Active Travel Strategy Guidance
July 2014
All links to electronic resources are correct at the time of publication.
Executive Summary
This guidance is provided by Sustrans Scotland and Transport Scotland to assist local authorities in writing their
own cycling or active travel strategy, as recommended by action 2 in the 2013 Cycling Action Plan for Scotland
(CAPS)1 to be completed by 2015. It was developed in association with CAPS partners who together form an
Advisory Panel overseeing progress on action 2 (see Appendix 1 for membership).
Cycling Scotland’s 2013 National Assessment of Local Authority Cycling Policy highlights developing a cycling
strategy and action plan as a key area for development in many local authorities. Furthermore the 2014
National Walking Strategy2 (NWS) recommends the development and promotion of high quality walking and
cycling networks across local authority areas. As a result, the main recommendation of this document is that:
Local authority active travel strategies are in place or well under development by April 2015 in readiness for
the commencement of the Scottish Government’s 2015-18 spending review.
The guidance sets out why investment in walking and cycling is important and suggests a process for
developing an effective active travel strategy. It recommends essential content, with key messages highlighted
in boxed text, including the following four essential elements:
1.
2.
3.
4.
an action plan;
walking and cycling infrastructure, including a local cycle network plan;
behaviour change, promotional and training activities;
and a monitoring plan.
The final section provides advice on how to take forward the essential items, such as considerations in creating
a local cycle network. Beyond the essential elements, it is expected that a wide variety of activities, that reflect
local characteristics and aspirations, will be proposed within active travel strategies across Scotland.
Therefore, the final section suggests a range of activities which should be considered for inclusion. The list is
drawn from interventions which are known to be effective, contained in CAPS, NWS, and suggestions made at
an ‘Active Travel Plans workshop’ held at the CAPS Delivery Forum in January 2014. Where activities directly
relate to actions within CAPS the action number is referenced (for wording see Appendix 2).
While CAPS and NWS seek to increase walking and cycling for everyday journeys there is an acknowledgement
that the impetus to encourage walking and cycling can also come from areas outside of transport. As such
focussing on leisure, sport, health, and tourism can be productive in capturing the imagination of the public
and elected members, thereby encouraging investment in active travel.
Finally, it is important to remember that places succeeding in increasing walking and cycling have done so by
having a clear strategy, aligned with supportive policies and actions, resourced and implemented consistently
over successive years. We recommend this approach to you.
1
Transport Scotland 2013, Cycling Action Plan for Scotland 2013 http://www.transportscotland.gov.uk/report/j000200.htm
2
Scottish Government 2014, Let's Get Scotland Walking - The National Walking Strategy
http://www.scotland.gov.uk/Publications/2014/06/5743/0
2
Why plan for walking and cycling?
Increasing the number of journeys made on foot and by bicycle helps achieve many local and national
outcomes and aligns well with policy objectives, as set out below. Increasing walking and cycling should be
seen as a means to achieve these outcomes, not as an end in itself.
Improve health and wellbeing
Physical inactivity results in around 2500 premature deaths in Scotland each year. Conversely, getting people
more physically active can help treat and prevent more than twenty chronic diseases3. Active travel enables
people to be physically active as part of their daily routine.
Create better places for people
Scottish Government policy states that pedestrians and cyclists should be considered first when designing new
streets or modifying existing ones4. Improving the walking and cycling environment creates places less
dominated by motor vehicles and more welcoming for people. It can also result in more valuable retail and
residential spaces5.
Increase access to jobs and services
In Scotland, 30% of households do not own a car6 and, even in car owning households, not all individuals have
access to one. This can act as a barrier to accessing services and work. Making services easily accessible on foot
and by bicycle helps reduce inequalities and create a more inclusive society.
Reduce carbon emissions
All local authorities signed Scotland's Climate Change Declaration committing them to tackling climate change
at a local level7. Additionally, the Scottish Government aims for “almost complete decarbonisation of road
transport by 2050”8. Increasing the proportion of journeys made by active modes supports both these aims.
Improve air quality
Walking and cycling are the ultimate zero emissions forms of transport, so increasing the proportion of
journeys made by these modes will help achieve local air quality standards9.
Reduce congestion
Walking and cycling are a more efficient use of street space than journeys made by car. Therefore, increasing
the proportion of journeys made by these modes will reduce congestion.
