1. Strong clear political and technical pro-cycling leadership
2. Cycling is considered a legitimate mode of transport, worthy of investment, even if current cycling levels are low
3. Increasing cycle mode share is part of an integrated approach decreasing car mode share
4. There is dedicated, fit-for purpose space for cycling, free of intrusion by heavy and fast motor vehicle traffic
5. there is clarity about the overall cycling network, including planned routes with connectedness, continuity, directness being key
6. There are 3 principal types of cycle facility which make up well- planned and designed networks:
- Facilities on busier streets which provide appropriate separation from motor vehicles.
- Quiet streets with 20mph or lower speed limits and often restrictions on through traffic
- ‘Greenways’ away from the main highway (e.g. traffic-free streets, paths in parks, etc)
7. The frequency of occasions when cyclists need to yield or stop is minimised
8. a) Cycle safety and convenience is not bought at the expense of pedestrian safety and convenience.
b) Traffic capacity or parking loss is not considered a veto on cycling provision
9. Often enforced by specific laws, the driving culture is more respectful of cycling (subjective safety)
10. Plan for growth in cycling, and design accordingly
Courtesy of the the All Party Parliamentary Cycling Group (APPCG)