This document provides information on the Government's cycling aims and also provides information and contact details for the different organisations that are responsible for the management and delivery of particular areas of cycling policy.
The Government's aim is to encourage more people to cycle as cycling helps tackle pollution caused by motor vehicles, congestion and also promotes good health.
Transport policy on cycling is a devolved matter. The
Scottish Executive and the Welsh Assembly Government are
responsible for policy in Scotland and Wales and the Northern
Ireland Office's Department for Regional Development (DRDNI)
in Northern Ireland. The following Governmental aims and
policy on cycling therefore relate to cycling in England
only. Links to the Scottish Executive, the Welsh
Assembly Government and the Northern Ireland's Department for
Regional Development websites can be found below.
England and Scotland have advisory bodies; Cycling England
and Cycling Scotland. Cycling policy in London is devolved to
the Mayor of London, who has set up the Cycling Centre of
Excellence at Transport for London.
In England, Wales and Scotland the responsibility for the upkeep and management of the roads on which most cycling takes place rests with local highway authorities. In Northern Ireland the responsibility rests with DRDNI, though changes making the system in Northern Ireland similar to the rest of the UK are planned.
Cycling is not only an excellent pastime, it is also an important mode of transport, which is environmentally friendly, affordable, and can also help tackle traffic congestion. For some it is their main form of transport.
If more people choose to make their journeys by bike, this will have a positive impact on local pollution and congestion levels and on their own health.
Growing levels of inactivity directly increases the
likelihood of illnesses such as coronary heart disease, which
now kills more than more than 100,000 people in England every
year.
Studies have shown that cycling for at least 30 minutes a day
gives people a level of fitness equivalent to being 10 years
younger.
The Department for Transport is responsible for cycling policy in England. It also approves and oversees Cycling England's strategy and delivery of programmes and projects aimed to increase the number of people who cycle on a frequent basis. The Department also provides guidance and advice to local authorities to help ensure that their investment in cycling infrastructure is well spent. Cycling is also recognised by both central and local government as a key element of local transport planning.
The Department provides funding for cycling to local highway authorities through Local Transport Plans (LTP) and also funds Cycling England's work programme and this money (£10m per year from 2006/07 to 2008/09) supplements funding for cycling that local authorities already receive through the LTP process. Cycling England's work programme helps maximise the benefits of spending on cycling as well as funding specific initiatives.
Cycling England was set up by the Department for Transport in 2005 and was tasked with planning and co-ordinating projects and programmes across England to help increase cycling levels. The members of Cycling England include experts in transport policy, engineering, public health, the cycle industry, local government, cycle sport, cycle training and education. They have been granted a £10m budget per year to supplement local authority spend in order to deliver a suite of projects that encourage more people to cycle more safely and more often.
Cycling England's work programme covers 5 themes: Youth;
Infrastructure; Place; Health and Marketing. An
increase in cycling has the ability to deliver a number of
Government objectives and therefore Cycling England report
not only to DfT, but to a wider Whitehall group including the
Department for Education and Skills (DfES), Department for
Culture, Media and Sport (DCMS), Department for Environment,
Food and Rural Affairs (DEFRA) and the Department for
Communities and Local Government (DCLG).
Although local authorities have the freedom and flexibility
to lead on local transport issues and they are best placed to
do so, the Department for Transport is responsible for
setting cycling policy in England and ensuring that Local
Authorities are aware of cycling-related guidance.
DfT expects local highway authorities to develop a local cycling strategy as part of their Local Transport Plans (LTPs). DfT also expects local highway authorities to set their own cycling targets.
The Department either directly or through Cycling England provides general guidance or information on:
Cycling England Website: http://www.cyclingengland.co.uk
Email: info@cyclingengland.co.uk
Local Authorities are responsible for the planning and provision of all local transport requirements within their remit. The Government provides them with funding and guidance.
Local authorities regularly review the needs of cyclists within their geographical area and Government encourages local authorities to consider cyclists in any new road building, reconstruction work and highway design changes.