3
Scottish Government 2014, Physical Activity Implementation Plan: A More Active Scotland
http://www.scotland.gov.uk/Resource/0044/00444577.pdf
4
Scottish Government 2010, Designing Streets http://www.scotland.gov.uk/Publications/2010/03/22120652/0
5
Living Streets 2013, The pedestrian pound, The business case for better streets and places
http://www.livingstreets.org.uk/sites/default/files/content/library/Reports/PedestrianPound_fullreport_web.pdf
6
Transport Scotland 2012, Scottish Transport Statistics No. 31: 2012 Edition
http://www.transportscotland.gov.uk/statistics/j251205-006.htm
7
Sustainable Scotland Network 2007, Scotland’s Climate Change Declaration
http://www.keepscotlandbeautiful.org/sustainability-climate-change/sustainable-scotland-network/climatechange/scotlands-climate-change-declaration/
8
Low Carbon Scotland 2013, Low Carbon Scotland: Meeting our Emissions Reduction Targets 2013-2027. The Second
Report on Proposals and Policies http://www.scotland.gov.uk/Publications/2013/06/6387/0
9
UK air quality standards and objectives, http://www.scottishairquality.co.uk/air-quality/standards
3
Writing a strategy
The strategy document should be as concise as possible. Text about the benefits of walking and cycling should
be kept to a minimum, rather it should be outcome and action led. However, some information explaining why
the strategy was developed is important.
The most important first step to take when writing an effective active travel strategy is bringing together all
council departments and other external relevant partner organisations (e.g. Regional Transport Partnerships,
local NHS Boards, other Community Planning partners) who share the objective of increasing walking and
cycling levels to review existing relevant activities. This group could form the basis of a steering group to
oversee writing and delivering the strategy.
Finding and involving these departments/organisations will ensure an integrated approach that helps prioritise
investment and also fosters collaborative resourcing of infrastructural and promotional activity. The resulting
strategy should be approved by an appropriate Committee or Board. It will be a “catch all” document which
summarises and provides direction to local efforts to increase walking and cycling.
The flow chart below suggests steps to take to develop and update a successful strategy. Consideration should
especially be given on how to engage with local communities as part of the process.
4
Essential Elements
The following items are recommended as essential elements of an effective active travel strategy.
1. An action plan
An action plan should set out clearly what tasks will be performed, by when, and the individual/team who is
responsible for leading and reporting on each of them.
Actions will encompass both the provision of infrastructure and its promotion. They should:






be SMART - specific, measurable, attainable, realistic and timed;
be prioritised – based on their agreed relative level of importance and deliverability;
build on successes – e.g. target further increases in school cycle training;
include ‘early wins’ – actions that are high impact, yet achievable in the short term. Demonstrating
early success provides momentum to your strategy;
include long term aspirations - such as more costly, strategically important active travel routes. As
momentum builds, these more ambitious proposals may become deliverable;
and be realistic in number - the first version of the action plan may have a relatively small number of
actions. As it is consulted on, delivered, reviewed and evaluated more actions can be added.
2. Walking and Cycling Infrastructure
A lack of connected cycle routes and infrastructure is one of the main differences between Scotland and
countries with higher levels of cycling. In contrast, a network of paths and footways to facilitate everyday
walking is common place across Scotland. Priorities for active travel infrastructure should be creating local
cycle networks and improving existing walking networks. Where these networks overlap, e.g. on shared use
paths, the distinct needs of both user groups should be accommodated.
Evidence from Smarter Choices, Smarter Places10 shows projects producing the largest walking and cycling
increases were those which filled gaps in existing networks and then promoted the enhanced routes.
a. A local cycle network proposal
A map of existing and proposed cycle routes should be produced that form a strategic cycle network across
the local authority area, along with a high-level cost estimate for the network.
A cycle network, connecting people and places along pleasant, safe routes provides the foundations for
promoting cycling and should be shaped by the needs of the community who use it. It should be designed to
connect people with the places they need to go, e.g. between home and work. The network map should show
the places that routes will connect: the City of Edinburgh Council’s ‘Family Network’ is an example of the level
of detail required11. It is not necessary to specify design details. However, having an initial idea of necessary
new infrastructure (e.g. length of new path, number of new signalised cycle crossings, etc.) will be needed in
order to produce the high-level construction cost estimate. Details to consider, when planning your local cycle
network, are described below on pages 7 and 8.
