The BUG is managed by a committee of 6 and has over 70 members. These proposals were written by the Committee in consultation with the BUG membership.

We believe that our proposals to encourage cycle commuting to Harwell are in line with both national and local policy. The Government's National Cycle Strategy has a target to double cycling by 2006 and to double it again by 2012. We believe that demand for cycling to Harwell is currently suppressed by poor access to the site, perceived dangers on local roads and lack of facilities on site. We are confident that if these barriers are overcome that the National Cycling Target can easily be acheived.

Oxfordshire County Council have now adopted a cycling strategy for the County. The four objectives of the Strategy are:

1. To seek to increase the proportion of travel within Oxfordshire undertaken by bicycle.
2. To reduce the actual and perceived dangers faced by cyclists, by reducing excessive trafic volumes and speeds and creating safer conditions for cycling, through a combination of educational campaigns, engineering measures and initiatives aimed at lowering and/or enforcing speed limits as appropropriate.
3. To develop a safe, convenient, efficient and attractice transport infrastucture for cycle travel, consistent with other objectives to promote walking, cycling and public transport and to minimse the use of private cars.
4. To improve the quantity and quality of cycle parking facilities within the county and hence reduce the risk of theft and its associated deterrent effect on cycle use.

The Strategy gives particular emphasis to:

• Increasing journeys to work by bicycle
• The need to reduce danger on all roads by reducing traffic volumes and speeds.
• Ensuring that improved cycle access and facilities are included in all new developments and that they do not result in severance to existing or potential cycle routes.

We are pleased to see that the Strategy includes a route from Wantage to Didcot via Harwell as a desire line that should be investigated. We believe that a network of routes linking Wantage and Harwell to the National Cycle Network at Didcot and Abingdon will bring benefits to the community as well as to those who wish to commute by bicycle to Harwell.

It is clear that highway engineers are going to have to bring cyclists and pedestrians into the design process from the start and to treat them as having equal right to travel safely without undue inconvenience. Roads and junctions need to be designed to meet the needs of cyclists as part of the traffic. There must be an end to the traditional view that cyclists and pedestrians can be delayed and forced to make long detours in order that traffic capacity can be maximised.

Within built up areas we would like to see the County make more use of 20 mph zones now that DETR has made it easier for highway authorities to introduce them. If the traffic in Didcot, Abingdon and Wantage travelled at safe speeds then there would be much less need for segregated routes with all the expense and practical difficulties they entail.

• The segregated route must offer clear advantages for cyclists in terms of meeting desire lines for journeys, travel time and improved safety.
• The proposed route must not lead to significant conflict with pedestrians or horse riders.
• Construction work and materials should not have an adverse effect on natural habitats nor the visual appearance of sensitive areas.
• Traffic volumes and conditions on the road make it impossible to provide equivalent provision on the road more cost-effectively.

The National target to double cycle use by 2006 and double it again must be regarded as the minimum increase expected from proposed development. The target for a workplace, retail or leisure site should be measured as a proportion of total trips so that it takes account of any growth which would have occurred anyway through an increase in staff/ customer numbers.

The developer should be required to identify the major barriers to cycling to their site and should direct resources towards overcoming them. Provision of cycle facilities on site should not be accepted as an alternative if these are not the main reason for low proportions of cycling.

Developers who contribute to modifications to County roads and junctions, or who propose to carry out such work on site with a view to these roads becoming adopted by the County, must be required to consult with County cycling officers and should carry out such work in accordance with the Strategy and DETR "Cycle Audit and Review".

The Harwell site is situated in fairly flat countryside and well served by roads. It is also served by a number of off-road tracks which are good in summer. The site consists of two main parts - the Harwell International Business Centre (HIBC) and the Rutherford Appleton Laboratory (RAL). HIBC hosts AEA Technology, UKAEA, Johnson Controls, and a handful of smaller companies. NRPB and MRC have their own sites adjacent to those of HIBC and RAL.

Harwell should easily be able to meet the national targets for increasing cycling because:

• Half of the 4,000 employees at the Harwell site live within 10 km, three quarters within 14 km¹.
• Employees are concentrated in a small number of local towns and so route improvement can easily be prioritised to give greatest impact (Abingdon, Wantage, Didcot & Grove together house 38% of site employees¹).
• In a survey for the Harwell Recreation Society², 4% of respondents already cycle most days, but 20% cycle "sometimes":- there is significant scope to increase the number of trips by occasional cyclists with encouragement and better paths.
• Of those who never cycle, 23% say they might if paths and facilities were improved² - a second mode of increase with good potential given the proximity of many employees homes.
• The proposed Wantage-Harwell-Didcot cycle paths pass within 2 km of the homes of 1,300 employees (760 within 1 km)^1,3

From HarBUG experience, and survey analysis, a reasonable estimate is that:

• Around 40 employees (1%) currently cycle to work most days regardless of weather or conditions under-foot
• Over 300 employees (~7%) currently cycle "sometimes"

The Cycling Strategy quotes the percentage of trips to workplaces made by bicycle to be 11.1% in Didcot and 15.6% in Abingdon. Regular cycle use is therefore significantly below the local average. This suggests that, given safe and convenient all-weather routes and improved site facilities, the target to double cycle use by 2006 could easily be achieved. This would correspond to:

• 80 employees (2%) cycling 'most days' regardless of weather
• 200 regular cyclists (5%)
• Over 800 employees 'fair-weather' or at least 'occasional' cyclists (20%)

This is still below current local cycle use figures so there is likely to be considerable potential for further growth.

