Thanks to Ken Timmis for the following report
A few years have passed since Derby hosted the East Midlands Cycle Forum. Cycle Chesterfield had picked up the baton to host a reinvigorated Cycle Forum. A few members of Derby Cycling Group found their way to Chesterfield, mostly with bicycles on the trains heading north (after negotiating the challenge of booking a slot in the nonexistent bike space provided on modern trains). Members of Cycle Chesterfield greeted us at the station before guiding the gathered campaigners along cycle paths and quiet streets to the venue.
The presentations commenced with Adrian Hill of Active Travel England describing the organisation’s strategic priorities which include the contentious capability rating, statutory consultation of building developments, funding and engaging with authorities (including the East Midlands Combined Authority). He made the point that they encourage developers / authorities to connect the cycle infrastructure in new developments with existing infrastructure.
The Cycling UK presentation from Mikey Cottle, provided a summary of their activity in supporting cycling across the East Midlands. A significant focus is the annual Big Bike Revival which includes a range of initiatives: Fix Your Bike, learn new skills, save money, get healthier and connect with communities (Community Cycle Clubs). The My Ride, Our Right campaign aims to improve conditions that allows women to ride in safety, not just about transport – it’s about equality, opportunity and giving more people the freedom to ride.
James Hatchett, local Network Manager for Walk Wheel Cycle Trust (formerly Sustrans), described their strategy including: the National Cycle Network (NCN), Transform Schools and Improve Links. An ongoing task of the Trust is removal of barriers on the network to give unhindered access to people cycling and walking. James illustrated their work with a series of photographs depicting projects across the region, depicting improvements of the infrastructure including widening, resurfacing, and creating cycle paths (in some instances taking space from vehicles).
The campaign groups then each gave a summary of activities and issues in their respective areas.
Derby Cycling Group highlighted local successes; with removal of barriers on the NCN (although one barrier still remains) and resurfacing of paths. Topics included parking on cycle lanes outside schools, connecting sections of infrastructure, the Derwent Valley Cycleway and access to the newly re-wilded Allestree Park. Summarised by emphasising the need for a robust and comprehensive LCWIP or Transport Plan for the East Midlands region.
Pedals described their work in Nottingham. The Women in Tandem collective held a workshop where women’s experiences in riding were discussed. Several rides were being supported including Glow Rides and Kidical Mass. A campaign to improve the provision of cycle storage on trains includes a plea for everyone to contact their MPs to highlight the difficulty in booking the limited space for bikes on modern trains and demand more space on new trains. The cycle path over Bennerley Viaduct is expected to fully open by the end of 2025 with access onto paths on either side. The new Waterside bridge, currently under construction beside the river, will span the River Trent (near to the City Ground) and is expected to be lifted into position during November 2025. Finally a proposal for a foot-cycle bridge across the River Trent, between the former Ratcliffe-on Soar power station and the Long Eaton/Toton/Chilwell/Beeston area, providing a route for active travel between redevelopment areas and local communities, was presented.
Leicester cycling campaign report indicated that their original local authority capability scoring of 0 had improved on the later assessment to 1. The active travel forum had been reinstated but held only once a year with limited opportunity to feedback.
Leicester City had implemented about 11 miles of popup cycle lanes during COVID on a trial basis, using cones and temporary barriers. Much of the temporary infrastructure has been converted into permanent cycle lanes either making shared paths or cycle lanes by converting space on the roads. The point was made about the value of consultation asking is it meaningful or merely ticking boxes to say the relevant groups had been informed. Ongoing campaigns included Safer Streets Now, with days of action, and the Dutch Reach campaign.
Cycle Chesterfield’s presentation raised questions that are frequently asked; how do we make cycling normal? How do people gain the confidence to cycle? To address these questions the group has been organising their annual Cycle Festival, a week of cycle related events with rides – showing people where to ride around the town, linking key sections, themed rides – art, history, trail tracks, etc. Each year expanding with new events, including speaker events, have a go at BMX etc. The group has undertaken cycle audits, riding the route to understand the faults and then identify how to fill the missing links. They had success in encouraging the local authority to close a little used road to create a cycle lane, and other routes through industrial sites. A new campaign to create a cycle route to Dronfield. The group recommended trialing new cycle infrastructure for 12 months, this allow people to become accustomed to the changes before undertaking a referendum and hopefully implementing any amendments. The group had been promoting safe cycle routes to school, which had been supported by teachers and parents.
When the forum closed those with bikes were guided along some of Chesterfield’s cycle infrastructure. Returning to the park we negotiated families enjoying the sunny afternoon and were the centre of attentions as the train of assorted bikes followed members of Cycle Chesterfield along the shared path. Taking quiet roads we came to a controlled junction with cycle filters, diagonally across we joined the two way cycle lane. This lane is protected by substantial wands secured into kerbs which in turn are fastened to the road surface, providing effective protection for cyclists. This lane extends for approximately one mile ending at the edge of the town to the west and to the east where on street parking is present. Turning about we retraced our route through the park, quiet streets and along the cycle path to end at the railway station.
The good news and positive energy from the forum participants is contagious, so we departed feeling enthused by the opportunity that other groups have grasped.