10
Transport Scotland Smarter Choices, Smarter Places http://www.transportscotland.gov.uk/environment/smarterchoices-smarter-places/smarter-choices-smarter-places
11
City of Edinburgh Council 2010, Active Travel Action Plan
http://www.edinburgh.gov.uk/downloads/file/1414/active_travel_action_plan
5
b. Improving the Walking Network
Actions which will improve the walking network should be a key part of the strategy.
Considering that 26% of driven journeys in Scotland are <2km12, improving the walking network could result in
significant increases in walking. The walking network includes footways, paths and public spaces, in many
cases this is largely in place. However, there is likely to be scope for improvement.
Activities which could be considered include, prioritising path and footway surface condition improvements
based on the level of pedestrian use, filling gaps that sever connectivity, removing obstructions (such as access
control barriers and guardrails), and reviewing and increasing crossing times at signalised junctions.
Considerations for improving the walking network are described below on page 9.
3. Behaviour change, training and promotion
Behaviour change activities such as training and promotion should be included in the strategy.
The existence of walking and cycling facilities will not automatically result in growth of active travel. There is a
concurrent need to empower people with the skills, knowledge and confidence to make walking and cycling
realistic and desirable options. It is essential that actions to achieve this are a key part of the strategy.
Activities that could be performed include route promotion, using direction signing and mapping, and cycle
training for both school children and adults.
Suggestions of further behaviour change, training and promotional activities to be considered are described
below from page 10.
4. A monitoring plan
The plan should detail how progress against the strategy’s actions and changes in local rates of cycling and
walking will be monitored.
It is important to determine baseline levels of walking and cycling in the local area. This enables reporting of
changes in rates walking and cycling as a result of your strategy (CAPS Action 19). Setting headline local targets
which are easy to understand and communicate could also be considered, such as for the mode share of
journeys to be made on foot and by bicycle, e.g. City of Edinburgh Council Active Travel Action Plan targets11.
In addition, it is key to the success of the strategy to determine how progress towards achieving its ambitions
will be monitored. It would be useful to define a regular interval for the strategy to be reviewed, e.g. annually
or biannually. This will allow progress against actions to be reviewed, actions to be updated as necessary and
for successes to be celebrated.
12
Scottish Government 2012, Statistical Bulletin: Transport Series: Trn / 2013/ 2: Scottish Household Survey: Travel Diary
2012 http://www.transportscotland.gov.uk/statistics/j285661-17.htm
6
Taking the essential elements forward
The following section provides details about how to take forward the essential elements. They give
suggestions to consider when developing walking and cycling infrastructure and provide ideas for behaviour
change, promotional and training activities. However, it should not be considered an exhaustive list.
Considerations in planning a cycle network
Guidance on best practice in cycle network design is contained in the Sustrans Handbook for cycle-friendly
design13 and the Transport Scotland guidance Cycling by Design14.
Destinations
Local cycle networks should make it easy for individuals
should connect residential areas with places such as:
 town / city centres
 employment and retails centres
 schools and other educational establishments
 transport interchanges, e.g. bus/rail stations
to undertake everyday journeys by bicycle. They



healthcare facilities
visitor attractions
key destinations in adjoining
local authority areas
Cycle network standard
The network needs to be attractive and comfortable for less confident cyclists to use, as well as those who
already cycle. It is recommended the network meets or exceeds the National Cycle Network standard: suitable
for an unaccompanied 12 year old to cycle. An effective network will consist of lightly trafficked streets, shared
use paths, crossings and segregated cycle facilities where traffic volumes and/or speeds are high. Segregated
and shared use facilities should be designed to cater for pedestrians and cyclists.
Incorporate existing routes
The cycle network should incorporate existing routes, such as Core Paths, and long distance routes, where
appropriate. As highlighted in the essential elements, it is a good idea to prioritise ‘early wins’ such as filling in
gaps in existing routes.
Existing long distance routes to be considered include:
 National Cycle Network routes (CAPS Action 5 and National Planning Framework 3);
 Scotland’s Great Trails;
 and Central Scotland Green Network’s Strategic Routes, within the CSGN area.