Local highway authorities also have a duty to maintain all highways, including off-road cycle tracks to a safe and usable condition.
Your Local Highway Authority will provide you with information on:
Find your local highway authority: http://www.direct.gov.uk/en/Dl1/Directories/Localcouncils/index.htm
Transport for London manage London's transport network. TfL has established the Cycling Centre of Excellence which is responsible for delivering cycling improvements in London in co-operation with the London Boroughs.
Transport for London's Cycling Website: http://www.tfl.gov.uk/cycles
Email: enquiries@streetmanagement.org.uk
Telephone: 0845 305 1234
The Home Office is responsible for Road Traffic Law
enforcement policy. The Home Office sets guidance and
advice on local police forces' Road Traffic Law
responsibilities and also sets the targets and objectives
that they must work to.
Cyclists have exactly the same legal obligations and rights
as every other road user.
Home Office Contact Information for Law Enforcement Queries:
Website:
http://police.homeoffice.gov.uk/operational-policing/road-traffic.html
Email: public.enquiries@homeoffice.gsi.gov.uk
Telephone: 0207 035 4848
Police forces enforce traffic law locally (http://www.highwaycode.gov.uk).
If you are a pedestrian and have had any problems with
cyclists riding on pavements or are a cyclist who has
experienced inconsiderate driving, please contact you local
police force.
Local Police Force Contact Information for Cycling Related
Enforcement Queries:
http://www.direct.gov.uk/en/Diol1/DoItOnline/DG_4017475
The Scottish Executive is responsible for all Governmental cycling policy in Scotland, including cycling infrastructure. Their aim is to increase the levels of cycling, both as a transport mode and a leisure activity.
They do this through their advisory body Cycling Scotland, who they fund to carry out promotional programmes to meet their aims and by encouraging local authorities to develop cycling strategies as part of their local transport strategies and to link these with education and health improvement initiatives.
Scottish Executive Cycling Webpage:
http://www.scotland.gov.uk/Topics/Transport/sustainable-transport/cycling
Email: ceu@scotland.gsi.gov.uk
Telephone: 08457 741 741 or 0131 556 8400
Cycling Scotland website: http://www.cyclingscotland.org/
Email: info@cyclingscotland.org
Telephone: 0141 229 5350
The Welsh Assembly Government is responsible for all Governmental cycling policy in Wales, including cycling infrastructure. Their aim is to increase the levels of cycling, both as a transport mode and a leisure activity.
Welsh Assembly Government Cycling website:
http://new.wales.gov.uk/topics/transport/IntegratedTransport/walkingcycling/?lang=en
Address: Welsh Assembly Government
Cathays Park
Cardiff
CF10 3NQ
Telephone: 0845 010 3300
The Northern Ireland Office's Department for Regional Development in Northern Ireland (DRDNI) is responsible for cycling policy for Northern Ireland. Their aim is to increase the levels of cycling, both as a transport mode and a leisure activity.
Northern Ireland Office's Department for Regional Development in Northern Ireland (DRDNI) contact information for Cycling Queries:
Northern Ireland Office's Department for Regional Development
(DRDNI) website: http://www.drdni.gov.uk/
also
http://www.roadsni.gov.uk/cycling/index2.htm
Email: enquiries@drdni.gov.uk
Address: Department for Regional Development
Clarence Court
10-18 Adelaide Street
Belfast
BT2 8GB
Telephone: 028 9054 0540
Cycle to Work Schemes
'Cycle to Work' schemes allow employers to purchase cycles and cyclists' safety equipment and loan them to employees as a tax-free benefit.
Q. I am interested in setting up a 'Cycle to Work'. How does it work?
1. The employee speaks to his or her employer to see if they are already running the scheme. If not they can get promotional leaflets produced by Cycling England by e-mailing cycling@bluerubicon.com.
2. The employer must make the scheme available to the entire workforce and either procures the services of a specific provider who will administer the scheme on the employers' behalf or sets up an agreement with a local bike shop.
