to progress to regular commuting?’

Natural

Environment

Group

Taff Trail ‘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’.

Taff Trail improvements have been included as a ‘Mass Action’

treatment as a result of the consultation feedback.

Natural

Environment

Group

River

Corridor

Routes

‘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 Taff-

Ely link and North Cardiff peripheral route to provide a complete

picture and avoid confusion).’

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

- ‘The core strategic network should also show links to areas outside

Cardiff (Bay – Penarth, Taff Trail to Caerphilly/Taffs Well; St Mellons –

Newport’.

The Taff Trail has been extended to the edge of Cardiff Council’s 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.

Natural

Environment

Group

- 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.

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.

Natural

Environment

Group

North

Cardiff

peripher

al route

‘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’.

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.

Natural

Environment

Group

Various Various comments annotated onto a copy of the draft core route

network plan.

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


8

Organisation Scheme

Ref


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.

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’.

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.

Sustrans

Cymru

‘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’.

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.

Sustrans

Cymru

‘Schemes are not “packaged up” to create prioritised linear routes or

corridors or neighbourhoods’.

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.

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’.

Accepted. The Mass Actions will be added into the final version of the

Appraisal Table, as well as being identified separately within the Report.

Sustrans

Cymru

‘It is difficult to navigate through the scheme table so it should be

presented by scheme reference as well as by priority’.

Accepted. Final Report to have in both formats.

Sustrans

Cymru

‘Only LTP’s work is presented, other projects e.g. Safe Routes in

Communities, Bike It, Cycle Training should have been mapped’.

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.

Sustrans

Cymru

‘The individual schemes will not create a “network” if delivered in a

piecemeal way’.

See above comment on reasons for the approach adopted.

Sustrans

Cymru

‘Insufficient level of detail for schemes leaves things open to too much

interpretation by highway engineers.’

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


9

Organisation Scheme

Ref


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

held with designers on 23rd

November.

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)’.

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.

Appendix D

DRAFT ISSUE 1 Page 1

Cardiff Council

Equality Impact Assessment (EqIA) for the Strategic Cycle Network Plan

Section/ Department

Person Undertaking the

Assessment:

Date of Assessment:

New or Existing strategy, policy,

project or decision:Infrastructure New

Appendix D


IntroductionThe Council’s 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 Council’s 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 Council’s 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 ContextIn 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.

Appendix D


Developing better cycling infrastructure and encouraging more people to cycle are key elements of this project. Whilst parts of the city’s 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 Council’s transport budget that has been dedicated to cycling in the past.

A recent increase in the Council’s 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 city’s 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 ConsultationEffective 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 Council’s 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

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 Council’s 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?

NoNo 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?

NoNo 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.

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 Council’s 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 Council’s 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.

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?

NoNo 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 person’s beliefs?

NoNo 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?

YesThe 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

Appendix D


mobile and independent as well as addressing the increasing incidence of childhood obesity in the UK.

The Council’s 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 Council’s 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?

NoNo 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?

NoNo 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:

Appendix D


Name

Job Title

Service Area Date Completed

Signed

Appendix D


Actions/Tasks Identified through the EqIA for the Strategic Cycle Network Plan

Issue Action/Task Lead Officer

Timescale Resource Implications

Comments

Signage 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.

Jo Sachs-Eldridge

April 2011 Officer time

Impacts on all equality strands

Consultation with various groups representing equality strands plus consultation with the general public.

Jo Sachs-Eldridge

Nov 2011 Officer time

Impacts on all equality strands

Further research into impacts and issues.

Jo Sachs-Eldridge


Ensure design of measures reflects the need of the disabled and elderly

Consultation with various groups representing equality strands plus consultation with the general public. Specific EqIAs for individual schemes.

Jo Sachs-Eldridge


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

Appendix E

KEY FACTORS DETERMINING

HEALTH

Evidence Base Appraisal – Potential POSITIVE impact on

health?

Appraisal – Potential NEGATIVE impact on

health?

Measures to address identified impacts

INDIVIDUAL LIFESTYLES

Physical Health • The single largest cause of death in Cardiff is cardiovascular disease (Cardiff Health, Social Care and Well Being Strategy 2008-2011).

• 18.5% of Cardiff’s 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 all-cause 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 people’s 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 cyclingand 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 belinked to other initiatives around cycling and active travel such as cycle training, cycle to work

Appendix E


HEALTH


health?


health?


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. (Lidström, 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


HEALTH


health?


health?


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 (CHNA2004)

• 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. (CHNA2004)

• 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 linking of existing

• The proposed cycle network is unlikely to have any negative impacts on mental health.

Appendix E


HEALTH


health?


health?


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, Alzheimer’s 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).

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)

SOCIAL AND COMMUNITYSocial/ 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


HEALTH


health?


health?


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 post-2010, 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

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.

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


HEALTH


health?


health?


live”.LIVING CONDITIONSQuality of Physical environment

• 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 UK’s 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 guidewill 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 widerange 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


HEALTH


health?


health?


• 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 researchsuggests that over 6 million people are exposed to unacceptable noise levels as a result of traffic (TEST, 1991, in CTC, 1991)

Furthermore, it is significantlyless 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)

Air Quality and NeighbourhoodAmenity

• In terms of respiratory disease, the UK has the highest rates of childhood

• Encouraging active travelcan reduce car use and therefore result in general

•

Appendix E


HEALTH


health?


health?


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, 223•27. 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

improvements in air quality.

• Promoting bicycle use in urban areas could lead to a modal shift from car use tobicycle 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).

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designation was triggered by high nitrogen dioxide levels.

Crime Reduction and Community Safety

• 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, joy–riding, 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 Council’s 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

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Access to Food • The Welsh Assembly Government’s 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 socio-economic conditions and higher rates of premature death and illness than the white majority. The vulnerable elderly, many of whom suffer

• By improving cyclingaccess, the project could improve the access to food forlow 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.

• 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 multi-disciplinary involving health, leisure, sport, neighbourhood regeneration, waste and transport among others.

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from limiting, longstanding illness and are on low income, also fall within this group.”

Access to Employment

• 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 people’s 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 Council’s 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

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• Adamsdown (Central) (38%),

• Llanrumney (36%), • Grangetown (32.7%) • Llandaff North (North)

(32.3)• (CHNA 2004)

security of parking, increasing the availability of cycle hire at stations and the ability to take bikes on trains.

Access to Essential Public Services & Amenities

• CHNA (2004) reported that Transport was also prioritised in one locality and was raised as an issue acrossall 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

• 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 people’s 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.

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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

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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

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

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.

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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).

way of achieving environmentalobjectives. 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).

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_pollutants.pdf [Accessed on 22/05/03].

Documents

Cardiff's Strategic Cycle Network Plan