Get Doncaster Cycling...2 October 2019 Developing the Vision Get Doncaster Cycling About Sustrans...

Get Doncaster CyclingDeveloping the VisionOctober 2019

2 October 2019 Developing the Vision

Get Doncaster Cycling

About SustransSustrans is the charity making it easier for people to walk and cycle.

We are engineers and educators, experts and advocates. We connect people and places, create liveable neighbourhoods, transform the school run and deliver a happier, healthier commute.

Sustrans works in partnership, bringing people together to find the right solutions. We make the case for walking and cycling by using robust evidence and showing what can be done.

We are grounded in communities and believe that grassroots support combined with political leadership drives real change, fast.

Join us on our journey. www.sustrans.org.uk

What we doHow we work

We make the case for walking and cycling by using robust evidence and showing what can be done.

We provide solutions. We capture imaginations with bold ideas that we can help make happen.

We’re grounded in communities, involving local people in the design, delivery and maintenance of solutions.

Our visionA society where the way we travel creates healthier places and happier lives for everyone.

Our missionWe make it easier for people to walk and cycle.

Revision Description Author Check Date1 Final draft MR KMc 17/09/2019

2 Final draft MR / AG MR 04/10/2019

Contents

1. Executive Summary .................................................................................................................................2

2. Introduction .............................................................................................................................................4

3. Building the vision ...................................................................................................................................4

4. Maximising existing ambition .................................................................................................................5

5. Utilising local knowledge and opinion ....................................................................................................8

6. Maximising the benefits of existing infrastructure ...................................................................................9

7. Developing a core cycle network ..........................................................................................................11

8. Developing a fine-grained network .......................................................................................................16

9. Developing the leisure route network ....................................................................................................18

10. Developing a cycle culture ....................................................................................................................21

Appendix A: Get Doncaster Cycling Progress Report..............................................Attached seperately

Appendix B: Workshop report...................................................................................Attached seperately

1. Executive Summary There is a real buzz around cycling in Doncaster.

Recent events and new infrastructure have created a renewed interest in cycling as a sport and a means to get around. Doncaster is a compact town and relatively flat making it an ideal candidate to become a “cycling town” if the right investment is made.

This report examined a range of factors which, brought together, will help to achieve this vision.

The key findings and recommendations are:

Maximising the existing ambitionThere is wide-ranging support for investment in cycling across a range of local and regional strategies. The full weight of these strategies needs to be combined to create a coherent message and to help build the case for cycling.

Recommendations:

• Ensure all existing strategies are brought together and rationalised into an overarching cycle strategy.

• Create a Communications and Engagement Plan so that the Cycling Strategy and its aims, objectives and recommendations can be disseminated to the wide range of bodies that have responsibility for all other relevant strategies.

• The Doncaster Cycling Strategy will need to take into account emerging Sheffield City Region-wide Active Travel Strategies and should share common targets and objectives in order to efficiently access regional funding.

Utilising Local Knowledge and OpinionStakeholder workshops have recommended a range of infrastructure, behaviour change, support and cultural measures to help make Doncaster a “Cycling Town.” These ideas need to be combined and sense-checked with data-led evidence and existing relevant strategies to help create a series of Core Priorities within the Cycling Strategy.

Many of the Stakeholder ideas have been combined with related recommendations in this report but others may be outstanding.

Recommendations:

• Review Stakeholder recommendations alongside available data and current programmes and select the most appropriate to add to the recommendations made in this document.

• Continue to consult on the Doncaster Cycling

Strategy so that Stakeholders continue to buy-in to the process.

Maximising the benefits of existing infrastructureStakeholders and mapping shows that a good cycle network has been developing in Doncaster. This should provide the basis for the development of a more comprehensive network that enables access to jobs, services, schools and leisure for all residents of Doncaster.

Recommendations:

• Use the existing cycle network as a base for planning new infrastructure.

• Audit existing facilities to see where improvements need to be made to bring them up to regional standards emerging within the Sheffield City Region Active Travel Implementation Plan.

• Review “Advisory Routes” to ensure they truly meet the needs of novice and family cyclists.

• Review the town centre one-way system to see where barriers to cycling can be removed.

• Review the pedestrianised zones to see if cyclists could be safely accommodated.

Developing the core cycle networkCensus data shows us that many journeys undertaken in Doncaster are radial and involve people commuting from the suburbs of the town into the centre. It also shows that many of these journeys are made by car, are under 5km and are within an area that is relatively flat. There is therefore high potential to convert car trips into cycle journeys.

Modelling shows that, for the majority existing and potential new cyclists, the main A-road network in the centre of Doncaster will provide the most convenient routes. It is on this network, therefore, that new investment in infrastructure should be focused.

Recommendations:

• Prioritise the main A-road for investment in new infrastructure.

• Provide high-quality, segregated facilities that meet modern standards, including the upcoming Sheffield City Region Active Travel Infrastructure Plan standards.

• Ensure new routes connect well with all cycle infrastructure.

Developing the fine-grained networkFor the core cycle network to be fully utilised and for cycling to be accessible as a mode for the widest spectrum of people and uses, a fine-grained network of cycling and walking facilities is needed.

Such facilities are difficult to model and predict and so community engagement and co-design is needed. This should be done in a way that reflects all the needs of the community and not just those related to cycling.

Recommendations:

• Undertake “Liveable Neighbourhood” style projects to define the finer-grained network and to improve the overall safety and accessibility of communities within Doncaster. This should be focused on developing Doncaster as a place rather than just cycling.

• Prioritise the “Liveable Neighbourhood” projects where there is the most propensity to walk and cycle.

• Use the projects to co-design work packages that will reduce the negative effects of traffic and make cycling a safe option for journeys to work, shops, schools and leisure.

Developing the Leisure Route Network Recent count data has shown that investment in the Leisure Route network can lead to large rises in use by cyclists. This potential for growth should be extended to the whole of Doncaster by expanding and improving the leisure cycling network.

Recommendations:

• Use the National Cycle Network (NCN) audit to improve the Trans Pennine Trail and bring it up to NCN standards.

• Create a package of small measures to remove inaccessible barriers, and improve signage, in particular between the Trans Pennine Trail and the centre of Doncaster.

• Undertake a study into providing a more comprehensive network of leisure routes to ensure more areas of Doncaster have access to off-road cycle routes and to leisure facilities.

Developing a cycling cultureRecent cycling events and the development of new leisure facilities have combined to create a buzz around cycling in Doncaster. Feedback from the Stakeholder Workshops suggests that these events are appreciated by the cycling community but that there is scope to increase their inclusivity.

There are also numerous clubs, led-rides and on-

road ride guides that could help build the cycling culture and should be brought together within the Doncaster Cycling Strategy.

Recommendations:

• Ensure events are family friendly and easy to access by sustainable means.

• Ensure events reach into the communities of Doncaster and not just the more affluent areas.

• Ensure all clubs, facilities, ride leaders etc are brought together to have input into the Doncaster Cycling Strategy.

• Ensure the full range of cycle-related facilities, clubs and activities are brought within the Doncaster Cycling Strategy and their benefits are maximised to help develop a cycling culture.