3. The employer then sets out an agreement with their employees setting out the parameters of the scheme, e.g. the value of cycles they are willing to purchase, if they wish to use a salary sacrifice scheme and how long it will run for, who will insure the cycle, consequences of withdrawing from the scheme etc.
4. The employee then selects a bicycle from the chosen retailer and safety accessories, such as a helmet. As the scheme is regulated under the Consumer Credit Act the Office of Fair Trading has issued a group consumer credit licence to cover all UK businesses up to a value of £1,000. So please note that if the cycle package is over £1,000 then the employer will need to obtain their own consumer credit licence.
5. The employer then purchases the bicycle. The employer can then reclaim the cost of VAT. The employer can also claim capital allowances in the normal way.
6. The employee then takes delivery of the cycle for exclusive use. It can be used for leisure but the majority of use must be for commuting to work.
7. If the employer wants to recover the cost, they and the employee may agree to enter into a salary sacrifice agreement.
8. Although there must not be a commitment to transfer ownership to the employee, if after the period of salary sacrifice the employer chooses to give the employee the option to buy the cycle, a separate sale agreement must be made and sold at a 'fair market value'.
9. Alternatively, after the period of salary sacrifice, the employer can keep ownership of the cycle but still let the employee use it, provided they continue to cycle to work.
Q. What are the benefits of the scheme?
A. The key intention of the scheme is to help employees gain easy and cheap access to a bicycle for their journeys to work as opposed to using the car. This will benefit their health and also have knock-on positive effects on other areas including the environment and congestion. The employer can benefit by having a fitter more productive workforce.
Q. Does the Department for Transport run this scheme?
A. No. The Department for Transport provides information about the scheme to those who may be interested in setting one up.
Q. Who does the bike belong to?
A. It belongs to the employer. If at the end of the salary sacrifice the employer chooses to sell the bike to their employee it must be at fair market value.
Q. How do you establish a fair market value?
A. Obtain a quote from a cycle retailer as to what they would purchase the cycle for.
Q. How much will the scheme cost the employer?
A. The employer purchases the bike and then leases it back to the employee. During this time the employer may save money by not paying employer contributions of the amounts that would have been deducted for national insurance. The employer can also reclaim the cost of VAT on the purchase of a bike.
Q. Does the company need to apply for a credit licence?
A. Under this scheme, employers are allowed to run salary sacrifice schemes without an individual consumer credit licence as long as the purchase amount doesn't exceed £1,000.
Q. My staff would like to purchase a bike over £1,000, how do I get a credit licence?
A. You may not purchase a bike under this scheme that costs more than £1000, unless you have your own individual consumer credit licence which can be applied for from the Office of Fair Trading.
Q. I'm self employed can I join the scheme?
A. No, as you don't have a PAYE salary.
Q. Can I simply buy bikes and loan them to my employees without entering this scheme?
A. Yes, but you could still reclaim the VAT and just not use salary sacrifice as you don't wish to recover the remaining cost.
Q. Some of my staff who I have loaned bikes to under this scheme are soon to leave/retire before completing the salary sacrifice which is paying for the bike.
A. Employers need to set out in the agreement the consequences of withdrawing from the scheme. Employees are usually responsible for compensating the employer for not completing the salary sacrifice agreement.
Q. What happens if the bike is stolen?
A. The employer has ownership of the bike, and they must decide whether to insure the bike themselves, or ask their employee to insure the bike as they will have full use of the bike and will be in charge of storing it. Agreements on insuring should be addressed at the start of the scheme.
Q. How do I monitor that 50% of the use of the bike is used for cycling to work?
A. When setting up the scheme, it is advisable for the employer and employee to both sign an agreement and one of the clauses could cover the above requirement. There is of course an element of trust between the employee and employer that 50% of the use of the bike is used for transport to and from work or between one workplace and another.
Q. Why should I be interested in this scheme?
A. This scheme provides you with relatively cheap and easy access to a new bicycle for commuting to work. Your employer may wish you to enter a salary sacrifice scheme so that they can recover some of the cost of purchasing a bicycle. Please note that this is not a scheme for the employee to purchase a bicycle, however if the employer wishes to allow employees to purchase the bike from them at the end of the salary sacrifice agreement it must be at a fair market value.
