Exeter’s Cycle Strategy 2010 - 2020
January 2009
Strategy – Why
Now?
|
During the period 2005-2008 Exeter benefited
substantially from its status as a ‘Cycle Demonstration Town’. This success has
been rewarded by a further three years of funding (2009-2011)[1].
The Exeter Cycle Forum is a body
which allows local cyclists to meet with council officials and voluntary bodies
interested in cycling to discuss and comment on proposed changes to the
transport and related infrastructure in the city.
The Cycle Forum has recognised that
the Demonstration Town funding is of limited extent and that if cycling is to
play a long term role within the city’s transport and societal infrastructure
it is necessary to have a clear vision of the role cycling will play in the
future and the infrastructure and environment necessary to support it.
This document attempts to articulate
the long term vision for cycling within the city which can be debated at the
Forum and used as an input to policy decisions in the Transport Area. The
development of the Strategy is described in Annex D.
Strategy Drivers
– Why Cycling?
|
This Strategy recognises that cycling
can not be considered on its own. Cycling must form part of an integrated
approach to solving transport issues which will also involve both public
and private transport as well as pedestrians.
Nevertheless it is important to
recognise the reasons why cycling can play an important role in the transport
mix. The benefits outlined above are expanded in Annex B.
Strategy -
Principles
This strategy is informed by a number
of key principles:-
- Cycling is only one form of transport and must be an integrated
component of a broader transport strategy,
- Economic, Health and Environmental factors are reasons
why there will be an increasing demand to undertake journeys by
bike,
- Economic, Health and Environmental factors are
reasons why cycling should be encouraged,
- Provision of appropriate cycling facilities can not
be achieved by piecemeal developments, instead a long term vision is
required supported by detailed planning to achieve the agreed aims,
- For most purposes cyclists require relatively
direct routes unencumbered by conflict points such as driveways,
junctions, crossings, etc.
- Cycling does not stop at the city boundary,
and rural Devon is known for the quality of the cycling opportunities it
offers,
- Support and development of cycling within the broader
transport mix requires a dedicated team with a committed leader with
a clear focus on developing cycling within a complex local & regional government
environment. The achievements of Cycle Exeter over the period 2005-2008
clearly show the benefits of such focus.
|
Fund and establish a dedicated team
with a committed leader to continue the work of Cycle Exeter beyond 2011. |
The Strategy
|
Create a culture of cycling in
Exeter which matches the best of breed cities in the UK (e.g. Cambridge) and
which aspires to meet the standards achieved in the best Continental cities. |
The Strategy - Specific
Recommendations
Because of the interactions between
cycling and other modes of transport, the complexities of the planning process,
society’s attitudes and many other factors no single initiative can be expected
to deliver appreciable benefits. Thus a broad approach is required involving
both hard (e.g. cycle paths) and soft measures (e.g. cycle training) in a wide
range of areas.
Summary
|
1.
Training & Education a.
Child, Bike It b.
Adult c.
Training Standards d.
Improved
conduct e.
Role of drivers f.
Bike
maintenance g.
The
disadvantaged h.
Travel Plans 2.
Schools a. Safe
Routes b. Parking c. BUGs 3.
Exeter University & Exeter College a. Safe
Routes b. Parking c. BUGs 4.
Information, Communication, Marketing & Learning a.
Mapping b.
Journey
planning c.
TravelSmart and Personal Travel Planning d.
Best Practice e.
Cycle Forum f.
CCN 5.
Development of cycling spokes (primary cycle routes) a.
Exeter to Dawish, Kenn/Haldon, Ide, Crediton, Tiverton, Sowton, Cranbrook,
Skypark, Winslade Park,
Woodbury & Common, Exmouth 6.
Traffic Management a.
30->20 mph;
40->30 mph b.
DIY Street and
Home Zones 7.
Infrastructure & Development a.
Planning b.
Planning gain 8.
Link with Public Transport a.
Trains b.
Buses 9. Employers a.
BUGS – Bicycle
Users’ Groups b.
Workplace BUGs 10.
Leisure & Sport a.
Links to Haldon
Hill, Woodbury Common b.
Events c.
Clubs d.
Olympics e.
BMX f.
Migrate leisure
cyclists to commuting and utility cycling 11.
Health a.
Parking at
Hospitals and Surgeries b.
Bike activities
for fitness and recovery 12.
Bike Maintenance standards Commercial a. Hire b. Shops c. Bike Maintenance training d. Bike Maintenance standards 13.
