A PRACTICAL CYCLING VISION
for
WARRINGTON TOWN CENTRE

CONTENTS

• 1. POLITICS AND CYCLING: TIME FOR CHANGE
  • 1.1 Cycling: National Context
  • 1.2 Cycling: Warrington Context
  • 1.3 Warrington Cycle Campaign

• 2. CYCLISTS IN WARRINGTON TOWN CENTRE NOW: HOSTILITY AND DANGER
  • 2.1 Definition of Town Centre
  • 2.2 Overview of Cycle Access to Town Centre
  • 2.3 Overview of Cycle Routes Within the Town Centre
  • 2.4 Overview of Cycle Parking Within the Town Centre

• 3. A CYCLIST'S RING ROAD: A PRACTICAL SOLUTION
  • 3.1 Overview: The Vision and the Needs
  • 3.2 Academy Way to Bold Street: Sharing with Buses
  • 3.3 Bold Street by Palmayra Square: A Cycle Lane
  • 3.4 Bold Street to Academy Way: Quiet Roads

• 4. OTHER TOWN CENTRE ROADS
  • 4.1 Speed Limit: 20 mph is enough
  • 4.2 Car Parking: Street-Side Car Parking Reduced
  • 4.3 Pedestrianised Roads

• 5. GETTING IN AND OUT OF TOWN: CONNECTING TO A CYCLE NETWORK
  • 5.1 From Latchford: Knutsford Road and Bridge Foot
  • 5.2 From Sankey: Liverpool Road and Sankey Street
  • 5.3 From Bewsey: Bewsey Road and Central Station
  • 5.4 From Stockton Heath: Mr. Smiths and Bridge Foot
  • 5.5 From Bank Quay Station

• 6. CYCLE PARKING

• 7. CONCLUSION

• REFERENCES

• LIST OF FIGURES
  • Figure 1. Plan of Town Centre
  • Figure 2. Academy Way/Academy Street Junction
  • Figure 3. Winwick Street/Scotland Road Junction
  • Figure 4. Sankey Street/Bold Street/Goldborne Street Junction
  • Figure 5. Knutsford Road and Bridge Foot
  • Figure 6. Barbauld Street/Bridge Foot Junction

1. POLITICS AND CYCLING: TIME FOR CHANGE

1.1 Cycling: National Context

In the late 1990's the importance of cycling in improving our environment, our communities and our health is finally being officially recognised. The government wants to restrain traffic, and offer safe and attractive alternatives. This is clear from the government's white paper¹, published on 20 July 1998, "A New Deal for Transport", and the Road Traffic Reduction Acts of 1997 and 1998. The "National Cycling Strategy"² aims to double bike trips by 2002 and double them again by 2012.

>From now on Highway Authorities, such as Warrington Borough Council, will have to produce Local Transport Plans (LTPs) one aim of which should be to improve cycling facilities. According to the government's "Guidance on Local Transport Plans"³, all LTPs should adopt a transport hierarchy that puts pedestrians and cyclists first, and car-borne commuters last. It states that "Ministers will be looking to local authorities to build on existing efforts to increase the amount and safety of cycling, and thereby contributes towards the National Cycling Strategy targets".

"Constructing Local Transport Plans"⁵, a guide produced by Sustrans, notes the serious problems faced throughout the country by cyclists. Among the grim realities cyclists have to deal with are:

• Danger - British adult cyclist casualty rates are high by west European standards
• Lack of Road Hierarchy - cyclists, pram pushers, heavy lorries all mingle on the same streets
• Physical Barriers - "cyclists dismount" and "no cycling" signs are a familiar sight on cycle routes. Large roundabouts provide physical and psychological barriers for cyclists
• Inadequate maintenance - pot holes at the road side receive less attention than those in the middle of the road
• High and rising traffic volumes - this constitutes the most serious deterrent against cycling as demonstrated in surveys⁶

1.2 Cycling: Warrington Context

Regionally, cycling is also seen as a priority. "Action for Sustainability"⁷, an action plan for the North West of England produced by a number of regional bodies and co-ordinated by the Government Office North West proposes the following as an objective:

• To encourage cycling and walking by creating convenient, safe and well landscaped routes, particularly close to schools.