Q. What does "salary sacrifice" mean?
A. Salary sacrifice means giving up part of your salary in exchange for a benefit, in this case, a bicycle. Salary sacrifice cannot be used if your monthly payments take your remaining gross salary to below the minimum wage.
Q. Who does the bike belong to?
A. Your employer. You will be leasing the bike from your company, usually for 12 to 18 months. At the end of that period, your company may offer you the option to transfer ownership for a fair market price.
Q. What bikes can or can't I use?
A. Any type of bike (except bikes for children) is allowed under this scheme as long as it is used for commuting.
Q. Can I use the bike for leisure riding as well as commuting?
A. Yes, as long as the primary use is for commuting to work.
Q. What accessories can I include?
A. You can include safety accessories associated with riding the bike to work such as helmets, lights etc. Items such as energy food, car racks etc, are not allowed.
Q. Can the employer purchase accessories only?
A. No, the rules only allow for the purchase of a bike and accessories.
Q. Can I put some of my own money towards a more expensive bike than £1,000 if the employer does not have a consumer credit licence?
A. No as this would mean shared ownership and no tax exemption would apply.
Q. Is cycling on the pavement against the law?
A. Yes. Cycling on the footway (pavement) is an offence under Section 72 of the Highways Act 1835 as amended by Section 85 (1) of the Local Government Act 1888.
Q. Who is responsible for enforcing the laws and what are the penalties for breaking the laws?
A. The enforcement of cycling offences is an operational matter for local police forces. The police use the Fixed Penalty Notice (FPN) of £30, which provides them with a direct means of dealing with most minor offences. The Road Traffic Act 1991 makes the two most serious cycling offences parallel to those of dangerous and careless driving. The maximum fines are currently £2,500 for dangerous cycling and £1,000 for careless cycling.
Q. I would like to report a cycling on the pavement incident, what should I do?
A. As with other offending the Government encourages members of the public to give evidence of specific problems and of particularly dangerous behaviour to the police, which will help ensure that the police target their resources effectively.
The Government fully realises that illegal cycling on footways causes much concern particularly to our most vulnerable road users, such as elderly, disabled and visually impaired people. There is no excuse for cyclists who break this or other road traffic laws such as going through red lights.
Q. Are children allowed to cycle on pavements?
A. Whilst there is no exemption to this law for children, the police have always used common sense and discretion in exercising their powers over children cycling on the pavement. Very young children should not be expected to cycle on the road and we would not recommend any child does so until they have received cycle training. Enforcement of cycling on pavements is usually dealt with by a fixed penalty notice, which cannot be issued to anyone under the age of 16.
Q. Are cyclists allowed to cycle through red lights?
A. No. Cyclists have exactly the same legal obligations and rights as every other road user. The Highway Code sets out both general advice and legal requirements relating to the safe use of roads for all road users. When any cyclist goes through red lights they are committing an illegal act and the police have powers to prosecute them.
Q. Can I use my bike as part of a longer journey by bus and/or train?
A. Yes. There are two key ways in which bike and bus and bike and rail journeys can be effectively joined. One way is to provide high quality and secure cycle parking at bus and rail interchanges.
The Government continues to encourage all Train Operating Companies (TOCs) to provide facilities at stations which will help facilitate more bike and rail journeys. Many TOCs have sought to improve the cycle parking at their stations in line with our desire to see 95% of rail journeys originate from stations with adequate cycle parking facilities by 2009. To assist them the DfT funded a cycle parking project to increase cycle parking at stations where demand exceeded provision. We also encourage TOCs to work with local highway authorities to promote easier and safer access to stations and some highway authorities are also assisting with cycle parking at stations.
See above 'Local Authorities ' section for detail of how to contact your local authority.
All light-rail services prohibit the carriage of non folding bikes, making cycle parking at or near stops very important. Cycle parking at or near light rails services and at certain selected bus stops is something local authorities can look at if it can be shown there is a demand.