2. Introduction

Get Doncaster CyclingDoncaster MBC has a vision to make Doncaster a “Cycling Town”. It has a drive to provide infrastructure, behaviour change and support measures and events in order to create a cultural change in the town that will:

• Reduce reliance on the car as a means to travel and to reduce congestion and emissions as a result

• Reduce the number of road accidents involving cyclists

• Increase the number of people undertaking regular exercise and in particular to reduce inequalities in health

• Improve access to jobs and services

• Improve access to leisure facilities

BackgroundIn 2013 Doncaster MBC developed a cycle strategy which had the very similar key objectives of:

• Increasing the number of people cycling and the number of journeys made by cycle

• Improving health and reducing health inequalities by introducing cycling in everyday life

• Improving cyclists safety and feeling of safety

• Reducing cycle thefts and improving cycle parking

Since the strategy was adopted there has been considerable investment in cycling infrastructure, support and events including:

• Hosting the Tour de Yorkshire in 2016, 2018 and 2019

• Hosting the World Championships in 2019

• Undertaking cycle training in Primary Schools

• Providing new cycle tracks and refurbishing existing ones in numerous locations

• Providing additional cycle parking facilities

Doncaster MBC now wishes to take stock, as part of the Get Doncaster Moving strategy, and has commissioned reports into progress made against the targets of the 2013 Cycling Strategy and into what additional work is needed for the town to achieve its vision of becoming a “Cycling Town.”

2013 Cycle Strategy Progress ReportThe Progress report is included as Appendix A. This shows encouraging trends in the overall rise of people undertaking cycling, the reduction in accidents involving cyclists and the theft of bicycles. Training in schools also continues to take place.

This document looks at how these positive trends can be developed further and also how more commuter cycling can be encouraged, especially for trips to the town centre.

3. Building the VisionTo understand how the vision of being a “Cycling Town” can be practically achieved, we have looked at a range of data and opinion to build up layers of evidence:

Key Strategic Information - What support is there for this vision?In order to build a culture and a transport network conducive to walking and cycling, there must be a collective effort from across many strands of local and national Government. This chapter brings together key extracts from a range of local and regional existing policy documents so that proposals can be easily cross-checked and aligned with them.

Local Knowledge and OpinionA number of workshops were facilitated to bring a range of stakeholders together to understand more about what is needed to deliver the vision. These discussed the key themes of:

• Infrastructure

• Behaviour change

• Legacy and Events

• Creating high level and public support

Existing and Planned Infrastructure - Foundations of the vision

Doncaster has being making progress in delivering infrastructure and a cycle network is emerging. It is vital that these foundations are built upon and investment benefits are maximised by ensuring existing facilities are fully utilised.

Utility Route Modelling This contains theoretical modelling outputs using census data and a range of other factors to create maps of where new commuter and utility cycling trips are most likely to be made and where to focus investment in new facilities.

Leisure Route OpportunitiesTo enable cultural change and early uptake of cycling, opportunities for leisure cycling are key. We have examined how existing off-road routes could be built upon to provide a key leisure resource for more residents of Doncaster than are currently served.

RecommendationsAll the evidence layers have been brought together into a clear list of recommendations that are intended to provide the base, either for an in-depth Doncaster Cycle Strategy refresh or to inform the emerging South Yorkshire Cycle Strategy.

Target RecommendationsThe 2013 Cycling Strategy included a number of objectives. We look at how these can be continued and adapted to reflect the new vision and if additional targets are needed.

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Developing the Vision October 2019

4. Maximising existing ambitionThere is clear support for cycling in Doncaster within many existing local and regional plans and strategies.

Each strategy contains objectives and targets that can be brought together within a main strategy document to build the case for investment in infrastructure and behaviour-change programmes. Strategies can also be used to guide development and set out a strong rationale for attracting developer contributions.

This chapter summarises the key relevant strategy documents, identifying applicable targets for consideration in a future strategy.

Relevant documents include:

• Get Doncaster Moving

• Doncaster Local Plan 2015-2035

• Doncaster Growing Together

• Doncaster Health and Wellbeing Strategy 2016-2021

• Doncaster Green Infrastructure Strategy 2014-2018

• Doncaster Rights of Way Improvement Plan 2017-2027

• Sheffield City Region Transport Strategy 2018-2040

The Get Doncaster Moving initiative is a strategic framework for ensuring that physical activity and sport are embedded within the system, policies and thinking of Doncaster MBC. The strategy recognises the importance of physical activity and sport in making communities ‘healthy and vibrant.’

Cycling is recognised as an important part of this strategy and is included as one of the five main

The Local Plan is being consulted on and will reflect the new planning strategy for the borough. It sets out proposals for new development and policies to guide planning applications; protecting areas from development because of their environmental, social and/or economic value. This will be crucial to how the physical environment within the borough will support and encourage physical activity in people’s daily lives. In particular, the Local Plan policies will look to adopt Sport England’s “Active Design” principles. These principles will be embedded in the decision making process when considering planning applications for new developments.

There are numerous and significant mentions of cycling within the Draft Local Plan with regards to Green Infrastructure, Public Rights of Way and inclusion of facilities in new Developments. The specific chapter regarding cycling recognises that:

“the benefits of increased cycling are significant. As a mode of sustainable travel, cycling offers the economic advantages of affordable transport while having the potential to reduce congestion and improve air quality through reduced car use.

Doncaster is committed to increasing the uptake of cycling, both as a leisure activity and as a form of active travel. As a Borough with a range of health

Emerging Doncaster Local Plan

themes of the Get Doncaster Moving programme.

Doncaster is the largest metropolitan borough in the UK by area and has a population of approximately 305,000. Of these, 70,000 people were classed as being inactive in the Active Lives Survey of 2017, some 29%. This is the highest level of inactivity in West and South Yorkshire. Cycling is seen as a part of a solution to this problem.

Areas such as Central Doncaster and Thorne are mentioned as having particularly low levels of physical activity, which is less than 30 minutes activity a week.

The strategy cites Public Health England’s 2014 report aim of “Everybody Active Every Day” which sets a national framework to overcome this inactivity including

• Active environments: creating the right space

• Healthy environments support healthy recreation and wellbeing

• Land use has a big impact on health – green spaces, playgrounds, cycle lanes and age-friendly high streets should all encourage people to be active every day

The “What does it all mean” section recognises that Doncaster is “starting from a worryingly low base of physical activity levels in comparison to other areas”.

In “What we will do” the report sets the direction for the development and delivery for various age groups - Early Years, Children and Young people, Adults and Families and Older Adults and All Ages.

While cycling could be assumed to be included in most of the Actions it is only specifically mentioned in two of the actions:

• AF5 Organise a range of promotional events and opportunities relating to individual “casual” participation in sport such as running, cycling, swimming and going to the gym

• AA2* Develop and implement walking and cycling strategies that consider active travel, leisure, physical activity and sport outcomes. This includes the adoption of cycling and walking policies within the Local Plan to ensure appropriate provision is considered in all new developments.