The recently produced "Future Warrington; Community Plan 1999 - 2002"⁹ pledges Warrington Borough Council to:

• Promoting and developing the use of other types of transport to the car and lorry, offering choice and reducing environmental damage

The Local Agenda 21 transport group's action plan¹² has the following ambitious but high priority target:

• Create a comprehensive network of cycle routes safe from motor traffic linking all residential areas with shops, railway stations and bus stations, and leisure and employment areas

• Historically there has been minimal infrastructure provision
• Unsuitability of highway infrastructure to safely cope with increase in cycling
• Poor parking provisions
• To meet national targets significant investment will have to occur

• CO1 To maximise the role of cycling as a transport mode, in order to reduce the use of private cars.
• CO2 To develop a safe, convenient, efficient and attractive transport infrastructure which encourages and facilitates the use of walking, cycling and public transport, which minimises reliance on, and discourages unnecessary use of, private cars.
• CO3 To ensure that policies to increase cycling and meet the needs of cyclists are fully integrated into the Unitary Development Plan, Local Transport Plan and Road Safety Plan and in all complimentary strategies including transport studies and strategies, environment, education, health and leisure strategies.

1.3 Warrington Cycle Campaign

There have been plenty of well-meaning words been said on the subject of cycling (see 1.1 and 1.2 for some of them!). The Warrington Cycle Campaign exists to try to ensure that some of them actually get implemented in our borough. The campaign promotes safer cycling for existing cyclists in Warrington, and aims to encourage more people to travel by bicycle in and around the town.

We want to see:

• A comprehensive, safe cycle network in Warrington
• Good quality cycle parking provision throughout Warrington
• An integrated transport strategy with cycling at its heart
• Road traffic reduction and slower traffic speeds
• Better account taken for the needs of cyclists and pedestrians in the road network, especially at junctions and roundabouts
• Responsible cycling - using lights at night and respecting pedestrians on pavements

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2. CYCLISTS IN WARRINGTON TOWN CENTRE NOW: HOSTILITY AND DANGER

2.1 Definition of Town Centre

For the purposes of this report, "Warrington Town Centre" refers to the area within the "inner circulatory road"⁸. This road consists of Wilson Patton Street, Bridge Foot, Mersey Street, Brick Street, Midland Way, Crossfield Street and Parker Street. The definition of the town centre is extended a little to encompass, the town's two railway stations, Bank Quay and Central and the Mersey river front at Bridge Foot with the Cenotaph monument and the Riverside Retail Park (see Figure 1).

	20 mph zone
	Cyclists Ring Road
	Radial Routes
Figure 1. Plan of Town Centre

2.2 Overview of Cycle Access to Town Centre

Cycle access to Warrington Town Centre is of a poor standard. Access is seriously restricted by the inner circulatory road itself:

• High volume and speed of traffic on the inner circulatory road⁸, provide a barrier to cyclists (and pedestrians), and prevents ready passage to and from the town centre.
• Crossings of the inner circulatory road are limited and generally designed to encourage a good flow of motorised traffic, rather than to prioritise cycling (and pedestrian) access.

• Bridge Foot roundabout
• The two roundabouts at the eastern ends of Buttermarket Street Midland Way

2.3 Overview of Cycle Routes Within the Town Centre

Within the Town Centre, the following features discourage cycling:

• Road side car parking forces cyclists into the middle of the road or leaves them vulnerable to cars pulling out or car doors being suddenly opened.
• Bus lanes in the town centre are too narrow for buses to safely overtake cyclists.
• The one-way system diverts cyclists to major roads and prevents cyclists from conveniently accessing the town centre facilities.
• The pedestrianised streets prevent cycle access to and across the town, even outside office hours.
• Road layouts require cyclists to filter access traffic lanes, both to turn right and to continue straight on.