Depending on their alignment, long distance routes may be useful for making everyday journeys, especially
where they pass through urban areas. As such, these routes should be reviewed and upgraded as necessary to
meet the network standard.
Certain long distance routes lend themselves primarily to be used for leisure trips, with everyday cycling likely
to form a smaller proportion of journeys. These routes should still be incorporated into the proposed local
13
Sustrans 2014, Handbook for cycle-friendly design
http://www.sustrans.org.uk/sites/default/files/file_content_type/sustrans_handbook_for_cyclefriendly_design_11_04_14.pdf
14
Transport Scotland 2010, Cycling by Design
http://www.transportscotland.gov.uk/system/files/uploaded_content/documents/tsc_basic_pages/Environment/Cycling
_by_Design_2010__Rev_1__June_2011_.pdf
7
cycle networks. However, they should not be as high a priority for investment as routes which have a greater
potential to be used for everyday cycling.
Cycle journey lengths
The vast majority of cycle journeys in Scotland, 93%, are less than 10km (5.6 miles) and 79% of cycle journeys
are less than 5km (3 miles). Therefore, cycle networks should generally be planned around linking destinations
and settlements which are up to 5 miles apart.
Figure 1: Length of Scottish cycle journeys (SHS 2001 – 2011 travel diary bicycle journeys, further Transport
Scotland analysis, n = 2129)
It would be useful to analyse existing local journey distances, such as using Census travel to work data. The
City of Edinburgh Council highlighted the potential for walking and cycling using maps of travel to work
distances by local authority ward11. Fife Council used travel diary data showing that in their large towns the
majority of journeys start and finish within the town (Figure 2), highlighting potential for modal shift to active
travel journeys by focusing interventions within these towns.
Figure 2: Proportion of journeys between and within major Fife towns. (using data from the Fife Travel Diary
2004, reproduced from Local Transport Strategy for Fife 2006–2026 with the agreement of Fife Council)
8
Considerations for improving the walking network
User groups
Walking is the most common mode of transport for children and older people. People with disabilities often
rely on the walking network for independent or assisted mobility. Therefore, it is important the walking
network meets the needs of users of all ages and ability.
Destinations
Local shops, services, community centres and bus stops/train stations are the most common destinations for
everyday walking, 88% of walking is done on footways and 52% on local path networks15.
Walking network standard
Some features of a “walkable” and walking-friendly community are common to all users and have been
described as the 5 ‘Cs’16
• Connected. A walking network of paths and routes, with few or no dead-ends, and which connects to key
destinations or attractors, such as homes, workplaces, community facilities, shopping and public transport.
• Comfortable. A walking environment which is made more enjoyable through high quality path and pavement
surfaces, adequate space, avoidance of steep slopes and steps and the provision of pedestrian facilities such as
seating and toilets.
• Convivial. A walking environment which is well-designed, clean and well-maintained, safe, and lively with
mixed land uses, space for relaxation, recreation and meeting people.
• Conspicuous. Paths and routes which are inviting and easy to use with good quality signs, information,
lighting, and ideally are overlooked.
• Convenient. Direct paths and routes with pedestrian priority, which are seen as effective and efficient
alternatives to other forms of transport, particularly for short distances.
A recent report of the Scottish Public Opinion Monitor survey of attitudes to walking in Scotland, provides a
grass roots perspective on interventions that would encourage more walking15. Smooth, even surfaces, seats
with back and arm supports and accessible toilets are particularly important for encouraging older people to
walk in their local neighbourhoods17.
Walking journey lengths
Many services and amenities are often within walking distance of where people live. The Scottish Public
Opinion Monitor survey noted that 11% lived within a 10 minute walk of their workplace, 30% within a 20
minute walk and 51% within a 30 minute walk15. This highlights there is considerable scope for behaviour
change through network enhancements and the promotion of walking.
15
Ipsos MORI, 2014 Public Attitudes to Walking in Scotland http://www.pathsforall.org.uk/pfa/news/public-attitudeswalking-scotland.html
16
Mayor of London, 2004 Making London a Walkable City, The Walking Plan for London
http://www.rudi.net/files/walking-plan-2004.pdf
17
Inclusive Design for Getting Outdoors http://www.idgo.ac.uk/older_people_outdoors/index.htm
9
Behaviour Change Activities
Marketing and promotion of walking and cycling
Targeted marketing campaigns, including developing a local active travel brand and promoting active travel as
a desirable, aspirational activity is recommended, as exemplified by Smarter Choices, Smarter Places10.