Other Bodies a.
Cycle England b.
Sustrans c.
CTC d.
British Cycling e.
Active Devon 14.
Maintenance a.
Maintenance of
cycle infrastructure b.
Maintenance of
roads c.
Maintenance of
signs, etc. d.
Reporting
faults/issues |
Detail
1.
Training & Education
a. Child, Bike It
b. Adult
c. Training Standards
d. Improved conduct
e. Role of drivers
f.
Bike maintenance
g. Disadvantaged
Providing children with the
opportunity to learn to cycle safely is the first step to encouraging increased
use of cycling at all ages. Without early exposure to cycling and the
independence it offers it is considerably harder for adults to adopt cycling.
|
All children aged 9-10 should be
given the opportunity to train to BikeAbility Level
2 standard. |
|
All children aged 9-10 should be provided
with a personal travel to school plan which identifies practical routes to
both their current junior and planned senior schools. Each child should have
the opportunity to be accompanied on their preferred route. |
|
A pool of professional National Standard
Instructors will be maintained to support the above activities. |
|
As part of their training children
will be made aware of their responsibility to cycle legally and considerately.
E.g. Via initiatives such as the Road Code. |
|
The level of policing against
errant or anti-social cycling must increase. |
|
A programme of continuous driver
education will be run to ensure that drivers are more aware of cyclists on
the roads and the positive benefits increased cycle use can have. |
|
All cyclists will be offered
training in basic bike maintenance, e.g. puncture repair, brake adjustment,
etc. |
|
A BikeTown
(as devised by Bicycle Magazine) scheme will be run biennially to offer
bicycles to disadvantaged people who can make out the best case for the
impact a bicycle would have on their lives. |
|
Promote BikeTown
successes via the local media. |
2.
Schools
a. Safe
Routes
b. Parking
c. BUGs
|
All schools will have identified
and documented safe routes to school which allow 80% of their pupils and
staff to travel safely to school using foot, bike or public transport. |
|
All schools will have sufficient
secure convenient parking for bicycles. |
3.
Exeter University & Exeter College
a.
Safe Routes
b. Parking
c. BUGs
Cambridge has probably the highest
use of cycling in the country. In Exeter student use of bikes is substantially
less and car parking is a problem on the campus and surrounding area. Students
are fertile ground for the increased use of sustainable technologies but the
transient population means that a continuous programme of education is required
to encourage greater use.
|
Provide all new students with an
information pack before they arrive in Exeter outlining the opportunities for
both utility and leisure cycling. |
|
Provide all students with a voucher
for free bike hire and route information during their first month in Exeter. |
|
Provide a number of bike events
targeted at the student population. |
|
Provide sufficient secure
convenient parking at both sites for bicycles. |
4.
Information, Communication, Marketing & Learning
a. Mapping
b. Journey planning
c. TravelSmart and Personal Travel Planning
d. Best Practice
e. Cycle Forum
f.
CCN
|
A detailed printed map of cycle
routes within Exeter will be produced annually. |
|
A city wide cycle signing scheme
will be introduced such that cyclists can readily identify the safest routes
to major destinations (city centre, University, RD&E, Sowton, etc.) |
|
The TravelSmart
programme will be continued so that residents, commuters and visitors have
access to up-to-date information on public transport, cycling, car-clubs,
car-sharing, walking routes as well as information on local facilities such
as shops and leisure centres. |
|
All cycle related resources will be
available interactively on-line. |
|
Visits will be made to best of
breed UK and European Cities to review and where appropriate to adopt
best-of-breed practices (e.g. Interactive bike map and fault reporting system
in Cambridge). |
|
A series of events will be
sponsored to raise the profile of cycling within the city. These might
include City Centre Criteriums, a stage of the Tour
of Britain, etc. |
|
Provide a forum whereby cyclists
and potential cyclist are able to meet and discus the development of cycle
facilities within the city. |
5.
Development of cycling spines
a. Dawish, Kenn/Haldon, Ide, Crediton, Tiverton, Sowton, Cranbrook,
Skypark, Winslade Park,
Woodbury & Common, Exmouth
Primary cycle routes, or spines, are
needed to provide continuous high quality cycle routes to form the backbone of
any cycle network. Exeter is fortunate to have the Exe Estuary which has
provided a natural route from the south into the city centre.
|
Provide high quality Primary Cycle
routes to the city from Dawish, Kenn/Haldon,
Ide, Crediton, Tiverton, Sowton, Cranbrook, Skypark, Winslade Park, Woodbury & Woodbury Common, Exmouth. |
|
Provide linking routes to the high
quality Primary Cycle routes from the schools, hospital, university and major
workplaces. |
6.
