In London, commitment to cycling is an important part of supporting the Capital's growth. It is essential that new developments cater for growing numbers of cyclists, providing new cycle routes and cycle parking alongside integration with, and enhancement of, existing and proposed cycle infrastructure. The safety of cyclists on London's roads must always be a key consideration.
The transport assessment (TA) needs to contain an analysis of the current environment for cyclists, identifying any barriers to cycling and exploring opportunities to make the environment more conducive to cycling. This should include current cycling flows, incorporating a daily flow in both directions and a peak flow. Location and capacity of existing onsite cycle parking facilities, existence of Santander Cycles docking stations where applicable, existing cycle routes including Cycle Superhighways and other cycle facilities should be reviewed.
The surrounding area should be reviewed in terms of how far it meets the London Cycling Design Standards, identifying problems for cyclists that could be addressed. Assessment tools, including a Pedestrian Environment Review System (PERS), Living Streets or Non-Motorised User audit can be useful. Reference can also be made to guidance issued by the National Institute for Cycling Excellence and within the Department for Transport Manual for Streets.
The TA needs to set out how many cycling trips will be generated by the proposal and how these will impact on existing and proposed on- and off-street cycle routes. The TA should set out how additional trips will be catered for safely and conveniently on the existing network, or alternatively how the development will provide for these movements through mitigation measures. Any proposed changes to the highway network and public realm need to consider cycling and should aim to improve cycle infrastructure and safety.
Improvements or changes to cycling infrastructure on part of the Transport for London Road Network (TLRN) will need to be agreed with TfL and subject of a section 278 agreement.
TfL may request a financial contribution from schemes which are located in an area where there is a wider cycling improvement programme, as a result of developments coming forward in the vicinity and growing demand for cycle infrastructure. This would normally be secured through a section 106 agreement.
New developments need to provide cycle parking and, where necessary, showers and changing facilities on site to encourage trips by bicycle. Developments should ensure that safe and convenient cycle routes to and from the site are provided, and that these link into existing or planned cycle routes in the vicinity of the site. Cycle parking must be provided in accordance with the standards set out in Table 6.3 of London Plan policy 6.9. Additional guidance on location and design can be found in the London Cycling Design Standards.
While TfL does not have standards for motorcycle parking, it would be beneficial to make provision on site for motorcycles. Where available, the adopted standard of the local planning authority should be adhered to.
If the development falls within the Santander Cycles area or the location could be viable for cycle hire, the implications of cycle hire should be considered in the TA.
In accordance with London Plan policy 6.9, which states that developments should facilitate the scheme, TfL may request developer contributions for funding and/or land for the scheme, depending on the scale and location of the proposals. Existing patronage of cycle hire docking stations should not be assessed within the TA.
Where a proposal within the Santander Cycles zone is of a sufficient size, it may be necessary to secure a new docking station, either adjacent to or within the public realm on the site, or funding for an extension to an adjacent docking station, to cater for additional demand generated.
Movement of, or disruption to, existing docking stations should be avoided. If a proposal involves moving or closing an existing docking station, this must be agreed at the pre-planning stage with TfL. If TfL agrees to the relocation or closure of a docking station, all costs incurred in doing so will need to be met by the developer.
In March 2013 the then-Mayor published The Mayor's Vision for Cycling in London. This set out four key objectives and development proposals should have regard to these objectives and should aim to incorporate them into development designs. Developers should liaise with TfL at the pre-application stage to determine proposals adjacent to their site and work with TfL to successfully incorporate proposals.
In addition, the Roads Tasks Force report was published in July 2013. One of its three core aims is 'to transform the environment for walking, cycling and public transport' alongside managing demand through mode shift to sustainable transport. TfL expects development proposals to accord with these aims and developers should liaise with TfL at the pre-application stage to identify and incorporate proposals adjacent to their site.
Maintaining safe routes for cyclists during the construction period is essential. TfL expects a comprehensive range of cycle safety measures to be implemented and enforced during the construction period. These should be set out and secured within a construction logistics plan. Measures should include construction vehicles being fitted with cycle-specific safety equipment, including sidebars, blind spot mirrors and detection equipment to reduce the risk of collisions on London's roads.