Personal Travel Planning (PTP)
PTP is a proven and cost-effective way of creating modal shift in favour of sustainable transport18. It often
involves travel advisors visiting households interested in exploring sustainable travel options. They assess
people’s current travel situation, establish travel desires and provide information and incentives specific to
their needs. It provides information for local authorities about what the public want to help them change their
travel behaviour as well as creating good will, as people feel they are being listened to. PTP can also be
performed in other settings, such as in workplaces and schools.
Interventions in workplaces, colleges and universities
Travel Planning - work with large employers and trip attractors to implement travel planning. Information
about creating an effective travel plan can be found on the Choose Another Way website.19 The Regional
Transport Partnerships also employ Travel Planning Officers who can engage with public and private sector
employers and support work on active travel planning.
Healthy Working Lives Award – workplaces could be supported to encourage employees to be more physically
active, both at and outwith work through this national award scheme20.
Cycle Friendly Employer Award - encourage employers to work towards this national accreditation recognising
employers who promote cycling to work and have good workplace cycle facilities21 (CAPS Action 16).
Workplaces Network – encourage employers to sign-up to share best practice in encouraging active travel22.
Adult Cycle Training – builds adult’s confidence to help them begin / restart cycling. It is available from a
number of providers including Cycling Scotland23 (CAPS Action 11).
Step Count Challenge and Walk to Work Campaign – annual challenges encouraging teams of employees to
walk to and at work more often24.
Active Travel Champions – programme in which employees are trained to advocate active travel at work25.
Lead by example – local authorities could support and encourage their own staff to travel more by sustainable
modes of transport through revising and implementing their own travel plans19.
18
Department for Transport 2006, Personalised travel planning: evaluation of 14 pilots part funded by DfT
http://webarchive.nationalarchives.gov.uk/20110504044047/http://www.dft.gov.uk/pgr/sustainable/travelplans/ptp/per
sonalisedtravelplanningev5774
19
Choose Another Way http://www.chooseanotherway.com/
20
Scottish Centre for Healthy Working Lives http://www.healthyworkinglives.com/award
21
Cycling Scotland, Cycle Friendly Programmes http://www.cyclingscotland.org/our-projects/award-schemes
22
Sustrans Scotland Workplaces Network http://www.sustrans.org.uk/scotland/what-we-do/workplaces/scotlandworkplace-network
23
Cycling Scotland, Adult Cycle Training http://www.cyclingscotland.org/our-projects/training-courses/cycle-training-foradults
24
Paths for All, Walk at Work http://www.pathsforall.org.uk/work
25
Sustrans, Active Travel Champions http://www.sustrans.org.uk/scotland/what-we-do/workplaces/active-travelchampions
10
Cycle to Work Scheme – promote the Government salary sacrifice scheme for purchasing new bicycles26.
Interventions in schools
School cycle training - training children to ride a bicycle is an important life skill. Cycling Scotland co-ordinates
Bikeability Scotland training, which has three levels27. Local authorities should work towards offering level 1 in
playground and level 2 on-road training to all primary school pupils. (CAPS Action 10)
Cycling promotion – encourage cycling to be included in school curricula. In particular, help pupils who cycle in
primary school to continue at secondary school with activities such as led rides, Bikeability Scotland level 3
training and programmes such as Sustrans I Bike28. (CAPS Actions 13 and 14)
Cycle Friendly School Awards – encourage both primary and secondary schools to work towards this national
accreditation focusing on infrastructure, promotion and incentives to inspire pupils to cycle to school21.
Walk to School Campaigns – roll out campaigns and programmes to encourage children to walk to school29.
Led walks and cycle rides
These events provide a supportive environment for people to begin walking and cycling. Community walking
groups could be promoted and/or established for health and leisure, such as those co-ordinated by Paths for
All and Ramblers Scotland. Led cycle rides are also a good way to introduce people to cycling. A good example
is Cyclestart, offered by Fife Council30. (CAPS Actions 12 and 14)
Cycle Towns / Smarter Choices
A town-wide approach could be used to encourage cycling by improving infrastructure alongside targeted
promotional work, as was successful in Peterhead31. It is also recommended to develop community-led
projects promoting all forms of sustainable transport as in the Smarter Choices, Smarter Places demonstration
towns10. (CAPS Action 17)
Reduced speed limits
A simple, cost-effective way of making streets safer and more appealing for walking and cycling.
