This is a snapshot of the Framework in November 2014. The Framework may have evolved in the Google Doc Here.
Introduction
This document is an attempt at formulating a framework for Cycle Sheffield to use in campaigning for improved cycle friendly links from Sheffield to the Peak District. It should be seen as a ‘work in progress’ and apologies are given in advance for any factual or policy gaps.
Framework
- Developments to support and promote any form of cycling are welcome and overall should provide a range of cycle routes to meet the diverse needs of cyclists in a sustainable manner.
- In particular, Cycle Sheffield wish to see more routes from Sheffield into the Peak District and greater integration of the Hope Valley rail route.
- The various Traffic Regulation Orders on byways open to all traffic (BOATS) are most welcome and provide the opportunity for cyclist, walkers and horse riders of all abilities to access a small number of short routes that traverse open country, which are traffic free.
- Cycle Sheffield support the maintenance of byways and restricted byways for all users, not least those with limited mobility, as this will promote greater access to open country.
- However, Cycle Sheffield also recognise that cyclist on mountain bikes will wish to ride more challenging paths, for which the Peak District is renowned.
- Cycle Sheffield suggest that consideration is given to the creation of a voluntary code that will promote various bridleways (as opposed to byways or BOATs) as more suitable for cyclists or more suitable to horse riders. However, such paths would obviously still be accessible for all users.
- Cycle Sheffield further suggest that consideration is given to the development of maintenance standards for bridleways that encompass the different needs of walkers, horse riders and mountain bikers. Walkers, cyclist and horse riders should recognise that they all contribute to the erosion of paths and that maintenance is required.
- Cycle Sheffield suggest that consideration be given to the conversion of some footpaths to cycle paths, where doing so will provide a more logical path for cyclists.
Background information
Wider Peak Strategy
This has been produced by Peak District National Park Authority and is available here. The aim of the strategy is “… for the Peak District to be one of the great places to cycle …” and for more people to cycle as part of their everyday life. There are 4 themes:
- increase the network;
- improve the infrastructure;
- promote cycling;
- sustainable transport.
Pedal Peak
Derbyshire County Council has developed a plan to promote cycling in the Peak District, known as Pedal Peak. The £7.5 million scheme will create 4 new cycle routes, 2 of which link directly with Sheffield:
- The Little Don Link skirts the edge of the Peak District from Sheffield along a disused railway to join the Trans Pennine Trail in Barnsley
- The Hope Valley Link complements the Little John Route, a Sustrans signed Sheffield to Manchester route across the National Park by providing a new off road section along the Hope Valley
The Pedal Peak plan needs to be in place by March 2015. It would appear that the plan is being managed by Sustrans.
Rights of way
In England, rights of ways consist of 78% footpaths, 17% bridleways and 2% byways.
Footpaths
Footpaths and footways are separate entities. A footpath is a path for pedestrians that is away from a road, often passing through a open countryside or woodland, whereas a footway is a path for pedestrians at the side of a road. This document is only concerned with footpaths.
The legality of cycling on a footpath is fairly clear in that it is not a criminal offence to do so, but one of trespass. If a cyclists were to cycle on a footpath, the landowner, or their agent, can rightfully request them to cease doing so and leave the path; that is, to stop trespassing.
It is the author’s view that in some areas, cycling on footpaths is tolerated by both the landowner and walkers. This tends to be on paths that have few stiles or gates and a surface that impede reasonable progress by cycle. Two examples are the Loxley and Rivelin Valley paths. However, in other areas both the landowner and walkers will challenge a cyclists, often claiming the act is illegal, although this is a mute point in the reality of the situation.
Further detail can be found in this CTC briefing.
Bridleways
Cycling is permissible on a bridleway, but not all are suitable for conventional narrow tyre cycles, instead wider tyre are often required. Local authorities are required to maintain bridleways, but not necessarily to accommodate conventional narrow tyre cycles. Bridleways have the potential to provide traffic free paths for cyclist, subject to suitable maintenance.
Some bridleways are popular with mountain bikers as they provide a challenging traverse over rugged terrain. An example is the path between Langsett and the northern end of the Upper Derwent Valley, which is considered one of the best mountain bike routes in the country. However, the western section via Cut Gate is a steep path consisting of loose rocks, often in deep ruts, and occasional significant steps. It is likely that a clean accent is only possible for elite athletes, and even the decent requires high skill and fitness. However, the path is becoming eroded due to it popularity with walkers, mountain bikers and the occasional horse riders. It is likely that without maintenance a passage of Cut Gate will become very difficult for mountain bikers and horse riders and just plain difficult for walkers.
It is possible to convert footpaths to cycle tracks under the Cycle Tracks Act, although this appears to be seldom used.
Further detail can be found in this CTC briefing.
Restricted Byways & Byways Open to All Traffic
Byways are also called ‘green lanes’ and are paths on which vehicles and motorbikes are allowed, along with walkers, horses riders and cyclists. In recent years there has been a campaign to have vehicles and motorbikes barred from using byways by the implementation of Traffic Regulation Orders (TROs), therefore making them restricted byways. Consequently many byways in the Peak District are now traffic free, such as the Long Causeway that passes over Stanage Edge and Chapel Gate, which rises from Edale towards Rushup Edge.
Further detail can be found in this CTC briefing.
Maintenance of bridleways and byways
Under the Highways Act 1980, section 130, Councils have to “assert and protect the rights of the public to the use and enjoyment of…all their highways”. This is ‘all’ users, not and there is no obligation to maintain bridleways in a suitable condition for cycling.
An authority must maintain a path in a way that is safe for any reasonable users. This is obviously open to interpretation.
In the recent past, BOATs suffered extensive damage from vehicles and motorbikes, as can be seen from these videos:
The damage caused problems for walkers and horse riders, although for mountain bikers it created a more challenging route. There appears to be no standard for councils to work to when repairing bridleways and byways, although Defra do have some guidance from 2005.
Given the narrow width of most bridleways and byways, the exposure to harsh weather, especially on high and exposed ground, and financial constraints, it is likely to be a significant problem to maintain a path that provides a safe passage for all, yet a technical challenge for mountain bikers.
Rights of way improvement plans
All local authorities have to produce a rights of way improvement plan and the one for Derbyshire can be found here and for Sheffield here.
Ian Carey, November 2014