Designed for Cycling

Chris Peck's picture

CTC objects to proposed second Lincoln bypass

Campaigners from CTC Lincolnshire have lodged an objection to the new road on the grounds that it will sever existing local roads and provide inadequate crossings. The road will be a test of the cycle proofing commitment made by the Prime Minister in 2013.
The proposed new bypass will sever minor roads used by cyclists

The new road will cost £96m for under 5 miles – £19m a mile – more than the money being spent on cycling by the Government in eight cycling cities and four National Parks.

£50m will come from central Government, with the rest from developers and the local council.


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Cherry Allan's picture

CTC welcomes official go-ahead for lights to help cyclists at junctions

News that the Department for Transport (DfT) has finally given the go-ahead to ‘low-level’ traffic lights has been welcomed by CTC, who have long campaigned for the move.
Low-level lights will help cyclists at junctions

The mini, cycle-specific lights help cyclists at junctions because they repeat the signal displayed on the main traffic lights at a level that makes them easier for people on bikes to see. The lights are already a common sight in most other European countries and proved very popular during track-based trials in the UK.


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Roger Geffen's picture

CTC condemns rising toll of cyclists' deaths in London

14 November 2013
CTC demands action on cyclists’ safety in London after a fifth cyclist is killed in ten days on the capital’s roads.
A 'ghost bike' at the Bow Roundabout: photo by Diamond Geezer (Creative Commons)

In a terrible week for cycling in London, the total number of cyclists killed in 2013 has risen to 13, 8 of them killed by lorries. CTC is calling for serious improvements to cyclists' safety at major junctions, to the design of lorries, and to driver training, in order to avert more unnecessary deaths.

Roger Geffen's picture

CTC calls for swift progress as McLoughlin promises 'cycle-proofing' action

Transport Secretary Patrick McLoughlin has told cycling champion Chris Boardman that his department will do all it can to let councils introduce Dutch-style segregated cycle provision, while the Highways Agency has promised to review the cycling sections of its design guidance.
Rule changes are urgently needed so UK cycle tracks can have the same ju

CTC has welcomed the announcement, which came after Transport Secretary Patrick McLoughlin met with British Cycling and its Policy Advisor, the former Olympic gold-medallist Chris Boardman, followed by 3 days of talks between CTC and Department for Transport (DfT) officials last week (21-23 October).

RhiaWeston's picture

Cyclist to challenge Fixed Penalty Notice after £2300 raised for legal fees.

Cyclists have shown overwhelming support for Alex Paxton's challenge of the FPN he received a few weeks ago. Individual donors have given a total of £2669.50. Alex has submitted his request for a hearing in the Magistrates court to contest the FPN.
Alex Paxton is challenging an unfairly issued FPN

Alex had intended to position himself in the cyclists’ box in order to turn right, but found that the box had been illegally occupied by a motorist. With concern for his own safety were he to stay in the inside lane and then have to cross three lanes of moving traffic in order to turn right, he decided to position himself ahead of the traffic and ahead of the Advanced Stop Line (ASL).

Cherry Allan's picture

Cycle-friendly design and planning: Overview

CTC's vision is to see people of all ages, backgrounds and abilities feeling able to cycle safely and confidently for all types of journey. Designing - or re-designing - neighbourhoods, town centres and road networks to cater properly for them is essential...
Cycle lane
Headline Messages: 
  • CTC’s vision is to see a massive step-change in cycle use, so that people of all ages, backgrounds and abilities feel able to cycle safely and confidently for all types of journey.
  • Our neighbourhoods, town centres and road networks should be fundamentally redesigned to be ‘people-friendly’, with cycling not only contributing to a reduction in car dependence, but also benefiting from it. Through-traffic should be channelled onto a limited network of main roads – which should have dedicated cycle provision on or alongside them – while traffic volumes and speeds are kept low on other streets or lanes. Dedicated cycle routes and cycle-friendly access restrictions (e.g. limiting motorised access to town-centres or rat-runs) can encourage people to choose cycling over motorised travel for day-to-day journeys.
  • The cycle network should include the whole road network, supplemented by high-quality cycle routes away from the road network, e.g. through parks and open spaces, or along canals, waterfronts and disused rail corridors. Dedicated cycle provision should be safe and feel safe, showing that society positively values those who choose to cycle, and avoiding any impression that they are a ‘nuisance’ to be ‘kept out of the way of the traffic.’
  • In general, CTC advocates:
    • 20 mph limits for most built-up streets (including villages), and the widespread adoption of 40 mph or lower limits for rural lanes;
    • Some form of dedicated space on busier urban roads, particularly where higher speed limits are retained; and
    • Parallel off-road facilities for dual carriageways and inter-urban roads.
  • However, decisions on appropriate solutions will also need to reflect local factors, such as junctions and junction layouts, and demand for parking or loading.
  • In most places, the main priority for significant capital spending in the years ahead will be to redesign larger junctions to be cycle-friendly, or to open up links for cyclists across (or avoiding) major barriers to safe and convenient cycle travel. Opportunities should also be sought to maximise the funding for cycling improvements through the planning system and road maintenance budgets.
CTC View (formal statement of CTC's policy): 

General principles:

  • An overall aim of transport planning should be to increase cycling as part of a strategy to halt and reverse the growth of motor traffic. This could be achieved through pricing mechanisms (e.g. fuel duty, road user charging, and tax incentives for cycling), the availability or cost of parking, or by regulations and physical road closures to limit motor vehicle access whilst maintaining access for cyclists.
  • The road network and cycle facilities should be designed and maintained to a high standard, free of potholes, debris and obstructions.