2.4 Overview of Cycle Parking Within the Town Centre

Very few official cycle parking facilities exist in Warrington Town Centre and these tend to be of poor design and badly located. Two examples are:

• 1 ornate rack (can accommodate 4 bicycles) on Academy way. This is in an insecure location, out of site from the shops on Bridge Street;
• approximately 6 new "Sheffield racks" on the platform of Warrington Bank Quay station - these are of a good design and helpfully located - however, they are not at present well signposted.

There are also a number of "V" shaped cycle rests bolted on to walls around the town centre. These are intended to provide a place for cycle front wheels to rest in but do not provide practical locking places and can cause damage to bikes. They exist on the platform of Warrington Central Station, outside the bus station on the "no access" cobbles and beside the Swimming Baths, and are generally not used as intended.

Busy, secure locations are the most useful and popular cycle parking locations. In fact, informally cyclists lock bicycles up all over the town centre. One particularly popular location is outside the covered market where there are plenty of railings - on a busy shopping Saturday there are often 20 cycles locked up here at any one time. Lamp posts and railings provide the most secure and convenient places to lock bikes - the street furniture in the central pedestrianised zone is no exception.

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3. A CYCLIST'S RING ROAD: A PRACTICAL SOLUTION

3.1 Overview: The Vision and the Needs

Our central aims are:

• to connect all cycle routes
• to allow cyclists to avoid the main circulatory route
• provide access for cyclists as close as possible to the town centre facilities
• to make the best use of existing resources and allowances

To make the "Cyclist's Ring Road" work, the following needs will have to be thoroughly addressed:

• Cycle access to the route from outside the town centre (inevitably involving crossing roads with heavy traffic) must be improved.
• Cyclists must be able to get very close to facilities in the town centre from the cyclist's ring road - giving them an advantage over car drivers.
• The route itself must feel safe for cyclists to use - this will mean reducing motorised traffic volumes and speeds, and ensuring the carriage-way is wide enough and clear enough for cyclists.
• Cyclists must have priority over motorised traffic throughout the route - this will involve changing the design of a number of junctions.
• Avoiding the need for "Filtering" (i.e. crossing lanes of moving traffic).

3.2 Academy Way to Bold Street: Sharing with Buses

3.2.1 The Roads

The stretch of road consisting of Academy Way, Academy Street, Scotland Road, and Goldborne Street runs from Bridge Street all the way around to Bold Street. In an anticlockwise direction, this route is closed to all traffic except buses. Unfortunately, the current width of the bus lanes is too narrow to safely accommodate a cyclist. "Cycle-Friendly Infrastructure"¹⁷ says "Where the carriageway is wide enough, a 4.25m to 4.6m wide lane should be provided". In the clockwise direction, there are generally two lanes - open to all traffic, with the left hand lane acting as a filter for the next junction. In practice there is not now sufficient to make this lane necessary and, in places, it is often used for parking. As well as the problems of overtaking within narrow lanes, the road layout requires cyclists to use the middle lane to continue round the ring road. This can lead to being overtaken on both sides. Also, filtering across the traffic lanes is intimidating for any but the most confident cyclists.

As noted by Warrington Borough Council⁸, most of this route used to form the Inner Circulatory Road before the Midland Expressway was constructed. Now that the Midland way is there, there is no reason for any traffic except for access, buses and cyclists to use this route.

To enable this route to be used safely by cyclists, we propose that the anticlockwise bus lane be widened, and the two clockwise lanes be replaced by a single multi-use clockwise lane. The road should have a 20 mph speed limit (see 4.1), and the various junctions along it should be re-designed to prioritise safe cycle (and pedestrian) use. Since it is proposed to reduce the two clockwise lanes to one, the total carriageway width should be sufficient to allow both buses and cyclists to use the road in either direction. We do recognise however that the road layout will have to be redesigned, perhaps removing a number of left turn bays on the clockwise route. There are also 3 or 4 short pinch points which will need widening on Academy Way.