Notes:

All cyclists approaching from the North or East must enter the site through one of the three entrances off the A4185. These present a number of difficulties for cyclists as they all involve right hand turns in fast traffic. Central lanes are provided for vehicles turning right but when traffic speeds are high it can be difficult for cyclists to cross the traffic into the turning lane. Cyclists using the Icknield Way and Winnaway paths must also turn right when going home. This can be more dangerous than when approaching site as many drivers do not expect to see cyclists turning right at a point where they themselves are accelerating away.

Pedestrians and horse riders also have problems at these crossings. There is a bus stop on the A4185 opposite North Drive. This is used by school children who face a dangerous crossing when they are dropped off in the evening. The County has recently introduced a subsidised bus route via Chilton (Thames Travel 130) which uses this bus stop. If a safe crossing were provided these bus users would benefit and the bus services would be more attractive. It is also possible that the Harwell site buses would use the bus stop if the road were safer which would enable them to provide a more flexible service.

The Harwell junctions are also dangerous for drivers: at least one major and several minor accidents have occurred at the Curie Avenue turn during the last two years. Reduced traffic speed and safer junctions would benefit all users.

Cyclists from Wantage and the villages to the west of site often use lanes and tracks to provide a route to the site which avoids the A417. There are several problems with this:

• sections of the off road route are muddy and difficult to cycle on in poor weather;
• there is no direct access to the Rutherford site;
• access to the NW edge of the Harwell site is via an unofficial link to Curie Avenue which is at risk of being severed by future development.
• although a number of bridleways pass very close to the boundaries of the Harwell and Rutherford sites they are unsuitable for cycling for most of the year.

• Safer crossings suitable for cyclists, pedestrians and horseriders should be provided for the Winnaway and the Icknield Way. An alternative is to link the two along the eastern edge of the A4185 and provide a single crossing at the Icknield Way.
• Reduced speed limits should be investigated for the full length of the A4185 next to Harwell.
• Signs and road markings are needed to alert drivers to the presence of cyclists, especially when turning right.
• The feasibility of introducing street lighting at danger points should be investigated.
• If the junctions are ever rebuilt, for example as part of new development at Harwell, the opportunity must be taken to provide improved safety and convenience for cyclists and pedestrians. Traffic lights with Advance Stop Lines could benefit both cyclists and pedestrians. However, the installation of roundabouts would be likely to make things worse.
• All weather access to the west of site is needed at both HIBC and RAL.
• Access points to the west need to be protected from future development.
• Surface improvements are needed to some of the bridleways which surround the sites to facilitate access and to improve links with cycle routes on nearby roads.

For the purposes of developing our plans we are concentrating our attention on five corridors:

Within each corridor there are a number of different routes used by cyclists at the moment as well as potential new routes. In the discussion below each corridor will be described and a summary given of potential projects which could be undertaken to improve cycle access. The discussion below does not provide much detail on problems which occur within the towns. However, these still occur and it is to be hoped that the Strategy will lead to improved conditions for cyclists within the towns.

HarBUG is currently developing these plans to identify those priorities most appropriate to take forward for a funding bid. It is hoped that the County will take these proposals into account when developing its Local Transport Plan, particularly in view of the benefits to the wider community.

There are two routes at present: via Rowstock and the A417 or via Ginge and Lockinge using bridleways and minor roads to the west of the Harwell site.

The road route via the A417 involves cycling through heavy traffic and most of the route can be described as hazardous. Particular problems occur at the Harwell site entrances off the A4185, at Rowstock roundabout and the Hendred Dip and Lains Barn cross-roads on A417.

The off-road route involves sections which are difficult to pass in wet weather and the permissive use of a private road.

• Leisure cyclists travelling to Wantage and the villages from the National Cycle Network at Didcot/ Milton Park.
• School children from the villages of East and West Hendred, Ardington and Lockinge travelling to the secondary schools in Didcot and Wantage.
• Commuters travelling to Milton Park, Esso Research Centre and Didcot station from Wantage and the villages.

An off road route can be created along this corridor. HarBUG have looked at four main options:

1. Upgrading the existing route via Ginge. This requires the least amount of work but offers least benefit to the wider community. An agreement would be needed with a landowner if the route is to become an official route. It is however a reasonably direct route for Harwell and RAL commuters.