Urban streets and rural lanes:

  • 20 mph limits should be the norm for most streets in built-up areas, with exceptions to be identified by local authorities in consultation with local communities.
  • Speed limits of 40 mph or lower should be the norm for rural single carriageways, with 20 mph the norm in villages.
  • On both residential streets and rural lanes, low traffic speeds should preferably be achieved through quality design, to make the street or lane feel like it is primarily for people not motor vehicles. Cruder forms of traffic calming, such as road humps and narrowings, are a less good option, as they can be unpleasant and unsafe for cyclists, and are generally unpopular.
  • On busier urban roads, some form of dedicated space for cyclists should be provided. Alternatively, this may include use of decent width bus lanes or on carriageway cycle lanes, preferably with coloured surfacing. It may also include cycle lanes created from carriageway space involving physical segregation both from motor vehicles and pedestrians, where the relevant highway authority has the will to do this to a high standard. Where there is insufficient space for such provision, the aim must be to reduce traffic volumes and/or speeds, so that cyclists can share the road safely with the other traffic using it.

Dual carriageways, inter-urban main roads and major junctions:

  • On dual carriageways and inter-urban main roads, the form of cycle provision normally preferred should be a physically segregated cycle track parallel to the road, with provision made for cyclists to pass under, over, around or through major junctions.
  • High speed or multi-lane junctions should either have signalised crossing points, ‘early advance’ cyclists’ traffic lights, and/or safe and convenient bypass routes, bridges or underpasses, so that cyclists can get round or through the junction safely and conveniently in all directions.
  • Bridges and tunnels designed to high standards should be provided at appropriate locations to enable cyclists and other non-motorised users to cross major roads where potential links on minor roads or off-road rights of way are currently severed.

Off-road cycle facilities:

  • Traffic-free routes should be provided away from roads, e.g. using parks and open spaces, canal and riversides. These should form direct and convenient connections to the wider road network and to key destinations, and should have good riding surfaces.
  • Traffic-free routes away from roads should add to, not substitute for, the creation of safe, convenient and pleasant cycling conditions on or adjacent to the road network, so that cyclists have easy access to the full range of destinations that other road users can get to.

Other cycling infrastructure:

  • Cycle signing should be provided to help people find suitable routes.
  • Sensibly-designed cycle parking should be provided at key destinations to meet the needs of both short-stay visitors and longer-stay users e.g. at schools, workplaces and rail stations which will generally require more secure, sheltered provision. Levels of cycle parking provision should reflect anticipated increases in demand.

Maintenance and funding sources:

  • Roads and off-road routes used by cyclists should be surfaced and maintained to a high standard. The needs of cyclists should be reflected in highway authorities’ procedures for reporting, inspecting and repairing defects, and in the management of street works, winter maintenance, debris/vegetation clearance and lighting policies.
  • The costings of off-road cycle facilities should include provision for their maintenance.
  • Opportunities should be sought to maximise the funding available for improved cycling provision from new developments and highway maintenance budgets.

Ensuring high and consistent quality:

  • Planners and engineers should be given professional training in the principles of cycle-friendly planning and design.
  • The highway network and alterations to it should be subjected to a cycle audit and review process.
Download full campaigns briefing: 
Publication Date: 
October 2012

Leighton Buzzard residents demand Space for Cycling

Nearly 100 people from the Leighton Buzzard area have come together to demand that the council invest more funds in better provision for cycling in the town.
100 residents pinned messages to local councillors on a bike

Around 90 people at the Linslade Canal Festival wrote a message to Central Bedfordshire Councillors telling them that more needs to be done to help people to choose the bicycle over the car for journeys in and around the town.

Young and old alike flocked to the Leighton Buzzcycles stand at the event to add their message tag to a special bicycle.

Chris Peck's picture

Huge improvement in design of Cycle Superhighway 5

10 July 2014
New designs out for consultation show that the quality of design for cycling infrastructure has shot up. The new route, which parallels one of London's busiest distributor roads, will now be almost entirely protected from traffic, with generous widths and good continuity.
How CS5 could look as it approaches Vauxhall

This is the second consultation on Cycle Superhighway 5 (CS5) - the first design showed little imagination and an unwillingness to remove motor traffic capacity.

The new design is much bolder: the two-way cycle track running along the north side of the bridge is wide and protected by new turning bans, prohibiting crossing motor traffic movements. 

The cycle track will be a minimum of 3m, but mostly up to 4 or even 5 metres in places.

RobbieGillett's picture

What do we mean by Space for Cycling?

How do we create Space for Cycling? A range of solutions is needed, for major and minor roads or junctions, in urban and rural areas alike.

In general though, the answers are covered by the Space for Cycling campaign's six themes:

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  • Patron: Her Majesty The Queen
  • President: Jon Snow
  • Chief Executive: Paul Tuohy
  • Cyclists' Touring Club (CTC): A company limited by guarantee, registered in England no.25185. Registered as a charity in England and Wales No 1147607 and in Scotland No SC042541


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