The Department for Transport (DfT) also encourages Train Operating Companies (TOCs) to carry bikes on trains whenever possible in line with the Cycling Policy document published by the former Strategic Rail Authority (SRA) in 2004, and now adopted by DfT. This document ( http://www.dft.gov.uk/pgr/sustainable/cycling/dftbikeandrailpolicydocument) advises TOCs to facilitate the carriage of cycles on off-peak services and promote the carriage of folding cycles at all times. However, during the peak times where capacity is under pressure, there may be circumstances in which it is in the interests of the majority of passengers not to permit non-folding cycles on board. For further details on the carriage of bike on trains see http://www.nationalrail.co.uk/passenger_services/cyclists.htm
The other way in which bike and bus/train journeys can be combined is to provide for joined up bike and bus journeys.
With buses, this is a matter for local bus operators to consider. Since deregulation in 1985, the majority of bus services are provided on a commercial basis by private operators. Decisions such as where to run services, the frequency of those services, the timetables, the type of vehicle used and the level of fares charged are mainly a matter for the commercial judgement of the operator concerned. It would be for the operator of a bus service to decide whether they will allow the carriage of bicycles on their routes. Combined bike and bus journeys are currently more often found on recreational or rural routes rather than in towns and cities. In towns there are often concerns from operators that the loading and unloading of bikes will slow down buses and affect their ability to keep to the registered timetable. In addition town routes are less attractive to cyclists who will prefer to cycle the whole journey.
http://www.ctc.org.uk/DesktopDefault.aspx?TabID=4578
http://www.ctc.org.uk/DesktopDefault.aspx?TabID=4560
Provision and upkeep of cycling infrastructure
Q. If I need to speak to someone about the provision / state of cycling infrastructure or highway maintenance who should I contact?
A. Local highway authorities are responsible for the provision and maintenance of cycling infrastructure, including cycle lanes, traffic signs and the setting of local speed limits as they are best placed to know where cycling facilities should be placed within their geographical areas so that they are most effective.
Local authorities are able to use capital investment, available to them through the Local Transport Planning (LTP) process in order to make infrastructure changes including cycle routes as well as changes to road layouts, new one-way systems, traffic calming measures and new road crossings.
See above 'Local Authorities ' section for detail of how to contact your local authority.
Q. What is the Government doing to encourage local authorities to give cycling more local transport funding?
A. In order to help local authorities with their choices, Government provides them with guidance and support as to how they should ensure that they are fully maximising the potential of cycling to help reduce car use. The Government also have encouraged all local highway authorities in England to develop a cycling strategy as part of their local transport plans (LTPs). Most have now done so.
Currently less than one third of children in schools receive any form of cycle training. The quality of the training also varies from old style off road training to good quality on road training. To address this, the Department of Transport with the help of cycling and road safety groups has established a new National Standard for cycle training. The new standard is being delivered under the brand name of Bikeability. Our priority is to train children to make trips to school by bike before they leave primary school and to allow most children to cycle to school.
The new National Standard was launched in March 2007 following a six month gearing up stage. It will be rolled out over the whole of the country over the next few years. The initial gearing up stage saw over 10,000 Bikeability badges awarded to 5,000 kids (Levels 1 & 2). The trial areas were Merseyside, Exeter (and Cornwall via an independent National Standards instructor), Kingston, London, Hertfordshire, Manchester, The Isle of Wight and selected schools in Essex.
Bikeability is 'Cycling Proficiency' for the 21st century designed to give children the skills and confidence to cycle safely in and around today's modern roads and environment.
Through our advisory body Cycling England, the DfT is investing an extra £5m per year for three years to support Cycling England's 'Young People' programme with the extra funding to be spent on encouraging children to cycle to school. We will be funding both cycle training in schools and additional safe links to school, with the latter joining up schools to the National Cycle Network. On cycle training, Cycling England's plan is that over the next 3 years, funding is being provided to give an extra 100,000 children the accredited training for which the Bikeability badge can be awarded. This would increase the number of children receiving cycle training in schools to around 50%.