Traffic Management
a. 30->20 mph; 40->30 mph
b. DIY Street and Home Zones
Excessive traffic speed is a major
deterrent to many people using bikes.
|
Introduce area-wide 20 mph speed
limits (down from 30 mph). |
|
Introduce 30 mph speed limits on
arterial routes (down from 40 mph). |
|
Introduce area-wide Home Zones in
new developments. |
|
Retro-fit Home Zones in areas
subject to re-development. |
7.
Infrastructure & Development
a. Planning
b. Planning gain
|
Ensure that cycling issues are
addressed when considering all planning maters including the impact on, and
opportunities presented by, nearby developments. |
--- ?? ---
8.
Link with Public Transport
a. Trains
b. Buses
Combining cycling with public
transport can deliver the advantages of both. Currently the effective
combination is constrained by limited or no capacity.
|
Mandate increased cycle capacity
for trains when contracts renewed. |
|
Introduce cycle carriers on 25% of
bus routes. |
|
Provide effective links between the
Primary Routes and transport hubs. |
9. Employers
a. BUGS – Bicycle Users’ Groups
b. Workplace BUGs
|
Encourage employers to make mileage
payments for cycle journeys the same as for cars. |
|
Encourage the wider establishment
of BUGs and area BUG where employers are of limited
size. |
|
Develop a programme of workplace
rides aimed at staff that don’t regularly cycle.
These rides will include free bike hire, an element of instruction and will
use quiet traffic free routes. |
|
Develop routes from major
employment sites to the Primary Routes. |
|
Encourage employers to provide safe
secure and convenient cycle parking. |
|
Provide support for cross-BUG
links. E.g. Joint rides, sharing information. |
10.
Leisure & Sport
a. Links to Haldon Hill, Woodbury Common
b. Events
c. Clubs
d. Olympics
e. BMX
f.
Migrate leisure cyclists to commuting
and utility cycling
|
Provide signed safe routes to
off-road cycling venues at Haldon and Woodbury Common and to city facilities
(e.g. BMX track). |
|
Provide support to events organised
by local cycling clubs: e.g. Dartmoor Cyclosportive,
Audax rides, off-road events, charity rides, etc. |
|
Develop and publish a series of
leisure routes of a standard intermediate between the Exe Estuary Way and the
challenging Buzzard Way. These routes will give access to Dartmoor and East
Devon. |
11.
Health
a. Parking at Hospitals and Surgeries
b. Bike activities for fitness and recovery
Exeter has already run a programme ‘Cycle to Your Hearts Content’ to encourage people to take
up cycling.
|
Promote an extended ‘Cycle to Your
Hearts Content’ via hospital, clinics and surgeries. The course should be
available free for selected individuals. |
|
Provide safe secure convenient
cycle parking at all hospitals and surgeries. |
|
Develop routes from major health
centres to the Primary Routes. |
|
Offer TravelSmart
interviews to those identified in consultations who
would benefit most. |
12.
Bike Maintenance standards Commercial
a. Hire
b. Shops
c. Bike Maintenance training
d. Bike Maintenance standards
|
Support the local cycle trade via
participation in bike hire, Dr Bike sessions, and discount schemes. |
|
Utilise local commercial skills in
basic maintenance courses. |
|
Both parties providing publicity
material in support of each others activities. |
13.
Other Bodies
a. Cycle England
b. Sustrans
c. CTC
d. British Cycling
e. Active Devon
|
Maintain effective links with
national cycling organisations to exchange best-of-practice ideas with a view
to improving the cycling environment within Exeter. |
14.
Maintenance
a. Maintenance of cycle infrastructure
b. Maintenance of roads
c. Maintenance of signs, etc.
d. Reporting faults/issues
|
Ensure all
cycle schemes are built to the highest quality – meeting national standards. |
|
Ensure all cycle
schemes are built to consistent standards so that users and drivers are
presented with a consistent experience. |
|
Ensure all roads
are maintained to an adequate standard bearing in mind the requirements of
both motor traffic and cyclists. |
|
Provide a system (both on-line
and offline) to handle reporting and tracking of road and cycle facility
faults. |
Specific
Recommendations by Category of User
Not unnaturally, such a diverse set
of users have a range of requirements. In addition cyclists have a range of
skill levels which impacts on the type of facility which is most relevant to them.
