103. The 10 Year Plan contains a target to triple
cycle use, compared to 2000 levels, by 2010. This target has replaced
the Government's National Cycling Strategy target of doubling
1996 levels of cycle use by 2002 and doubling that figure again
by 2012. Mr Rickett told the Public Accounts Committee, during
its inquiry into Tackling Obesity in England, that the original
target of doubling cycling would not be met by 2002, largely as
a result of an underestimation of the investment required in cycle
paths and traffic-calming measures.
Cycle use did not increase between 1995-97 and 1998-2000
and fell four per cent between 2000 and 2001.
104. The Commission for Integrated Transport believes
that a significant improvement in safe cycling routes was required
as two-wheeled transport is the riskiest form of transport. Professor
Begg told us that "the cycling target appears optimistic
unless a significant breakthrough is made in terms of attitudes
to the various modes".
One of the key barriers to improving cycle safety was a lack of
commitment among local authorities to take road space away from
believed that the piecemeal nature of the development of local
cycle networks meant that they were not afforded the same political
priority as bigger schemes.
Living Streets pointed out that revenue funding was also essential
to ensure maximum benefit from the investment.
The Government has under invested in cycling provision. Despite
some improvements, cycling levels have not grown overall in recent
years, and have certainly not doubled as originally intended.
The failure to meet the 2002 target has shown the importance of
interim targets against which progress can be assessed. It is
regrettable that no targets now exist until 2010. There is little
confidence that the target set for 2010 will be met. Much greater
commitment and local investment in cycling infrastructure is required
if the target for 2010 is to be met.
105. There is scant reference to and no target for
the contribution that motorcycles and other powered two-wheel
vehicles are expected to make to the Plan. The number of licensed
powered two wheelers has increased from 684,000 in 1991 to 825,000
in 2001. The Motor Cycle Industry Association believes that powered
two-wheelers contribute to reduced congestion and pollution.
The Chancellor announced reductions in vehicle excise duty for
about 600,000 motorcycle owners in the April 2002 Budget.
The Association also points out that a moped costs one eighth
the price of a small car and could contribute to reducing social
large motorcycles have an appalling safety record. The Government
needs clear policies to manage the growth in the use of small
urban scooters and larger bikes. The Department has failed
to address the issue of powered two-wheelers. Ignoring the issue
will do nothing to reduce high accident rates or make the most
of their potential. This lack of focus has been further underlined
by a Budget that offers greater incentives for motorcycle use
than any dedicated measure included in the Plan. The revised Plan
must contain greater focus on the future of powered two-wheelers
in UK transport policy.
201 Q233. Back
Transport 2010: The 10 Year Plan, p100. Back
Focus on Personal Travel, Department of Transport, Local
Government and the Regions, December 2001. Back
TYP2, TYP3, TYP14, TYP18, TYP26, TYP35, TYP47, TYP56. Back
Eleventh Report of the Environment, Transport and Regional Affairs
Committee, Walking in Towns and Cities, HC(2000-01) 167-I. Back
HC(2001-2002) 421-II Q51. Back
Transport Statistics Great Britain 2001, Department of
Transport Local Government and the Regions, October 2001. Back
Statistics Bulletin (02)6 Traffic in Great Britain - 1st
Quarter 2002, DTLR. Back
TYP1 "Powered two wheelers consume between 55 and 81 per
cent less fuel than passenger cars". Back
Budget Report 2002, HM Treasury. Back