Part of the continued gearing up and rolling out of the new standard is designed to ensure an efficient process for the allocation of these funds to local authorities and schools who participate. Local authorities will be encouraged to adopt the National Standard training and Bikeability as soon as possible, and help and support will be available to also fund the training of new trainers to deliver the National Standard.
Local authorities will be able to bid direct for funding for the year 2007/08 and DfT will also be funding schools in the School Sports Partnership scheme. Even more funding will be available in 2008/09 as more and more local authorities sign up to the National Standard and trainers become available to deliver the standard.
The Bikeability website will have regular updates on the schools and local authorities who are participating so check out www.bikeability.org.uk for details.
Other sources of information are:-
Bikeability Website www.bikeability.org.uk
Cycling England Website www.cyclingengland.co.uk
Q. What is Bikeability?
A. Bikeability is the modern form of Cycling Proficiency updated for the 21st Century. It will provide children and adults the opportunity to undertake quality cycle training to ride safely and well on today's roads. It is the trade mark for the National Standard and supersedes the old style cycle proficiency test.
Q. Does Bikeability promote health and safety?
A. Yes. Cycling is an enjoyable way to increase your levels physical activity. Being inactive directly increases the likelihood of illnesses such as coronary heart disease, which now kills more than more than 100,000 people in England every year.
The Government's chief medical officer advises that people of
all ages should exercise for between 30 minutes to an hour at
least five times a week to stay in good physical and mental
health. While just 30 minutes of moderate activity five
times a week can people help to reduce the risk of
cardiovascular diseases, some cancers, strokes and
obesity.
The National Standard for Cycle Training is a UK-wide
standard which underpins Bikeability, and has been designed
by the leading experts in the field of road safety as well as
cycling. It is designed on similar principles to lessons for
motorcycle riders and car drivers, assessing the likely risks
and obstacles faced by cyclists at each stage of their
development and created training that encourages them to make
their journeys with the skills to manage these risks as far
as is practicable.
The information accompanying each level of the award gives clear advice to both children and parents on what trips the child is trained to make following their training, parents are then encouraged to give the child as much practice as possible to keep their skills fresh and build experience. The daily journey to school is ideal for this.
Q. Which organisations recognise the award?
A. Bikeability is the only Government approved recognised award for cycle training in England today. The standard developed by over 20 organisations and maintained by the professional accreditation body for cycle training, the Cycle Training Standard's Boards (CTSB).
Q. Does Bikeability encourage respect for other road-users and sticking to the Highway Code?
A. Yes. Sharing road space is an essential skill for all road users from pedestrians to drivers. Cycle training is an essential part of making the transition from using traffic free places and shared routes to travelling on the carriageway and the National Standards are designed to encourage cyclists safely onto the roads as soon as they are able to make road journeys. The government believes Bikeability is an important step in ensuring young road users obtain the relevant skills and knowledge from an early age and will encourage a long term climate of respect between users regardless of what transport choices they make in the future.
Q. What is the National Cycle Training Standard?
A. The National Standard for Cycle Training sets out the skills needed for cyclists to be competent and confident using their bikes for all sorts of journeys. Building on the experience of cycling proficiency the National Cycle Training Standard has been developed by over 20 expert organisations in response to public demand for a modern, nationwide scheme that caters for today's road conditions. The Standard is a progressive scheme that moves through three levels to give parents the reassurance that their children have the necessary skills and confidence to cycle at each stage of their development and particularly to cycle to school.
Q. What are the three Bikeability levels?
A. The new National Standard training levels are:-
Note Level 1 & 2 training will often be given together
Q. There are three levels to Bikeability, do children have to do any/all of them?
A. No, this is not on the national curriculum and is not compulsory. However, we expect the vast majority of families will want to take advantage of the training, and the Government is committed to giving young people the skills they need to lead active lives in the future. The priority for government is to help children make the regular trips in their daily lives easily and healthily. Level 2 of the National Standard has been designed around shorter trips made by older primary school children, while level 3 is aimed at secondary pupils and adults who are expanding the range of their activities and will want to travel more widely. The government's strategy is to focus on level 2 of the National Standard, which has been designed to enable children to cycle to school on quieter roads.