Finally there are an increasing number of social and environmental reasons why
greater support of cycling is desirable.
Annexes to this Document briefly
attempt to classify
1
the various levels of skill possessed
by cyclists (Annex A)
2
the types of journeys cyclists make,
(Annex B) and
3
the reasons why cycling should be encouraged (Annex C).
The Requirements fall into six main
categories
1
travel to school (primarily urban)
2
travel to work (primarily urban)
3
utility cycling (e.g. trip to shops)
(primarily urban)
4
leisure cycling (i.e. cycling for
pleasure, or to keep fit) (urban/country)
5
sport cycling (e.g. time trials)
(country)
6
off-road cycling (e.g. Mountain
biking, trials biking) (country)
Each of these groups of cyclists has
specific needs which are outlined below. For each group the type of infrastructure
required is outlined and an analysis performed as to how well the existing infrastructure
meets this requirement.
Section 1: Travel to School
--- to be
added ---
Section 2: Travel to Work
Exeter has a number of centres at
which employment is focused. The primary ones are
·
the town centre
·
Marsh Barton Trading Estate
·
the University
·
Sowton Industrial Estate/Middlemoor
·
the Met Office/EDF Complex
·
the Royal Devon and Exeter Hospital
·
the Clyst St Mary Estate
Commuting cyclists are generally of
skill level 2 [Intermediate] or 3 [Competent].
Commuting cyclists require
·
direct routes from home to the
workplace
·
limited conflict points with traffic
(roundabouts, complex junctions)
·
limited interruptions to their
journeys (e.g. Pelican crossings)
Positive aspects of the current
infrastructure include:-
·
excellent routes from Topsham and
Exminster to Marsh Barton
·
excellent routes from Topsham and
Exminster to the Town Centre
Negative aspects of the current infrastructure
include:-
·
poor connectivity between homes east
of the centre and the Town Centre
·
poor connectivity between homes east
of the centre and the Sowton Industrial Estate
·
very poor access to the Clyst St Mary
Estate from the Town or Topsham
Figure 2 summarises these issues.
Figure2 – Travel to Work
Key:
Green circles: Major
centres of employment
Green Lines: Good cycle
routes
Red lines: Poor cycle routes
Section 3: Utility Cycling
Utility cycling is cycling where the
bike is used as a means of transport to fullfill some
other objective (e.g. shopping, visiting leisure facilities) and which is not
covered in the other sections.
Exeter has a wide range of centres
which are the destination for utility cyclists. Major ones include
·
the town centre
·
out-of-town superstores (e.g. B&Q, Halfords,
etc.)
·
out-of-town supermarkets (.e.g. Tesco, Sainsburys, etc.)
·
local shops
·
the Royal Devon and Exeter Hospital
·
health care centre (Doctors, Dentists, etc.)
·
eateries (pubs, restaurants, etc.)
Utility cyclists span all levels of
skill (1 [Basic], 2 [Intermediate] and 3 [Competent]).
Utility cyclists require
·
Safe and secure parking near to
destinations - shops / leisure facilities
·
Parking that facilitates the use of
child seats & trailers
·
Routes that are reasonably direct
that do not put the cyclist in conflict with other highway users.
Positive aspects of the current
infrastructure include:-
·
excellent routes from Topsham and
Exminster to Marsh Barton
·
excellent routes from Topsham and
Exminster to the Town Centre
Negative aspects of the current
infrastructure include:-
·
poor connectivity from Pynes Hill to the City Centre
·
appalling bike locks at Exe Vale Tesco's
·
poor connectivity from Heavitree to
Exe Vale Tesco's (without having to go up very steep Woodwater Lane)
Section: 4: Leisure Cycling
Devon is blessed with attractive
scenery and an extensive network of roads and lanes which are appealing to
cyclists.
Near to Exeter is the Dartmoor
National Park and the city itself is sited on the
River Exe with excellent (and improving) links to and alongside the Exe
Estuary.
Leisure cyclists appreciate quiet
routes through the countryside and segregated or safe routes through population
centres.
Families (who tend to have a range of
skill levels) favour dedicated formal leisure routes (e.g. Exe Estuary Trail
alongside the canal) which allow young children to exercise in a safe
environment.
More experienced cyclists welcome
access routes to the countryside where they can make use to Devon’s excellent
network of country roads.
Leisure cyclists span all levels of
skill (1 [Basic], 2 [Intermediate] and 3 [Competent]).