Six Key Performance Indicators (KPI) are set out in the how we will measure ourselves section regarding physical activity for school children and Adults and older people to 2027. One of these is:

• KPI 6 Decrease in percentage of people physically inactive (KPI 1 and 2 from Active Lives survey) Current 29.1% (71,840 over 16s)

Get Doncaster Moving

2027 24% (59,250 over 16s)

Get more people in Doncaster Cycling would help to achieve this KPI.

challenges including increasing obesity levels and increasing numbers of people with diabetes, the health and wellbeing benefits of cycling are of particular significance. Regular cycling has shown to reduce the risk of chronic illnesses such as heart disease, type 2 diabetes and stroke.

It is intended to implement a programme of on and off-highway cycle routes across the Borough, including cycle lanes, crossings, greenways and advanced stop lines. Such routes will be designed to provide direct, safer cycle journeys to the main urban facilities, particularly Doncaster town centre and other Town and District centres, as well as to key trip generators such as major employment area and tourist attractions. All measures will be in accordance with the adopted Doncaster Cycling Strategy, and accompanying documents, and the forthcoming South Yorkshire Local Cycling and Walking Infrastructure Plan. Priority will be given to those routes and junctions where:

• There are gaps in the existing network (e.g. A630 Wheatley Hall Road (Holmes Market to Churchill Road))

• They provide direct access to major trip generators such as Doncaster town centre and other town and district centres, major employment centres and tourist attractions

• Scheme opportunities arise (for example, links to new developments)

Additionally, existing greenways will be protected and enhanced and new links should be provided, where possible.

Where new developments take place, developers will be expected to provide for potential users including cyclists, in line with the relevant Supplementary Planning Documents and design guidance. The design of new development should encourage cycling, considering cycling accessibility, wayfinding and connectivity to key destinations, as well as providing secure cycling parking and related facilities as appropriate in line with the latest Council standards.

Projects that may have an impact upon cycling will require a cycle audit. The audit will ensure that cycling is accommodated within the project as a safe and convenient travel option and will take the needs of cyclists into account at all stages of the design process. Cyclists are particularly vulnerable when accidents occur and new highway and traffic management schemes will ensure that cyclists are adequately catered for through a variety of appropriate measures.”



Doncaster Growing Together (DGT) 2018

DGT is a partnership strategy which has been developed through an extensive engagement process involving partners from across the Team Doncaster family. It targets attention and resources on the issues that matter most to Doncaster’s present and its future, overcoming organisational silos and uncoordinated interventions. The four policy themes of living, learning, working, and caring are core to the strategy.

In this strategy under the living theme, there is a clear aim to make Doncaster a serious cycling destination through continuing the work with wider partners. The British Cycling funded development at the Hub, with a 1km designated cycle track is testimony to this. Doncaster MBC will also continue to invest in cycling lessons for children, young people and adults. Hosting the UCI championships in Sept 2019 will be the largest cycling event to date. Doncaster MBC will continue the development of the relationship with Welcome to Yorkshire and explore future opportunities.

The recently launched strategy strongly aligns with other strategies but specifically focuses on the four themes of:

• Wellbeing

• Health and Social Care Transformation

Health and Wellbeing Strategy 2016-2021

‘Creating a greener, healthier and more attractive borough’

This important strategy sets out the overall approach for delivering an integrated network of high quality green spaces, habitats, and landscapes across the borough that provide opportunities for sport and recreation, and outdoor physical activity.

A reference to cycling features in Green routes theme.

The key outcomes of this strategy in relation to green routes are summarised below.

• Improving links between the Town Centre and other attractions within the green corridors around the main urban area (e.g. Lakeside, Doncaster Racecourse and Sandall Beat Wood)

• Improve and extend the bridleway network (e.g. horse riders and users with mobility problems) and create new routes

• Widen community involvement in environmental and educational access initiatives

• Congestion and pollution: Studies indicate high levels of carbon dioxide are emitted in the Town Centre and the motorway corridors to the east and south of the main urban area, especially at the interchange of the M18 and M180 motorways to the north east

• Connectivity: parts of the network are fragmented (e.g. between Marr and Hickleton, Marr and Brodsworth and the areas surrounding

Doncaster Green Infrastructure Strategy 2014-2018

Important for maintaining and developing rights of way for walkers, cyclists and horse riders and that residents needs for recreation, exercise and access to local services are met.

The rights of way network is an integral means of accessing the countryside, linking residential areas with amenities and providing safe alternative routes away from vehicular traffic.

We recognise the importance of:

• Providing a well-managed and maintained rights of way network that is safe, correctly recorded and meets the requirements of all users

• The need to promote rights of way and other green space as an economic asset that attracts more visitors to the borough

• Increasing accessibility to allow more people to take advantage of the health benefits access to the countryside can bring, therefore contributing to improving the health and wellbeing of our residents

• The need to increase the opportunities for sustainable travel, leisure and recreation activities and access to local amenities

Rights of Way Improvement Plan 2017-2027

• Areas of Focus (Substance misuse, Obesity, Children and Families, Dementia and Mental Health)

• Reducing Health Inequalities

The Wellbeing and Reducing Health Inequalities themes both recognise physical activity as a key tool in improving health and wellbeing.

Braithwell, Stainton, Tickhill and Wadworth, Finningley, Auckley, and Blaxton) and have limited or no access to the open countryside

• Open up the river valleys and washlands to public access and recreation, such as bird watching, walking, cycling and fishing (e.g. Rivers Dearne and Don)

• Improve access to small woodland plantations and public access land (e.g. Thorne Moors), especially to cyclists and horse riders

• Overcome barriers and physical constraint such as major motorways and roads

Statement of Action

The Trans Pennine Trail is a major recreational route running through the borough; more should be made of this asset. There is a lack of information on promoted routes and information on where to go and what to do. Developing the rights of way network will offer greater choice by providing attractive off-road routes for both recreational use and for getting to and from local amenities. Urban routes could be improved to bring them up to adoption standard.

Policy 3 - Doncaster Council will continue to maintain, improve and develop the section of the Trans Pennine Trail (NCN 62) that runs through the borough.

How - Produce a Trans Pennine Trail improvement plan within 12 months outlining the works needed and estimated costs to improve the standard of the trail. Investigate opportunities to construct new off-road links to take all trail users off the road network. Number of new off road links identified and implemented.

Policy 7 - Doncaster Council will be proactive in its promotion of the rights of way network.

How - Produce and publish information showing circular walking, cycling and riding routes and places of interest. Measured against the amount of promotional material published. Increase promotion of the Trans Pennine Trail particularly to attract more day visitors by identifying and promoting circular routes coming off and linear routes along the Trail. Measured against the amount of promotional material produced specific to the trail. Continually monitor the data provided by the TPT central office on visitor counts and website hits etc. Establish partnerships with landowners to publicise Open Access land and the access routes to it. Number of publications produced.

Policy 11 - Doncaster Council will aim to improve safety where the rights of way network interacts with the wider highway network and railways

Where busy/unsafe roads cause gaps in the network, look to utilise suitable highway verges and make them accessible to pedestrians, cyclists and horse riders.

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Sheffield City Region Transport 2018 - 2040

The Transport Strategy is informed by the comprehensive evidence base gathered from various data sources such as national and regional strategies set out by Highways England, Network Rail and Transport for the North, Local Plans, the SCR Inclusive Industrial Strategy and Integrated Infrastructure Plan (SCRIIP).