Q. At what age can my child start the training?
A. Children start learning the skills of Bikeability as soon as they ride a bike. It provides a useful guide for parents about the essential skills needed. Assessment for the level 1 award is designed for children aged up to 9 when they start to cycle on offroad facilities or when supervised by adults, while level 2 training is usually offered to children aged 10 - 11 years old (in school years 5 or 6), allowing them to put their new skills into action on the school trip and riding with parents. Level 3 training is aimed mainly at adults and teenagers who want to travel freely in a wide range of conditions and when they are likely to do longer journeys and seek independence. Behaviour instilled between the ages of 8 and 11 is more likely to continue into adult life. Our priority is to train children to make trips to school by bike before they leave primary school.
Q. Will Bikeability cater for children with special needs?
A. Yes. Any young person who undertakes a cycle training scheme based on the National Cycle Training Standard would be able to work towards achieving their Bikeability awards. Most special needs children can undertake the training with their peers. Currently work is being undertaken to develop specific modules of the National Standard to cater for young people who need additional provision. Once these are completed and tested then nationally accredited instructors will be able to teach these modules (perhaps with additional training themselves). Modules will be determined for each of the three levels and a child completing such a module would achieve the appropriate Bikeability award.
Q. How much will the Bikeability awards cost?
A. Cycling England recommends that the cost of the badge and certificate should be included in the overall cost of the training itself. In those cases where local authorities wish to make a separate charge, this is not anticipated to be more than £1.50 - £2.00.
Q. How much does training cost?
A. This will vary between local authorities. There is already an extensive range of cycle training in England mainly funded by local authorities. Some do provide child cycle training entirely free, while others operate subsidised schemes - often to enable more children to be trained. The DfT's new grant of £5million per year to support Cycling England's 'Young People' programme will be invested in part in getting more children trained to the National Standard than ever before. It will allow those local authorities already adopting this training to increase their numbers of trainers, and others to get started. Special consideration will be given to children in deprived areas, and with the help and advice of the DfES, certain schools will be able to offer training free. In addition there are many independent providers willing to train adults as well as children who offer training schemes at competitive rates. A series of lessons to achieve level 2 of the Standard would typically cost £40 - £60. DfT will fund additional or new cycle training by up to £40 per pupil. For details of how local authorities can apply for funding see: www.bikeability.org.uk
Q. I live in Scotland / Wales / Northern Ireland. Is Bikeability available to me?
A. No, but National Standard training is available in some other UK countries. You should contact your local authority or the Scottish Executive / Welsh Assembly Government / Northern Ireland's Department for Regional Development.
Bicycle Association
The Bicycle Association of Great Britain Limited is the
national body representing the Bicycle Industry in the United
Kingdom.
Website: http://www.ba-gb.com/
Bike for All
The Bike for All website is an online information portal
listing all the useful bike information currently on the
internet.
Webiste: http://www.bikeforall.net/
Bike Week 2007 (16-24 June)
Bike Week is the UK's annual celebration of cycling.
The event includes cycling activities for cyclists of all
abilities.
http://www.bikeweek.org.uk/
British Cycling
British Cycling is the governing body of cycle sport in the
UK.
Website: http://www.britishcycling.org.uk
CTC
CTC is a national cyclists' organisation, who campaign on
behalf of cyclists and also deliver a number of Cycle
Training programmes for the Department for Transport.
Website: http://www.ctc.org.uk
The Highway Code
The Highway Code is the official government guidance on
correct road usage for all categories of road users.
Website: http://www.highwaycode.gov.uk/
Tour de France in England 2007
In 2007, London will host the start of the Tour de
France.
Website: http://www.tourdefrancelondon.com/en/
Department for Transport contact information for Government
cycling policy queries or questions about this information
note
Department for Transport Cycling
Webpage: http://www.dft.gov.uk/pgr/sustainable/cycling/
Email: cycle.walk@dft.gsi.gov.uk