Leisure cyclists require
·
direct routes from home to leisure
routes
·
direct routes from home to the
countryside
·
links from formal leisure routes to
the countryside
·
links from formal leisure routes to places of interest (cafes, pubs,
monuments, castles, stately homes, shops, beaches, etc.)
·
minimal conflict points with traffic
(roundabouts, complex junctions)
·
minimal conflict with pedestrians
Positive aspects of the current
infrastructure include:-
·
excellent route from Exeter Quay to
Turf Locks
·
funded plans in
place for extension of Exe Estuary Trail south to both Exmouth and Dawlish
Negative aspects of the current
infrastructure include:-
·
poor connectivity from St David’s north to Exe Valley
and countryside beyond (e.g. Silverton, Cowley, Thorverton, etc.),
·
poor connectivity from city centre to the countryside to the east
(e.g. Clyst St Mary, Clyst Honiton, Broadclyst, Cylst St George, etc.)
·
poor connectivity from city centre westward (e.g. to
Haldon, Shillingford, Ide, etc.)
Figure 4 summaries these points.
Figure 4 – Leisure Cycling
Key:
Green Lines: Good
Leisure cycling Facilities
Red Lines: Poor Leisure cycling
routes
Section 5: Sport Cycling
--- to be
added ---
Section 6: Off road Cycling
--- to be
added ---
Annex A: Cyclists
Skill Levels Vary
By no means do cyclists have a single
requirement. Unlike vehicle drivers, who have to pass a standard test, cyclists
have a range of skill levels and maturity which means that different cycles
facilities are suitable for users of different skills.
Bikeability, the new national
standard for cycle training supported by Cycling England, is currently being
introduced It defines 3 levels of competence in cycling.
Level 1 - Basic - Basic bike handling
skills
Able to cycle in a controlled
environment away from roads and traffic; able to demonstrate basic cycle
control skills including, starting and pedalling, stopping, manoeuvring,
signalling and using the gears.
Level 2 - Intermediate - Safe cycling
on minor roads and specific journeys
Capable
of dealing with traffic on short commuting journeys or when cycling to school.
Level 3 - Competent - Competence for
all cycling trips
Able to make journeys in a variety of
traffic conditions competently, confidently and consistently; able to deal with
all types of road conditions and more complex situations; able to deal with
hazards, making 'on-the-move' risk assessments and planning routes for safer
cycling.
On a separate cycle facility such as
the Exe Valley Trail cyclists at all levels of competence can be expected;
whereas on Heavitree Road only level-3 cyclists would be expected.
Some facilities (e.g. the on-pavement
cycle path in Pinhoe Road) may only be used by level-2 cyclists, whereas
level-3 cyclists may choose to stay on the main carriageway with the vehicular
traffic.
Annex B: Cyclists
Journey Requirements Vary
People elect to use cycles for a
range of activities, a selection of uses are listed below
1. travel to
school (primarily urban)
2. travel to
work (primarily urban)
3. utility
cycling (e.g. trip to shops) (primarily urban)
4. leisure
cycling (i.e. cycling for pleasure, or to keep fit) (urban/country)
5. sport
cycling (e.g. time trials) (country)
6. off-road
cycling (e.g. Mountain biking, trials biking) (country)
Annex C: References
Benefits
of Combining Cycling and Public Transport, Queensland Transport, June 2006. http://www.transport.qld.gov.au/resources/file/eb690344340a02f/C6_Cycling_and_public_transport.pdf
Queensland Government: Technical
information for cycling:
Annex D: Development
of the Strategy
In producing this document a range of
input has been sought from Cycle Forum members as well as individuals
representing the views of
1
schools (via teachers, pupils, etc.),
2
employees (via BUGs, etc.),
3
leisure cyclists (via the local CTC association, etc.),
4
sports cyclists (via. Exeter Cycle Club, CS Dynamo, Sid Valley
CC, etc),
5
police (),
6
council (),
7
individuals ()
Annex E: Drivers
– Why Cycling?
|
In the section we outline the
benefits of cycling.
Economic
Cycling offers substantial economic
benefits both to the individual and to other transport users.
Impact of Increasing Price of Fossil
Fuels: The price of oil rose six-fold in
the period 2002-2008. Most observers believe that such price levels are likely
to be maintained or increase over the next decade as supply struggles to meet
demand. There is clear evidence that increases of this magnitude are impacting
driver behaviour. For example Devon County Council’s Car Share scheme attracted
a ten-fold increase in registrations during the oil shortage in May/June 2008.