Four transport goals have been developed around the following themes:

• Economy - Support inclusive economic growth

• People - create healthy streets where people feel safe

• Environment - improve the quality of the outdoors

• Solutions - promote, enable and adopt different technologies

Each of the transport goals is underpinned by three policies:

Conditional Outcomes

• Achieve mode share targets of 47% private car, 33% public transport, 9% walking and 11% cycling. Current travel to work mode share is 71% private transport, 17% public transport, 9% walking and 2% cycling.

• By investing and encouraging the use of sustainable modes, we will deliver a future mode.

• Compared to the other cities, mode share targets are achievable and ambitious.

Outline Implementation Plan

A prioritised programme of transport schemes will be developed in partnership with the highway authorities, SYPTE and other stakeholders. This will be comprised of schemes developed in response to the policies and strategic interventions described.

South Yorkshire Cycling Action Plan 2015

The South Yorkshire Cycling Action Plan was produced for South Yorkshire Local Transport Partnership in 2015. Its vision is that by 2025 South Yorkshire will have a thriving cycling culture. It will be a place where cycling is the natural choice for everyday short journeys and a premier destination for cycle sport, leisure and tourism.

The report includes ambitious targets of:

• 10% cycling mode share of all journeys by 2015

• 25% cycling mode share of all journeys by 2050

• An overall reduction in rate of cycle collisions

In particular cycling to work, to school and to college will be promoted and an overall reduction in the rate of cycle collisions will be achieved.

The strategy also defines a prioritised network of main cycle routes in South Yorkshire, 7 of which were worked to preliminary design and costed.

Recommendations

There is wide ranging support for investment in cycling across a range of local and regional strategies. The full weight of these strategies needs to be combined to create a coherent message and to help build the case for cycling.

Key recommendations:

• Ensure all existing strategies are brought together and rationalised into an overarching cycle strategy.

• Create a Communications and Engagement Plan so that the Cycling Strategy and its aims, objectives and recommendations can be disseminated to the wide range of bodies that have responsibility for all other relevant strategies.

• The Doncaster Cycling Strategy will need to take account emerging Sheffield City Region-wide Active Travel Strategies and should share common targets and objectives in order to

efficiently access regional funding.

• Needs to be combined to create a coherent message and to help build the case for cycling.



5. Utilising local knowledge and opinion

During the summer of 2019, Sustrans in partnership with Doncaster MBC and the Get Doncaster Moving team, facilitated three workshops with the objective of defining what a vision for Doncaster’s cycling ambition should include. The aim of the workshops was to harvest the knowledge, opinions and expertise of those best placed and interested in influencing the creation and development of the vision for Doncaster.

This knowledge will be added to the additional data in this report.

A full report into this process is included in Appendix B.

In order to achieve the depth and breadth of consultation within the available budget, three well-defined consultation exercises were undertaken:

• Workshop 1: Visioning workshops for the general public and cycling community

• Workshop 2: Visioning workshops for Doncaster MBC and strategic partners

• Workshop 3: Feedback and refinement session for all contributors to workshops

The three workshops considered the wider question: ‘If Doncaster’s vision is to become a ‘Cycling Town’, what are the steps we need to implement for this vision to become a reality?’

In answering this question, we considered four key themes:

• Infrastructure & Safety

• Behaviour Change

• Events & Legacy

• Securing high-level & public support

The format of each workshop session was identical, lasting for 2-3 hours and consisting of a short PowerPoint introduction and explanation of the session aims. After a short context-setting presentation, referencing where the workshops had originated from and the purpose they would serve, the larger groups were organised into smaller breakout groups tasked with identifying key priorities.

The groups were given an existing and agreed framework and began mapping and recording their opinions using flip chart paper, part-populated with a matrix which aimed to highlight desirability of a

Figure 01 The priority matrix

Figure 02 The priority matrix in practice

scheme or initiative versus how deliverable this may be where:

X axis = desirability. The further along the axis they placed an intervention, the more desirable it was.

Y axis = deliverability. The further up the axis they placed an intervention, the harder it may be to deliver.

The emerging priorities from the workshops 1 & 2 were collated and fedback during the combined workshop 3. During workshop 3, we asked the sub-groups to prioritise their visions.

Priorities for achieving the visionFull details and explanations of the priorities is included in “Developing the Vision” Workshop Report included in Appendix B. The headlines were:

Infrastructure:

• Adopt high quality design standards

• Increase the connectivity of the existing cycle network (including signage, filing in gaps, and removing barriers)

• Provision of safe, segregated cycle infrastructure

• Provide low-traffic neighbourhood projects

• Integrate cycling into development sites

Behaviour change• Undertake positive marketing campaigns

around cycling

• Continue and expand schools based engagement

• Increase cycle training

• Provide targeted bike hire schemes

• Introduce a workplace parking levy

Events and Legacy• Build upon the ambitious programme of

national and international cycling events

• Ensure events are focused on families

• Ensure events and activities have sustainable access

• Introduce car-free days

• Trial Street Closures

Securing local support (both political and community)

• Produce a targeted communication and engagement plan

Recommendations:

Stakeholder workshops have recommended a range of infrastructure, behaviour change, support and cultural measures to help make Doncaster a “Cycling Town.” These ideas need to be combined and sense-checked with data-led evidence and existing relevant strategies to help create a series of Core Priorities within the Cycling Strategy.

Many of the Stakeholder ideas have been combined with related recommendations in this report but others may be outstanding.


• Review Stakeholder recommendations alongside available data and current programmes and select the most appropriate to add to the recommendations made in this document.

• Continue to consult on the Doncaster Cycling Strategy Develops so that Stakeholders continue to buy-in to the process

• Concentrate on improving Doncaster as a “place” rather than just talking about cycling

• Focus messages on improving economic vitality

• Be brave and challenging in the vision

• Consult closely with communities.

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Main road cycle tracks in DoncasterSome of Doncaster’s main roads, such as Bawtry Road have cycle tracks along them, which provide a more pleasant cycling environment than the carriageway. These represent opportunities to achieve early, cost-effective wins by upgrading them to more recent cycle standards.

Cycle contraflows One-way restrictions for all vehicles can needlessly create barriers in the cycle network, particularly in town centres. Doncaster has begun to address this with the introduction of a contraflow cycle track along Hallgate which enables cyclists to pass in both directions along a key cross-town link.

There are, however, a number of other one-way streets in Doncaster that have not been treated in this way. Again, the rollout of similar infrastructure could help create a more comprehensive cycle network and a more penetrable town centre.

These projects can be relatively low cost, depending on design requirements, compared to their impact and could represent an early win.

Doncaster town centre As the PCT modelling will show later in this report the town centre is a major attractor of work trips by car and cycle.

However, the present town centre shopping pedestrian zone does not permit cyclists all the time, unlike Darlington and Leeds.

The town centre cycle restrictions could be reviewed to improve access by cycle to the town centre and help to build the town centre cycle network.

Advisory cycle routesMuch of the existing cycle network shown on the Doncaster Cycling Map, uses advisory routes shown in yellow. These are often included as the best alternative to one of the main A roads. Some provide excellent quiet road alternatives, but not all are suitable for use by a wide enough spectrum of cyclists to create the step change in culture and cyclist numbers required of the Vision.