20mph speed limits
The City of Edinburgh Council’s 20mph speed limit pilot resulted in reduced speeds and improved public
perceptions of safety32. Transport Scotland guidance on introducing 20mph speed limits will be released later
this year (CAPS Action 8).
Cycling, riding and walking friendly rural roads
Clackmannanshire Council reduced lightly trafficked rural road speed limits from 60mph to between 40mph
and 20mph. This was popular and resulted in increased walking and cycling and reduced traffic volumes 33.
26
Department for Transport 2011, Cycle to work scheme implementation guidance
https://www.gov.uk/government/publications/cycle-to-work-scheme-implementation-guidance
27
Cycling Scotland, Bikeability Scotland http://www.cyclingscotland.org/our-projects/bikeability-scotland-2
28
Sustrans I Bike http://www.sustrans.org.uk/scotland/what-we-do/schools-and-universities/i-bike
29
Living Streets, Walk to School http://www.livingstreets.org.uk/walk-with-us/walk-to-school
30
Fife Council, Cyclestart http://www.fifedirect.org/topics/index.cfm?fuseaction=page.display&p2sid=4351E3A1-C2A02B57-3DBFF4605902473B&themeid=568AF4CE-B036-4E67-93AB-36B1E13DFA11
31
Aberdeenshire Council 2013, Peterhead Cycle Demonstration Town
http://www.aberdeenshire.gov.uk/transportation/options/AchievementsinCyclingcategory6.pdf
32
City of Edinburgh Council 2013, South Central Edinburgh 20mph Limit Pilot
Evaluation http://www.edinburgh.gov.uk/meetings/meeting/3067/transport_and_environment_committee
11
Direction signing and mapping
High quality directional signage, maps (e.g. printed, online and display boards), and press releases highlighting
newly completed sections are relatively cheap ways of promoting routes. They are likely to lead to greater
increases in active travel, compared with the same investment in new infrastructure.
Cycle Parking
The availability of high quality cycle parking at key destinations should be increased, such as at shops,
educational establishments and public transport interchanges.
Maintenance of walking and cycling infrastructure
Footway, path and carriageway maintenance regimes should be reviewed and modified for the benefit of
pedestrians and cyclists (e.g. vegetation management, winter maintenance). Additionally, low cost
improvements could be programmed as part of maintenance schemes such as installation of dropped kerbs
and addition of advanced stop lines for cyclists at traffic signals.
Bicycle hire/ loan schemes
Given only 35% of households have access to a bicycle6, measures to increase bicycle availability could be
considered (CAPS Action 15). Options include on-street short term hire (e.g. schemes in Glasgow, Dumfries and
Stirling) and longer term loans / bicycle libraries (e.g. Grangemouth34).
Integration with public transport
Improving public transport interchange active travel facilities (e.g. new routes, signage, maps, cycle storage,
and creating ‘Cycle Hubs’35) will increase active travel and public transport use. (CAPS Actions 6 and 7)
Tourism
The money people spend during walking or cycling holidays and day trips are an important income stream for
many areas and they also support employment. Therefore, improving and promoting long distance routes such
as Scotland’s Great Trails and the National Cycle Network should be encouraged (CAPS Action 5 and National
Planning Framework 3). For more details see the Wild Scotland website36, and the Transform Scotland’s report
The Value of Cycle Tourism37.
Leisure and Sport
Encouraging people to walk and cycle for recreation and sport can lead to them making everyday journeys on
foot and by bicycle. Therefore the opportunity could be taken to develop and promote routes for leisure use
Also promoting sports, especially in schools, such as mountain and BMX biking and road cycling, can be a great
way to spark interest in cycling. More information can be found on the Scottish Cycling website38.