Junctions along the route should be redesigned to prioritise cycle traffic and to allow access to and from the town centre by bike (and by foot). The following sections highlight some of the important junctions that will require attention.

3.2.2 Academy Way/Academy Street Junction

The junction of Academy Way, and Academy Street, which is currently smoothed apparently to encourage traffic to flow speedily should be redesigned, producing a safer environment for cyclists. Figure 2 illustrates how improvements could be made here. Our proposals are:

• Widen ring road a triangle
• Re-order priority to cyclist's ring route
• Permit cyclists to turn right into bus lane

Figure 2. Academy Way/Academy Street Junction

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3.2.3 Buttermarket Street/Academy Street Junction

This junction, a confusing one for car drivers as well as cyclists and pedestrians should probably be straightened. The precise details of any revised junction layout will be more readily apparent following the town centre pedestrianisation programme which involves Buttermarket Street. Indeed - to allow access to the new pedestrianised zone by foot, we hope that this junction will be improved as part of the pedestrianisation scheme. The principles that should be followed at this location to provide improved cycle access are:

• The filter lane (southbound) should be removed
• cyclists should be permitted to exit from the Town Centre at this point

3.2.4 Winwick Street/Scotland Road Junction

Advanced stop lines at this traffic-light controlled junction would increase cyclist safety and allow cyclists to keep clear of the busy traffic at this junction - including buses and taxis. An improved pedestrian/cycle crossing at this location would also contribute to improved access by bike or foot to both the bus station and Central train station. The junction must permit cyclists to get into the town centre. Figure 3 illustrates our proposals at this junction.

Figure 3. Academy Way/Academy Street Junction

3.2.5 Sankey Street/Bold Street/Goldborne Street Junction

At present this junction is designed in such a way as to prohibit general traffic from entering Bold Street. There is a barrier in the middle of Sankey Street/Goldborne Street, and a chicane/throttle at the northern end of Bold Street. The barrier prevents traffic (including cyclists) from turning right from Sankey Street to Bold Street or from passing north from Bold Street to Goldborne Street. Since the anticlockwise carriage way on Goldborne Street is a bus lane, only buses can enter Bold Street from the north.

We propose that the junction should be redesigned to facilitate cycle access as shown in Figure 4. The proposal involves making a space in the middle of the road centre barrier and realigning part of it. By designing in cycle approach lanes, cyclists turning right from Sankey Street to Bold Street, and passing north from Bold Street to Goldborne Street would be able to wait in safety for any buses with priority at the junction.

To allow safe and continuous cycle access along the "Cyclist's Ring Road", the chicane may have to be realigned to allow sufficient width for both buses and cyclists to pass through the junction from Goldborne Street to Bold Street.

Figure 4. Sankey Street/Bold Street/Goldborne Street Junction

3.3 Bold Street by Palmayra Square: A Cycle Lane

A short stretch of Bold Street along the eastern side of Palmayra Square, is currently one-way (southbound). In order to provide a safe and continuous cycle route along the "Cyclist's Ring Road", a north-bound, contraflow, cycle lane should be provided on this short stretch. There are several examples of successful precedents for this type of cycle lane design - and the Cyclist's Touring Club describe the system in their guides¹⁷. Contraflow cycle lanes should also be provided on other town centre one-way streets.

Apart from this stretch, Bold Street, being a relatively quiet road, could be signed as an "Recommended Cycle Route", no changes to the road layout being required.

3.4 Bold Street to Academy Way: Quiet Roads

It is proposed that the final stretch of the "Cyclist's Ring Road" be an recommended cycle route - with signing indicating this. The route would run along Bold Street and St. Austin's Way back to Bridge Street. As indicated in 4.1, the speed limit on all the roads in this area should be 20 mph; this being especially necessary for the cycle route itself.