Further fuel price increases are likely to increase demand for alternative
forms of transport such as cycling.
Cheaper Transport: Cycling is substantially cheaper than private transport
and has the ability to provide door-to-door journeys.
At present (2008) the mileage
allowance for Devon County Council members is 40 pence/mile for car journeys
and 20 pence/mile for bicycle journeys.[2]
Given that bicycles take up considerably less road space and also require less
space for parking than cars there would be considerable benefit in increasing
the bicycle allowance to the same level as for cars in order to provide a
positive inducement to substitute bike journeys for car ones.
Reduce Congestion: Bicycles take up considerably less road space than motor
vehicles and are also able to use routes inaccessible to vehicles (e.g. Exe
Estuary Trail). In addition they require considerably less space for parking
than cars. Given that even modest reductions in traffic lead to substantial
reductions both in congestion and in journey times (for example during school
holidays) there is considerable merit in encouraging people to substitute car
journeys by bicycle trips.
More Effective use of Space –
Carrying Capacity and Parking: In
Exeter there is only a finite amount of space available to support the
transport infrastructure. Bicycles take up considerably less road space than
other road users and also require less space for parking. Thus they are able to
contribute to the most effective use of the available space.
Cost Effective of Provision of
Carrying Capacity: Similarly when new transport avenues
are developed cycle routes, given their modest costs, provide a very cost
effective means of providing transport capacity.
Help meet tighter constraints of
Travel to Work Plans: Legislation requires businesses to
develop Travel to Work Plans. These plans are designed to encourage a greater
proportion of journeys to work to be made by sustainable or public transport.
For example in many cases the number of car parking spaces
are limited to encourage alternatives such as cycling.
Ability
to reach majority of destinations (c.f. public transport): Cycling has the benefit that it is a true door-to-door
means of transport.
Ability to integrate with Public
Transport (e.g. folding bikes on trains): For
longer journeys it is possible to combine cycling with public transport. Such
travel has a range of benefits such as increasing the range of potential
destinations and the ability to attract public transport users from a wider
catchment area.
Health
Obesity: Considerable concern has been aired recently about the
documented increases in people’s average weight. Particular concern is focused
on the rapid increase in children’s weight and the increased probability of
diseases such as diabetes and heart disease. Much of this increase is
associated with our increasingly sedentary lifestyle and the use of motor
transport for even short journeys. Greater use of cycling has the potential to
encourage higher levels of physical activity.
Fitness & Happiness: As well as the ability to help reduce and control weight
regular cycling can help to maintain fitness and led to a greater sense of
wellbeing. One study has suggested that regular cyclists have fitness levels
equivalent to members of the general population 10 years younger. As well as
benefiting individuals greater fitness can lead to lower demands on the health
service.
Because cycling is a low impact
activity and because it can be pursued at relatively low levels of exertion it
can also have a role to play in the recovery from illness.
Improve Air Quality: Air pollution resulting from motor vehicles (both gaseous
and particulates) is recognised as a serious problem impacting both short and
long term health of neighbours. This is especially a problem on congested
arterial routes into towns and cities. In London a Low Emission Zone has been
introduced[3]
which limits access to most of Greater London by vehicles over 3.5 tonnes.
Cyclists clearly produce negligible emissions.
Climate
Reduce CO2 emissions: Exeter is home to the Met Office’s Hadley Centre which is
one of the major contributors to the Intergovernmental Panel on Climate Change
(IPCC). The IPCC has unravelled the contribution of man-made emissions to
climate change. One of the key findings has been the role of transport in
contributing to climate gasses such as CO2. Substituting cycle
journeys for motor ones substantially reduces the contribution to this source
of climate change.
Version Information
|
Revision |
Date |
Lead Author |
Notes |
|
|
|
|
|
|
001 |
20 April 2007 |
Kirby James |
Initial Draft for
Comment |
|
002 |
12 June 2007 |
Kirby James |
Updated for June
Meeting |
|
003 |
1 November 2007 |
Kirby James |
Next Version
including Utility Requirement |
|
004 |
8 July 2008 |
Kirby James |
Substantial revision
following meeting with Peter Grainger and Zsolt Schuller |
|
005 |
11 July 2008 |
Kirby James |
Substantial revision
following meeting with Peter Grainger and Zsolt Schuller |
|
006 |
03 February 2008 |
Kirby James |
Substantial revision
following meeting with Peter Grainger and Zsolt Schuller |