This measures the length of cycle lane physically separated from motor vehicle traffic and pedestrians. Evidence shows that more, and a wider range of, people cycle where there is a network of safe, protected routes – and London’s main cycle tracks are extremely successful at boosting cycling numbers where they are installed.
This year, we used the Safe Cycling in London map created by @SafeCycleLDN to identify not just new schemes delivered through Streetspace funding during the Covid crisis, and in the last few years, but also legacy cycle tracks, some dating back decades, across London.
The Scorecard measures the length of all protected track – on and adjacent to carriageway – per kilometre of road length in order to demonstrate the scale of coverage in each borough. The actual percentage of coverage of protected tracks on carriageways, however, will be much lower.*
(*The score is given as a km of protected cycle lane as a percentage of overall borough road length. However, it is important to note that the cycle tracks can be delivered both on borough-controlled roads and TfL-controlled “TLRN”/ Red Route roads. So while the percentages reflect the overall scale of cycle tracks each borough is delivering compared to how much roadspace there is in the borough, it doesn’t reflect a “true” percentage of road use and should not be quoted as such.)
The last year has seen significant shifts in cycle track km across London. Kensington & Chelsea, infamous for its views on cycling, even briefly put in several km of cycle track on Kensington High Street, before then ripping it out in a move that continues to be at threat of legal action. At the end of 2020 it sat as the borough with the lowest proportion of cycle track in London.
Elsewhere, boroughs like the City of London, Waltham Forest, Camden and Kingston Upon Thames used Streetspace funding to deliver significant lengths of new cycle track – most often built using semi-segregated “wands” as a temporary scheme, to be made permanent later (hopefully).