Two junctions in this reach, however will need attention:

• Barbould Street/St. Austin's Lane. Here, partly due to poor visibility and speeding traffic cyclists can be in danger. The junction should be re-engineered by building out the East pavement of Barbould Street to force South-travelling vehicles to negotiate a bend making it clear that the route into St. Austin's Lane has right of way.
• Bridge Street/Academy Way. As the town-centre pedestrianisation progresses, this junction may be redesigned. Whatever the final outcome, cyclists should be able to cross the road without dismounting to provide the final link in the "Cyclist's Ring Road".

4 OTHER TOWN CENTRE ROADS

4.1 Speed Limit: 20 mph is enough

To make the environment of Warrington Town Centre a more pleasant place - inviting both to cyclists and pedestrians, a 20 mph speed limit should be enforced on all the streets in the town centre (see 2.1 and Figure 1). The following facts, quoted from the Department of Transport's research¹⁵ make a convincing argument for this proposal: "..Research shows that when pedestrians are struck by a moving car:

• At 20 mph only 5% are killed;
• At 30 mph 45% are killed and many are seriously injured;
• At 40 mph 85% are killed."

4.2 Car Parking: Street-Side Car Parking Reduced

Street-side car parking is a serious hazard for cyclists. In order to keep a safe distance from parked cars (which may suddenly pull out, or who's doors may suddenly open), cyclists need cycle in the middle of the road. This practice, while being the safest way to cycle, is not attractive to less confident cyclists and can frustrate drivers into attempting dangerous overtaking manoeuvres.

An example of dangerous road-side car parking is on the north side of Sankey Street. Cyclists coming into town using the developing cycle route from Liverpool Road are currently forced suddenly into the middle of the road by parked cars.

The reduction in street-side parking is a necessary step in the development of a cyclists Ring Road.

4.3 Pedestrianised Roads

The Warrington Cycle Campaign would like to see legal cycle access in all directions along through the pedestrianised and partly pedestrianised streets of the town centre outside the busiest pedestrian periods of 9am to 5pm Monday to Saturday.

Under the current road layout, the pedestrianised streets provide the only safe cycle routes across Warrington Town Centre. For example, a cyclist travelling between Stockton Heath and Central Station has to cycle along the inner circulatory road, over two large and dangerous roundabouts, or take a lengthy diversion along Wilson Patten Street.

According to government research, observation revealed no real factors to justify excluding cyclists from pedestrianised areas. Cyclists have been demonstrated to adjust their behaviour to ensure that pedestrians are not in danger¹⁹.

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5. GETTING IN AND OUT OF TOWN: CONNECTING TO A CYCLE NETWORK

5.1 From Latchford: Knutsford Road and Bridge Foot

5.1.1 Current Situation

Bridge Foot roundabout is not a favourite with any road user. Cyclists, however suffer more than other road users from the design of the junction, which forms a huge barrier to cycle (and pedestrian) access to Warrington Town Centre - both physical and psychological. The sheer scale of the junction, using two road bridges, and consisting of up to 4 lanes of traffic, is a serious deterrent to cycling.

When examining potential cycle routes to and from Warrington Town Centre, it is tempting to abandon Bridge Foot as a lost cause. However, for some cyclists (notably those travelling from/to Knutsford Road) there is no other choice. As government documents have noted¹⁶, "pedal cycles have the status of vehicles and cyclists have the same rights as other road users". Cyclists must be able to use the junction safely.

5.1.2 Long Term Vision for Pedestrians and Cyclists

Our first choice proposal at Bridge Foot would be to exclude all motorised traffic from the old bridge. A good quality cycle lane could then link Knutsford Road and Wilderspool Causeway/Chester Road to the town centre safely. This proposal would have the advantage of extending the town centre area accessible by pedestrians to include the Mersey waterfront and the Cenotaph memorial, as well as the Riverside Retail Park.

5.1.3 Shorter Term Solution for Cycle Access

Recognising the political and financial difficulty of carrying out the above proposal in the short term, a diagram appended to this report indicates a more modest scheme we propose at Bridge Foot to allow better cycling access from Bridge Street to Knutsford Road.

