11.4 Creating a Cycle Network

As standalone pieces of infrastructure, cycle paths and tracks will not encourage a modal shift to cycling.

A network must be planned and developed, with the routes described in Section 11.3 forming links between various nodes such as junctions, origin points and destinations.

This needs to be based on an understanding of where people need and want travel, and what barriers might prevent them making these journeys by cycling. The simplest way of creating a network is to integrate cycle routes into the street network and follow the logic of street hierarchy.

Area wide cycle networks will be planned through the development of Local Cycling Walking Infrastructure Plans (LCWIPs). Surrey County Council are working with District and Borough councils to roll out LCWIPs across the county.

All new cycle infrastructure and networks should be developed in line with these emerging plans, and developers should work with the District and Borough councils to maximise the opportunities for developing cycle networks.

A good cycle network will consist of the following elements:

• Safe and comfortable cycle routes, on or off street.
• Simple, safe junctions with dedicated space for cyclists.

-Safe crossings points with cycle and pedestrian priority.

• Secure and convenient cycle parking and storage at key destinations.

Proposed cycle schemes must achieve the minimum criteria set out in Local Transport Note 1/20. These are the thresholds for Department for Transport funding that must be met:

• A minimum score of 70% under the Cycling Level of Service (CLoS) assessment, and no critical fails.
• No ‘red’ scores under the Junction Assessment Tool (JAT).
• On new developments, the network must not be confined to the red line boundary as trip demand will never be confined to the development.

The key nodes outside the development should be identified, such as nearby train stations, local centres, local attractions, or links to other cycle routes.

The network should provide direct and convenient connections to these destinations, in line with principles set out in the rest of this chapter (11).

The intention is to not only provide a viable alternative to private vehicles for these journeys, but to make cycling, and walking, the preferred mode of travel for these journeys.

Establishing these wider networks will require improvements to infrastructure in the wider area, these can be delivered through Community Infrastructure Levy (CIL), Section 106 contributions and the Section 278 off site highway agreements.

On larger residential developments, such as garden villages, opportunities should be taken to introduce cycle hire schemes. These facilities could increase the appeal and affordability of cycling to a wider range of residents while also reducing the space required for private / allocated cycle parking spaces.

Hire schemes can be a useful solution to the ‘last mile’ problem of public transport journeys and should be integrated into the public transport network. This can be achieved through the delivery of ‘mobility hubs’ at key transport nodes, and through the development of ‘Mobility as a Service’ (MaaS) technology to create seamless planning, booking and payment. Further information can be found in the latest SCC Local Transport Plan (LTP4).