Another early task in the strategy could be to audit these roads against emerging South Yorkshire-wide standards. This will help to understand which can be retained within the improved network and which need to be upgraded or realigned.

Doncaster has been very successful in implementing off-highway routes, especially those associated with the Trans Pennine Trail. Count data, covered in the Get Doncaster Moving Progress Report shows major increases in users on sections that have been resurfaced.

On-highway infrastructure has also been developing in recent years. As in all towns and cities the standards applied to projects has improved over the years as new guidance emerges. New projects must meet latest best practice standards including those emerging as part of the Sheffield City Region Active Travel Infrastructure Guide.

Existing infrastructure should provide the foundation for a more comprehensive cycle network and the benefits of investment must be maximised by ensuring both new existing facilities are fully utilised.

The Doncaster 2018 Cycle Map, along with the addition of a few recent and imminent projects gives an overview of the existing cycle network. This does not give a full picture and the following issues need to be taken into account.

Off-highway route surfacingLarge increases in cyclist numbers have been seen where resurfacing has taken place, such as on the TPT. However in some places, surfacing is still poor and is likely to be inhibiting use. The NCN review (discussed later) highlights where additional improvements are needed to ensure high growth along the full length of the TPT.

The map shown in figure 10 shows the extent of cycling infrastructure in central Doncaster.

This shows that there is a fairly extensive network of traffic-free paths (dark green), including the TPT/NCN 62 to the west of the town centre.

The map also shows there is a developing network to the south-east of the centre but that there are numerous gaps in it, which prevent fully off-road journeys being made. In some cases the suggested advisory roads will be suitable but this is not always the case.

There are other off-carriageway routes that run alongside main roads but which do not reach the town centre. These corridors offer the most obvious priority when deciding where to invest in new infrastructure as most benefits will be achieved by ensuring this existing infrastructure is fully utilised.

The remaining cycle network uses quiet roads (shown in yellow). When looking at improving the overall cycle network, these should be re-examined to ensure they really do offer routes that are usable

6. Maximising the benefits of existing infrastructure

Figure 03 A 2016 scheme to provide a smooth surface as led to a major increase in cycling on the TPT

Figure 04 Segregated cycle track on Gliwice Way

Figure 05 Contraflow cycle track at Hall Gate

Figure 06 Doncaster Pedestrian Zone

Figure 07 Darlington Pedestrian zone - with cycling

Figure 08 A one-way street that might be able to accommodate cyclists

Figure 09 A similar one-way street with two-way cycling permitted. This uses recent changes to regulations that allow more informal infrastructure measures to create contraflows



Hall Gate contra flow

York Road cycleway improvements

by a wide spectrum of cyclists.

Only a small section of the main A road network in the centre of Doncaster is covered by cycling infrastructure, with advisory routes indicating alternatives where they exist.

Figure 10 Extract from Doncaster Cycling Map 2018

Recommendations

Stakeholders and mapping shows that a good cycle network has been developing in Doncaster. This should provide the basis for the development of a more comprehensive network that enables access to jobs, services, schools and leisure for all residents of Doncaster.


• Use the existing cycle network as a base for planning new infrastructure.

• Audit existing facilities to see where improvements need to be made to bring them up to regional standards emerging within the Sheffield City Region Active Travel

Implementation Plan

• Review “Advisory Routes” to ensure they truly meet the needs of novice and family cyclists.

• Review the Town centre one-way system to see where barriers to cycling can be removed.

• Review the pedestrianised zones to see if cyclists could be safely accommodated.

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2011 Census data showing existing commuter cycling tripsThe map on the left shows existing cycle journey desire lines and how they mostly converge in the town centre. The blue circles show the origin and destination points, with the dark blue ones representing over 110 people cycling to work.

The dark green lines show the route corridors having most demand. The data shows that the busiest desire lines were from Wheatley in the north east and Cusworth in the north west.

This map on the right transfers the desire lines and superimposes them on to the road network. Roads are chosen that best fit provide the cycle journey in terms of directness and topography but do not take into account how cycleable those roads are.

The blue circles are the origin and destination points. Dark blue circles have over 100 people cycling to and from them.

7. Developing a core cycle network

Findings from the UK’s biggest assessment of cycling in cities, Bike Life 2017, demonstrates a huge public appetite to start riding a cycle, with 53% of respondents stating they would like to start cycling or cycle more. However, safety is still the main barrier, with 77% of people agreeing that cycle safety needs to be improved in towns and cities.

Evidence shows that when dedicated space for riding a cycle is provided, an increase in cycling levels will follow.

The need for fully segregated cycle facilities was expressed in the Stakeholder Meetings and reflected in local and regional strategies. However, the cost of high quality infrastructure which provides dedicated space is high and we must ensure that it is provided in locations where use can be certain.

Figure 11 Existing desire lines for cycle commuter trips based on 2011 census Figure 12 Desire lines superimposed on road network, based on 2011 census

The existing infrastructure chapter has shown that there is a developing network of cycle routes in Doncaster but that there are gaps.

• The local and regional strategies indicate a willingness to invest in infrastructure so a decision is required as to where investment is best placed

• The Stakeholder Meetings highlighted a need for more segregated infrastructure on the main routes into Doncaster

• The Get Doncaster Cycling Progress Report indicated an overall rise in cycle level numbers but not on the main commuter routes into the town

It seems therefore that the main road network on the approaches to the town centre should be a priority for investment but further evidence is required.

This chapter draws on census data and produces maps that will help determine where cycle journeys are most likely to take place if investment is made.

The dark purple lines show the routes most likely to be used by cyclists. They show over 200 cyclist’s work trips per day on some main corridors in the town centre. These include Thorne Road, North Bridge and Sandford Road. This is to be expected as these roads offer routes which could serve numerous origin - destination pairings.

This shows where the most popular route alignments would have been in 2011 if the right infrastructure was provided and therefore which would likely be the most popular routes for cycling now.

In reality, the lack of segregated infrastructure on the main A roads may mean that current cyclists use a network of the quieter routes to make their journeys.

The map also shows that commuter numbers are likely to be relatively low away from these core central roads.



2011 Census data showing Car Commuting into Doncaster (trips less than 5km)The map on the left below shows how many short car journeys to work in Doncaster start close to and finish in the town centre. Most of the journeys shown are less than 5km, e.g. Wheatley Hills. This is a distance that is ideal for cycle commuting.

Trip origins are shown by blue squares. Over 3,000 people drive from the dark blue squares shown on this map (which represent centre points of census areas) to the centre of Doncaster.

The thick purple lines show the desire lines with most demand, with over 200 people driving along the thickest.

This indicates that a great many short journeys are undertaken by car in Doncaster and this represents the main potential market for transfer between car and cycle modes.

The map below on the right shows the roads that are most likely to be used for making these short car commutes. The thick red routes carry over 1,000 vehicles a day. The main corridors are the A638 and A19 in the north west, Thorne Road in the north east and the A660 in south west.

This data shows that these trips are likely to occur on the same alignments as the cycle routes predicted on the previous page. This is to be expected given that Doncaster is relatively flat and both sets of users would seek to make the shortest journeys.