Our proposal is illustrated on Figure 5. Following the road from Latchford to the town centre, it is proposed to extend the bus lanes and colour them. This will also serve to provide a safer lane for cyclists to use. From the town centre to Latchford, a bike lane should be provided along the unused pavement on the eastern side of the bridge. Following the road from Latchford to Bank Quay, the two lanes leading to Wilson Patten Street should be replaced with one lane. Reducing the two lanes to one along this stretch does not reduce the overall capacity of the junction, since the lanes narrow to one on Wilson Patten Street anyway. However, the effect will be to reduce dangerous overtaking manoeuvres on the junction and provide important extra width in the remaining lane which will be safer for cyclists.

Cycle access in both directions along Lower Bridge Street will need to be maintained 24 hours a day in any future pedestrianisation, as this will allow a link to the inner ring road. There is no alternative route for cyclists that is safe, direct and convenient.

Figure 5. Knutsford Road and Bridge Foot

5.2 From Sankey: Liverpool Road and Sankey Street

Parts of a cycle route from Sankey and Penketh have been developing over recent months. The provision of cycle lanes on Liverpool Road over the railway bridge at Milner Street has both improved the physical safety of cyclists and reduced the psychological barrier of busy roads with no shelter for cyclists.

A short stretch of cycle lane, however, is of little value unless it connects up to a wider route and protects cyclists traversing the junction. It is therefore of vital importance that the junction at Liverpool Road/Crossfield Street be treated to improve cycle access. This should involve the introduction of advance stop lines connecting to the existing cycle lanes as proposed by the council in their Local Safety Schemes for this year¹⁸.

The final link in the connection of this cycle lane to the town centre, and the "Cyclist's Ring Road" is Sankey Street. This street should have a 20 mph speed limit (see 4.1) and should have no car parking (see 4.2).

5.3 From Bewsey: Bewsey Road and Central Station

Access to the "Cyclist's Ring Road" is available from the north via Bewsey Street. This route is marked as a proposed cycle route by Warrington Borough Council⁸. One important aspect of linking in the town centre to Bewsey will be the introduction of advanced stop lines at the Winwick Street/Scotland Road junction (see 3.2.4). There is also a potential cut through under the pedestrian bridge opposite the bus station which is currently a pedestrian route.

5.4 From Stockton Heath: Mr. Smiths and Bridge Foot

Official road access to the town centre from Stockton Heath is severely limited by Bridge Foot. However, a possible alternative exists in the form of the "Blue Bridge" that provides access to the Centre Parks employment area from south of the river. A path, which can be used by cyclists (although it needs some repair under the railway bridge) leads from this bridge to Mr. Smith's night-club. From the night-club, access to Barbould Street and hence to the "Cyclist's Ring Road" is currently difficult due to the speed and volumes of traffic on Bridge Foot/Wilson Patten Street. To facilitate cycle crossing at this location, a signalled crossing will be needed. Figure 6 illustrates the small amount of work that would need to be done to provide this valuable cycle access point to the town centre.

Figure 6. Barbauld Street/Bridge Foot Junction

5.5 From Bank Quay Station

In order to allow cyclists to access the town centre from Bank Quay station, the barrier at the west end of Museum street should be opened to cyclists. This would be in line with the proposals for a pedestrian/cycle route between the two train stations in Warrington as proposed by the Borough Council⁸. This is a quiet road so no other measures would be necessary - parked cars are not a hazard here.

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6. CYCLE PARKING

The central aims for providing cycle parking should be:

• Busy locations for security
• Locations as close as possible to facilities
• Good quality, practical cycle locks

It is proposed that a total of 300 cycle parking spaces be provided in Warrington Town Centre as an initial target (only 10% of the current car parking spaces). Recognising that a major advantage that cycling offers over the private car is directness of access, cycle parking should be provided as close as possible to the places that people want to go. This policy should will give cyclists a positive advantage over car drivers, following stated policy of the Borough Council and other Warrington Groups^{8,9,11,12 & 13}.

Cycle parking should also be of a high quality standard. Generally "Sheffield Lock" type facilities are adequate, although some covered parking would also be of great value; for example at locations such as the stations where cycles will be left unattended for long periods.