33
Clackmannanshire Council, Cycling, Riding and Walking Friendly Roads
http://www.clacksweb.org.uk/transport/friendlyroads/
34
The Helix, Grangemouth Bike Library http://www.thehelix.co.uk/things-to-do/a-place-to-cycle/cycle-shops-andservices/bike-library/
35
Stirling Cycle Hub http://www.stirlingcyclehub.org/about-us
36
Wild Scotland http://www.wild-scotland.org.uk/industry/
37
Transform Scotland 2013, The Value of Cycle Tourism: Opportunities for the Scottish economy
http://www.transformscotland.org.uk/GetFile.aspx?ItemId=673
38
Scottish Cycling http://www.britishcycling.org.uk/scotland/article/scst-scottish-cycling-about
12
Appendix 1: Membership of the Active Travel Strategies Advisory Panel
Kate Campbell (Sustrans Scotland)
Janice Gray (Paths for All)
Matt Davis (Sustrans Scotland)
Nathan Kaczmarski (Cycling Scotland)
Dave Frew (Fife Council, representing local
authorities and the Society of Chief Officers
of Transportation, SCOTS)
Bruce Kiloh (SPT, representing RTPs)
Karen Furey (Sustainable Transport Team,
Transport Scotland)
Niamh Martin (NHS Health Scotland)
Phil Noble (City of Edinburgh Council,
representing local authorities)
John Wood (COSLA)
Eric Guthrie (Tactran, representing RTPs)
__________________________________________________________________________________________
Appendix 2: CAPS 2013 action list
1. Establish an annual national cycling summit involving the Minister for Transport and local authority Heads of
Transportation and relevant Committee Convenors, to lead delivery and gauge progress.
2. Develop for each local area the strategic approach to supporting functional cycling (and active travel more
broadly), mapping the appropriate infrastructure improvements required along with supporting promotional
work to achieve tangible changes in travel choices.
3. Continue to promote a national training programme on cycling-integration design and best practice to
planners, designers and engineers, through the delivery of accredited modules such as Making Cycling
Mainstream, and promote the use of planning policy - Designing Streets, Cycling by Design cycle guidance and
Smarter Choices, Smarter Places good practice.
4. Continue to develop and maintain community links – i.e., high quality, local infrastructure to support active
travel (routes and public realm improvements) particularly in urban areas where high levels of cycling can be
achieved, along with associated infrastructure such as cycle parking facilities at key destinations including
schools, bus and rail stations, shopping areas and workplaces.
5. Continue to develop and maintain the National Cycle Network to provide long distance cycling routes,
connecting rural communities and promoting tourism.
6. Develop better integration with public transport, through partnership working with interests such as rail and
bus/coach operators and RTPs.
7. Establish the Cycle Hub at Stirling Station as a pilot and evaluate it pilot for potential wider roll-out at other
railway stations.
13
8. Promote the implementation of 20 mph schemes in all residential areas and share best practice across the
country.
9. Develop and deliver a ‘Mutual Respect’ Campaign for all road users (complementing the ‘Give Me Cycle
Space’ campaign aimed at drivers).
10. Continue the roll-out of Bikeability Scotland cycle training through schools, steadily expanding
participation, particularly in on-road training (Bikeability level 2). Develop and promote support for this,
including volunteer-led delivery and parental involvement.
11. Develop Adult Cycle Training resources, building on Bikeability Scotland standards, including an essential
skills module as a pilot for potential roll-out nationwide.
12. Promote and support community-led cycling initiatives, through signposting resources and providing
support for projects that will promote cycling participation in an inclusive, accessible way. Evaluate the delivery
of the Cycle Friendly Communities Fund programme to date and promote the learning to further develop
approaches to supporting communities.
13. Continue to promote projects which encourage primary school pupils to continue cycling when progressing
to secondary schools, such as I-Bike and delivery of Bikeability Scotland level 3.
14. Promote cycling for young people more broadly, for leisure or travel, for fun, health and sport, through the
promotion of cycling activities, events and led cycle rides.
15. Develop approaches to promoting access to bikes – e.g., develop Bike Library schemes for schools and
communities to promote access to bikes in areas of low cycle use or deprivation, as taster cycling sessions.
16. Encourage all employers across all sectors to become Cycle Friendly (e.g., by offering support for workplace
cycling facilities and promotional resources, active travel champions, travel planning).
17. Develop follow-up work from the Smarter Choices, Smarter Places evaluation report, applying learning to
encourage active travel as part of community-based sustainable transport promotion.
18. Report annually on an appropriate suite of national indicators to inform the national picture of cycling
participation.
19. Develop local monitoring, using data from local cycle counts and surveys etc., with support from national
delivery bodies to develop a coordinated approach to data collection.
14