Figure 13 Desire lines for car journeys under 5km based on 2011 census Figure 14 Desire lines for car journeys under 5km superimposed on road network, based on 2011 census

Propensity to Cycle ToolThe PCT is a web based tool for modelling potential cycling levels and routes. It has been developed by the University of Leeds and has been funded by the Department of Transport for use in Local Cycling and Walking Investment Plans (LCWIPS)

The baseline data for the tool shows how people actually said they travelled to work in the 2011

census. The figure below shows levels of cycling to work in Doncaster by lower super output areas (which are areas that census data is collected from). The map shows the effect of distance on commuter cycling with more people cycling in areas near the town centre (lighter coloured zones) compared with zones away from the town centre (darker coloured zones). The zone highlighted has the highest percentage of cyclists commuting to work – 7% (38 people) compared with 53% (302) drivers out of a total of 566 people who travel to work from this area.

This data can be added to that in the previous section to give a basic model that says (roughly)more people choose to cycle the closer they live to Doncaster centre.

The main purpose of the PCT is to combine this baseline data with social and economic factors to illustrate how many people might cycle to work depending on a number of scenarios:

• Census 2011 –baseline data from this is from the Census question on journey to work

• Government Target (Equality) models the overall doubling in cycling by 2025 solely a function of trip distance and hilliness

• Government Target (Near Market) models trip distance and hilliness, plus characteristics (including age, sex, ethnicity, car ownership, and income deprivation)

• Gender Equality - in which women are as likely as men to cycle

• Go Dutch – this scenario imagines that Doncaster had investment in cycling infrastructure that is currently seen in the Netherlands

• E Bike – builds on the Go Dutch scenario but takes into account the role that electrically assisted cycles can play in overcoming longer distance and hillier routes

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Figure 15 Propensity to Cycle Tool: Cycling to work 2011 census - baseline data 1.7% cycle to work

Table 1 Commute mode share in the Census 2011 and in scenarios among 552,083 commuters living in South Yorkshire

Scenario % cyclists

% walking

% car drivers

% all other

modesCensus 2011 1.7 % 10.9 % 64.3 % 23.1 %Government Target (equality)

3.8 % 10.5 % 63.0 % 22.7 %

Government Target (near market)

3.5 % 10.6 % 63.2 % 22.7 %

Gender Equality 2.7 % 10.7 % 63.8 % 22.8 %Go Dutch 14.6 % 8.6 % 56.8 % 20.0 %Ebikes 22.6 % 7.6 % 51.9 % 17.9 %

Cycling levels in each scenario for South Yorkshire The PCT tool gives summary data at Regional level. At baseline (2011 Census), the proportion of commuters who cycled to work in South Yorkshire was 1.7%, compared to the national average of 3.1% in England and Wales as a whole. The percentage of cycling expected was 2.2%, based on the distance and hilliness of commutes in the region using the baseline model for England and Wales.

Table 1 summarises the proportion of commuters cycling, walking, driving and using other modes under each scenario in South Yorkshire, based on aggregating across all residents in all the LSOA zones.

Although the data is for South Yorkshire, we could expect the proportional increase to be similar or higher for Doncaster given its topography and compactness.

This shows that should progress to reach scenarios be met there is great potential for large increases in

Predicted routes most likely to be used should the scenario be met The PCT goes on to predict the corridors on which cycle increases are likely to occur.

If we select the Go Dutch Scenario, we can see that the PCT predicts the most used routes to be:

• Thorne Road Corridor

• Balby Road and Sandford Road corridor

• North Bridge and York Road Corridor

• Bawtry Road Corridor

The PCT also predicts lesser use on a number of other routes but these generally link into these main corridors.

Again, these alignments are similar to those discussed in previous pages. This is because some of the data sources are the same but we can use the model to predict likely cycle numbers if the various scenarios were achieved.

cycling numbers.

To reach these scenarios, however, considerable investment in both infrastructure and cultural change will be needed. Such as:

• Investment in infrastructure closer to Dutch Standards

• Investment in culture change (as well as perceptions of safety) to ensure as many women cycle as men

• Investing in behaviour change to ensure that people living in the more deprived areas of town are as likely to cycle as those in the more affluent areas

• Incentives and support to increase availability to cycles

• Incentives to increase the availability of ebikes to reduce the barrier of distance and age

PCT can also be used to start to build a business case by predicting decreases in deaths and Co2 emissions should the scenario be met.

The overall picture for Doncaster should a Go Dutch Scenario be metThis figure shows what the picture for Doncaster would look like if Dutch style infrastructure was to be installed and the Go Dutch scenario achieved. This scenario would entail extensive protected bike lanes along the main roads and filtered permeability for cycling through residential areas closed off to through traffic as is the case in the Netherlands.

The map zones shading turns to blue as many more people start to cycle. For example in the zone highlighted, cycling is now up to 33% of people travelling to work. The change in driving levels predicted by the model is 74 fewer people driving.

The roads used by these additional cyclists will be the same as those in other scenarios but with numbers increasing.

Doncaster and most other UK towns and cities may be many years from achieving this scenario but the PCT can help illustrate the potential that cycling could achieve.

Resultant Route RecommendationsBy combining the Local Knowledge and Opinions of Stakeholders, the existing infrastructure and the Utility Route Modelling, we can recommend a number of corridors which should be a priority for the Doncaster Cycling Strategy, when discussing commuter cycling.

These corridors have the greatest potential to see high numbers of cycling and help make the biggest strides towards achieving the Go Dutch scenario.

Thorne Road CorridorThis is the key cycle route to the north of Doncaster and potentially the growth zone in Hatfield. Both modelling and stakeholder comments suggests that this would be a well-used route.

There is existing infrastructure on Armthorpe Road, West Moor Link Road and at the northern end of Thorne Road that could be used or upgraded to provide links to the main route and connect many of the residential areas in north east Doncaster.

The route was the subject of a feasibility study by Sustrans in 2015 which suggested superhighway style infrastructure was by and large possible, but with a cost of around £1m per km.



Figure 17 Propensity to Cycle Tool: Predicted top 20 cycling corridors based on Go Dutch scenario

A638 York Road CorridorThis road links the residential areas to the north west of Doncaster, including Bentley, to the centre. It would build upon existing infrastructure around North Bridge and provide connections to the Trans Pennine Trail and the bridleway leading to Adwick Le Street.

Balby Road and Tickhill Road CorridorAgain, modelling and experience shows that there is a demand to use this corridor. It provides key links from the South West and to a major hospital site.

It also has the potential to provide a link from the Trans Pennine Trail.

Bawtry Road CorridorThis shows less propensity to attract cyclists than the other three routes, but is the key corridor to the south east of Doncaster. Its development as a cycle route would link a developing network of routes around the Lakeside complex and housing to the east of the town.

The route was also the subject of a feasibility study by Sustrans which found the provision of superhighway standard facilities possible. Cost estimates were around £1m per km to implement.

Figure 16 Propensity to Cycle Tool: Go Dutch Scenario – cycling increase by 33%

Recommendations

Census data shows us that many journeys undertaken in Doncaster are radial and involve people commuting from the suburbs of the town into the centre. It also shows that many of these journeys are made by car, are under 5km and are within an area that is relatively flat. There is therefore high potential to convert car trips into cycle journeys.