Following the philosophy of providing parking close to facilities, it is proposed that cycle parking should be provided at the locations listed overleaf. In each case there should be space for at least 4 bicycles. In several cases (e.g. outside Covered Market, outside Cockhedge centre there should closer to 20 parking spaces). Parking should be on the street and highly visible, rather than hidden away. This provides a high profile, encouraging more cycling, and gives a greater security - bicycle theft is a strong deterrent to many cyclists. Where possible, cycle parking should be within view of CCTV cameras.

"Cycle-Friendly Infrastructure"¹⁷ (19.4.1) states: Cycle stands should be situated close to the destinations they serve, preferably in locations where motor vehicle access is restricted. This deters theft using vans etc. Stands hidden away in a dark recess, or at the back of car parks, will not be attractive to users. It is important to site stands as close as possible to building entrances, to enhance convenience and security for users. There is also the symbolic importance of making cycle parking more prominent and convenient than car parking. Such decisions give a clear message that the role of the bicycle is being taken seriously.

Proposed Cycle Parking Locations

• Market Gate - "right in the heart of town"
• At the end of the pedestrianised section of Buttermarket Street
• At the end of the pedestrianised section of Horsemarket Street
• At the end of the pedestrianised section of Bridge Street
• On the pedestrianised part of Sankey Street by Cairo Street
• In Time Square outside the covered Market and at the front of the market
• Outside the library (this may have to be a bar against the wall due to limited space)
• At the front of the Job Centre
• Outside the DSS building on Sankey Street
• Outside the Warrington Collegiate Institute on Museum Street
• Outside Parr Hall - perhaps in Palmayra Square Park
• Outside the Bus Station
• Bank Quay Train Station - at street level
• Central Train Station - at street level
• Outside the Cockhedge centre (both front and back)
• Outside the swimming pool on Bath Street

7. CONCLUSION

The need for increased usage of forms of transport other than private motor vehicles has been noted at national, regional and local level. Without positive action to encourage this shift, the current reliance on cars is likely to continue. This report sets out a scheme of simple positive actions which could be taken to encourage an increased use of bicycles in Warrington town centre.

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REFERENCES

1. A New Deal for Transport (Transport White Paper) - Department of the Environment, Transport and the Regions, 1998
2. The National Cycling Strategy - The Department of Transport, July 1996
3. Guidance on Local Transport Plans - Department of the Environment, Transport and the Regions, November 1998
4. Local Transport Briefing - Transport 2000, January 1999
5. Constructing Local Transport Plans - Don Mathew, Policy Adviser, Sustrans, 12 November, 1998
6. Staff Cycle Survey - Sandwell Health Authority, 1992
7. Action for Sustainability: Towards a Regional Sustainability Action Plan for the North West of England - Government Office for the North West, January 1999
8. Warrington Transport Policies and Programme 1999-2000 - Warrington Borough Council, Summer 1998
9. Future Warrington - Community Plan 1999 - 2002 - Warrington Borough Council, January 1999
10. Bikes Not Fumes - Cyclist's Touring Club, 1992
11. Draft Air Quality Management Strategy for Warrington - Warrington Borough Council, January 1999
12. Action Plan for Transport in Warrington - Local Agenda 21 Transport Group, In production
13. Draft Cycling Strategy - Warrington Borough Council, 1998
14. Cycling in Pedestrian Areas, Department of Transport - Transport Research Laboratory, 1993
15. Killing Speed Saving Lives, Department of Transport, 1992
16. Cycling in Safety? - Transport and Road Research Laboratory Safety , 1991
17. Cycle-Friendly Infrastructure - Department of Transport / Bicycle Association / Cycling Tourist Club / Institution of Highways and Transportation, 1995
18. Local Safety Scheme - Consultation Draft - Warrington Borough Council, December 1998
19. Cycling in PedestrianAreas - Trevelyan and Morgan, Transport Research Laboratory, 1993