Modelling shows that, for the majority of existing and potential new cyclists, the main A-road network in the centre of Doncaster will provide the most convenient routes. It is on this network, therefore, that new investment in infrastructure should be focused.


• Prioritise the main A-road for investment in new infrastructure.

• Provide high-quality, segregated facilities that meet modern standards, including the upcoming Sheffield City Region Active Travel Implementation Plan standards.

• Ensure new routes connect well with all existing infrastructure



8. Developing a fine-grained network

The idea of Liveable Neighbourhoods came from the Stakeholder Workshops and seeks to address the gaps between the main recommended routes and to address the need to travel in and between neighbourhoods.

Although the main recommended routes will serve the greatest number of cyclists, many day-to-day journeys will be to local shops, services, bus stops, schools, within this fine-grained local network. Put together these will have a significant effect on the numbers choosing to cycle, and on the safety and liveability of people’s neighbourhoods. Shorter routes, road closures and one-way systems etc could enable local journeys but can also link together to enable longer trips or link from within communities to the main routes.

To attempt to deal with these areas Doncaster could be split into a series of cells, which are separated (in the main) by busy roads. These could provide manageable areas for which to undertake community engagement, business engagement, behaviour-change measures and provision of infrastructure.

Within these cells Community Engagement is recommended to identify barriers to active travel and opportunities to improve it.

Inter-cell links should also be identified by Community Engagement in order to ensure residents can pass from one cell to another. The adjacent map shows indicative cells, in which Liveable Neighbourhood schemes could be undertaken. It is important that these are linked to the main routes and to each other.

Rather than proposing new routes and crossings to fill these gaps, analysis and conversation with local residents is needed to determine where they think the barriers are and what infrastructure would make their journeys easier to undertake by foot and cycle.

This takes the approach of co-designing improvements with local residents, and although walking and cycling improvements are the overall aim of the project sponsors, it is accepted that many of the actual proposals that result of the co-design will centre around safety, play, improving green spaces and making the area a nicer place to live. It is then found that walking and cycling increases naturally as a result. To boost results, a combination of engagement, infrastructure provision, and behaviour-change work can be applied.

A number of methods are used to engage with the

Figure 19 Street engagement in Hexham Market Place - 2018

Figure 21 Extract from the online engagement website - Stickyworld

Figure 20 Hexham. The street kit is made of recyclable plastic (polyethylene) and each link unit is hollow, which means it is lightweight to move and assemble, and stable when filled with water.

Recommendations

For the core cycle network to be fully utilised and for cycling to be accessible as a mode for the widest spectrum of people and uses, a fine-grained network of cycling and walking facilities is needed.

Such facilities are difficult to model and predict and so community engagement and co-design is needed. This should be done in a way that reflects all the needs of the community and not just those related to cycling.


• Undertake “Liveable Neighbourhood” style projects to define the finer-grained network and to improve the overall safety and accessibility of communities within Doncaster. This should be focused on developing Doncaster as a place rather than just cycling

• Prioritise the “Liveable Neighbourhood” projects where there is the most propensity to walk and cycle

• Use the projects to co-design work packages that will reduce the negative effects of traffic and make cycling a safe option for journeys to work, shops, schools and leisure

public:

• Meetings with residents to present “Blank Canvases” of their area with discussions around their issues, fears, and opportunity ideas

• Walkabouts with residents

• Online consultation

• Trialling of ideas using temporary measures such the Sustrans street kit (Figure 20)

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N


Key

Key sections ofexisting infrastructure

Recommendedcorridors

Links (illustrative)

Area cells



9. Developing the leisure route network

The Stakeholder meetings also highlighted a desire to improve opportunities for leisure cycling.

Leisure cycling was seen as having great potential to increase the number of people undertaking regular exercise in Doncaster but to also act as a training ground for future commuter cyclists.

A number of key strategies also mention increasing leisure cycling as an aim.

In this section we provide information about existing opportunities and the potential to improve the leisure network

The Trans Pennine Trail (NCN 62) is the main leisure route in the area and runs through the west of Doncaster. It is largely off-road and provides the best current opportunity for leisure cycling. It has the potential to provide an early win for the Doncaster Cycle Strategy.

National Cycle Network ReviewSustrans recently undertook a review of the National Cycle Network. In this it identified where improvements were needed to be made across a range of indicators.

Sustrans is currently exploring ways of improving the very poor and poor sections and sees the Trans Pennine Trail as a priority

Overall 70% of the NCN in Doncaster is rated as good and 30% very poor.

An overview plan (figure 22) categorises the routes into very poor, poor, good and very good. The good sections are shown in green and tend to be traffic-free off-road paths.

The poor sections are show in amber and tend to be

NCN Review - Safety and Crossings (figure 25)The map shows how the NCN was rated on the question ‘Is it safe for a 12 year old to use on their own’ and also the type of crossings along the NCN.

This map shows most of the route is considered safe (green lines) with some sections of on-road (red lines) requiring further attention. There do not appear to be many crossings along the NCN but two of them are shown as red which is categorised as dangerous and require further study.

NCN Review - Surface Quality (figure 23)Most of the NCN is rated as smooth or standard quality (the green lines on the map) with very few sections rated as rough or mountain bike only (orange or red lines). A good surface is one of the Design standards for the NCN – see Appendix 1 for more details of the NCN standard.

NCN Review - Access and Surface Types (figure 24)Access - While most of the National Cycle Network through Doncaster has good access for everyone, some parts are not accessible for wheelchair users – yellow X on the map below – around New Village. One of the National Cycle Network Design Principles is to permit access for all legitimate users.

Surface type - most of the NCN is paved with Asphalt so is rated as having has a good surface – the black lines on the map below – while some unsealed loose surfaces may require attention in the future as they require more maintenance.

National Cycle Route PrinciplesThe National Cycle Network design principles set out the key elements that make the Network distinctive and that need to be considered during the design of new and improved routes forming part of the Network. National Cycle Network routes shall:

• be designed in accordance with current best practice design guidance

• be designed in collaboration with the local community

• provide convenient links to key destinations, connecting cities, towns and countryside

• meet the following nine design principles

Principle 1: Be traffic-free or quiet-way

• Where the Network is not traffic-free it should either be on a quiet-way section of road or be fully separated from the adjacent carriageway

• For a National Cycle Network route on a quiet-way section of road the traffic speed and flows should be sufficiently low with good visibility to comply with design guidance for comfortable sharing of the carriageway. Signs and markings should highlight the Network.

Principle 2: Be wide enough to comfortably accommodate all users

• Width of a route should be based on the level of anticipated usage, allowing for growth

• Physical separation between users should be considered where there is sufficient width and a higher potential for conflict between different users

Principle 3: Be designed to minimise maintenance

• A maintenance plan should be put in place in the development process

• Construction quality should be maximised to minimise maintenance

• New planting should be kept well clear of the path

• Sufficient tree work should be undertaken as part of construction to minimise future issues

• Routes should be managed in a way that enhances biodiversity

Principle 4: Be signed clearly and consistently

• Signage should be a mix of signs, surface markings and wayfinding measures

• Every junction or decision point should be signed

• Signage should be part of a network-wide signing strategy directing users to and from the Network to trip generators such as places of interest, hospitals, universities, colleges

• Signage should be used to increase route legibility and branding of routes

• Signage should help to reinforce responsible behaviour by all users

Principle 5: Have a smooth surface that is well drained

• Path surfaces should be suitable for all users

• Path surfaces should be maintained in a condition that is free of undulations, rutting and potholes

• Path surfaces should be free draining and verges

roads where the number of vehicles is above 1,000 vehicles per day and the speed limit is above 20mph for urban and 40mph for rural areas.

Within this overall rating there are a number of additional criteria which are shown

finished to avoid water ponding at the edges of the path

• In, or close to, built-up areas a Network route should have a sealed surface to maximise the accessibility

Principle 6: Be fully accessible to all legitimate users

• All routes should accommodate a cycle design vehicle 2.8 metres long x 1.2 metres wide

• Any barriers should have a clear width of 1.5 metres

• Gradients should be minimised and as gentle as possible

• The surface should be maintained in a condition that makes it passable by all users

Principle 7: Feel like a safe place to be

• Route alignments should avoid creating places that are enclosed or not overlooked

• Consideration should be given as to whether lighting should be provided

Principle 8: Enable all users to cross roads safely and step-free

• Road crossings should be in accordance with current best practice guidance

• Approaches to road crossings should be designed to facilitate slow approach speeds to a crossing

• All grade separated crossings should provide step-free access

Principle 9: Be attractive and interesting

• Network routes should be attractive places to be in and pass along

• Landscaping, planting artwork and interpretation boards should be used to create interest

• Seating should be provided at regular intervals along a route

• Opportunities should be taken to enhance ecological features

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Figure 22 Doncaster NCN Review Overview Map 2018

Figure 23 Doncaster NCN Review - Surface Quality

Figure 24 Doncaster NCN Review - Access & Surface Type

Figure 25 Doncaster NCN Review - Safety



Leisure Opportunities - Additional infoThe Trans Pennine Trail is not the only cycling leisure opportunity in Doncaster. There are a range of other facilities that encourage cycling for leisure and for sport and help achieve targets to increase participation in sport and introduce a new audience to cycling.

The off-road leisure networkThere is a developing network of off-road cycle routes developing in Doncaster. Many of these have dual use as leisure and commuter routes. The map opposite indicates where the key routes are.

We can see from this map that the west of the town is well served by the TPT, although feedback at Stakeholder groups has suggested that improvements to the route and particularly signage need to be provided to link with Doncaster Centre.

The map also shows a developing network to the south of Doncaster. This includes many gaps in the off-road network and audit is needed to see if the suggested advisory on-road links are really as cyclable as the off-road sections.

The east and north of Doncaster has fewer facilities. In particular cycling to the east of town is restricted by the M18. Investigation should be made to see if the communities of the north and east can be provided with off-road facilities.

Recommendations

Recent count data has shown that investment in the Leisure Route network can lead to large rises in use by cyclists. This potential for growth should be extended to the whole of Doncaster by expanding and improving the leisure cycling network.


• Use the National Cycle Network audit to improve the Trans Pennine Trail and bring it up to NCN standards

• Create a package of small measures to remove inaccessible barriers, and improve signage, in particular between the Trans Pennine Trail and the centre of Doncaster

• Undertake a study into providing a more comprehensive network of leisure routes to ensure more areas of Doncaster has access to off-road cycle routes and to leisure facilities

• Ensure the full range of cycle related facilities, clubs and activities are brought within the Doncaster Cycling Strategy and their benefits are maximised to help develop a cycling culture N


Key

Main leisure routes

Places of interest

Doncaster

Conisbrough

Bolton UponDearne

New Edlington

Thurnscoe

Wath UponDearne

Rawmarsh

Rotherham

Rossington

Maltby

Mexborough

SouthKirkby

SouthElmsall

Bentley

Swinton

Goldthorpe

Adwick LeStreet

Thorne

M18 - barrier toleisure cycle routes

M1 - barrier toleisure cycle routes

Sprotbrough

Trans Pennine Trail

Trans Pennine Trail

Local route

Brodsworth Hall

Conisbrough Castle

CusworthCountryPark

YorkshireWildlifePark

A1

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Recommendations

Recent cycling events and the development of new leisure facilities has combined to create a buzz around cycling in Doncaster. Feedback from the Stakeholder Workshops suggests that these events are appreciated by the cycling community but that there is scope to increase their inclusivity.

There are also numerous clubs, led-rides and on-road ride guides that could help build the cycling culture and should be brought together within the Doncaster Cycling Strategy.


• Ensure events are family friendly and easy to access by sustainable means.

• Ensure events reach into the communities of Doncaster and not just the more affluent areas

• Ensure all clubs, facilities, ride leaders etc are brought together to have input into the Doncaster Cycling Strategy.

• West Doncaster

These have the potential to provide an instant road cycling opportunity for those inspired to have a go at on-road cycling but who do not yet wish to join a cycling club. Better mapping and on-route signing would help to promote these routes.

Led RidesBritish Cycling runs a number of Lets Ride events in Doncaster.

These rides mix traffic-free routes with quiet roads. There are 11 routes under 20 miles and these offer opportunities for novice cyclists of all kinds to have a go at cycling in a supervised and safe environment.

Track facilitiesWork on a new purpose built cycling track at Doncaster Dome has been completed and will open to the public in September 2019. The site at the rear of Doncaster Dome has been transformed into a modern cycling area and includes a high quality cycle circuit designed to provide recreational and competitive routes.

The 1km-long, 6m-wide circuit has been made possible by the Places to Ride fund and will be part of the lasting legacy the UCI 2019 Road World Championships.

Developing a Cycling CultureIn addition to off-road leisure routes there are many cycling clubs, facilities and led rides that are helping to build a cycling culture in Doncaster.

Comprehensive integration of these will be needed to maximise their benefits and help achieve the Vision of Doncaster becoming a cycling town.

Feedback from the Stakeholder meetings gave some feedback as to how some of these could be amended and developed.

Major EventsThe Tour de France and Tour de Yorkshire events have had a big impact on Doncaster’s cycling culture but there is seen to be a need to expand their influence into more parts of Doncaster and not just the more affluent and picturesque parts.

Suggestions for this include ensuring the courses reach into more of the suburbs and to ensure there is an opportunity for communities to take part in the day rather than just standing by the side of the road for the race itself.

Closing the courses for longer would enable communities to experience the routes without having to mix with traffic and complementary community events might help to increase participation by those not interested in sports cycling.

Clubs

There are a number of cycling clubs/groups in Doncaster that offer cycling opportunities on a regular basis throughout the year. These include:

• Doncaster Wheelers CC

• Tickhill Velo Club

• Cycle Supreme CC

• Woo Woo Wheelers

Engagement with thse clubs is essential to ensuring the Doncaster Cycling Strategy achieves any aims related to cycling culture. Access to these clubs will ensure enthusiasm generated by the major events can be captured.

Route GuidesThere are also a number of route descriptions for three leisure rides on the Council web site.

• Doncaster Lakeside to Tickhill and back – 23km to 38km

• Fishlake and Askern Ride – 40 km

11. Developing a cycle culture

Figure 26 Doncaster Dome cycle track under construction

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