2. Creating an all weather route along the Icknield Way (a bridleway) to the south of the Hendreds, requiring considerable new construction work. It is however already a right of way for cyclists along its entire length.

3. Creating a route through the villages using various tracks and paths. This also requires considerable construction work and a route would have to be agreed with the landowners for some sections. It would provide a reasonably direct route from Wantage to Didcot and would provide the maximum benefits to the villages

4. A segregated route parallel to the A417. This would be rather less attactive as a route and would not be very direct for Harwell cyclists, who would need to go via East Hendred up a steep hill to avoid Rowstock. It would need to be at a distance from the main road to avoid looking like a pavement. Segregated cycle routes immediately adjacent to roads can lead to hazards for pedestrians and can give motorists the impression that cyclists should not be on the road.

All routes require permanent access to the Harwell site from the West.

The majority of cyclists using this route have taken the B4017 from Abingdon, the A4130 from Steventon to Rowstock and the A4185 to Harwell Business Centre. However, now that Sustrans have largely completed the section of the National Cycle Network route between Abingdon and Sutton Courtenay many prefer to come this way. From the southern end of Peep-o-Day lane cyclists travel via Milton Village, Milton Interchange and Milton Heights to join the A4130 at Milton Hill.

These roads are all heavily trafficked and so unattractive for cycling. Particular trouble spots are the Harwell site junctions off the A4185, the roundabout at Rowstock, the traffic lights at Milton Hill on the junction between B4017 and A4130, the mini roundabout in Drayton and the approaches to Abingdon. The 30mph limit sign on entering Abingdon from the south is well into town - past the point where cyclists turning right into Preston Road have to turn off. Within Abingdon there are a number of other problems, most notably at the roundabouts.

The "cycle path" marked on the pavement between Drayton and Abingdon is considered to be completely unsatisfactory by the majority of cyclists. The pavement is narrower than the standard width, in poor condition and overhung with branches. This leads to the risk of accidents involving pedestrians and there is also a risk that cyclists on the pavement could fall off into the road. We understand that a fatal accident has occurred at the Drayton end of the path. A number of HarBUG members have reported being abused by motorists for not using the path.

Cyclists using Peep-o-Day lane and the route via Milton must cross the A34 roundabout at Milton interchange, a difficult and dangerous prospect for both cyclists and pedestrians.

• This is an important corridor which also serves Abingdon commuters travelling to Esso and Milton Park and Wantage commuters going in the other direction.
• The route across Milton interchange is a logical starting point for a link from the NCN to Wantage as well as to Esso and the Harwell Campus
• This corridor would be a useful link between the national cycle Network and future routes south from Chilton towards Newbury.

1. An off road route could be created using the bridleway (currently impassable for most of the year) from the West of the Harwell site to the Packhorse pub near Esso at Milton Hill.

2. A safe crossing for cyclists and pedestrians at Milton Interchange is essential.

3. A connection could be made from Steventon to Milton Park using a bridleway.

4. A cycle route should be created from Peep-o-day lane to Milton, using the existing roads and lanes with signing and traffic calming as appropriate.

5. An assessment should be made of the Rowstock roundabout and Milton Hill traffic lights using "Cycle Audit and Review" procedures.

6. Measures are needed to reduce vehicle speeds along the road, especially from Steventon to Drayton and on the approaches to Abingdon.The pavement cycle route between Drayton and Abingdon is counterproductive and should be replaced by safe provision for cyclists in both directions on or off the road.

7. Traffic calming measures and cycle-friendly junctions for the A4185 and its junctions with the Harwell site are essential.

The majority of cyclists currently travel on the road between Didcot and Harwell Village and then take the "Winnaway" path between Harwell Village and the Business Centre. The alternative route is via the Rowstock roundabout and the A4185.

The road between Didcot and Harwell is regarded by many as being hazardous with high vehicle speeds being the main problem. The road becomes quite wide as it leaves Harwell towards Didcot and many vehicles exceed the speed limit. Dangerous overtaking can be a problem even within the 30 mph zone. Within the village the condition of the road is poor with many potholes. Parked cars combined with excessive vehicle speeds can be a problem for pedestrians as well as cyclists.

The Winnaway path is a partly metalled footpath which has been used by cyclists for over 25 years. Its surface is very uneven and it becomes muddy and flooded in wet weather. At its junction with the A4185 cyclists face a dangerous right hand turn when joining the path from the road, in addition to the already mentioned difficulties experienced with the turnings into the Harwell site off the A4185.

• Harwell to Didcot is potentially valuable as a route to school. The Girls School pupils are within 3 miles of the school and so are not entitled to free school transport.
• This corridor forms part of a potential Didcot to Wantage route, joining the National Cycle network at Didcot, or at Milton Park if a connection can be made north from Harwell via the old track known as Cow Lane.
• The corridor is also useful for Esso staff travelling from Didcot.

1. The Winnaway should be adopted as an official cycle route and suitably upgraded.

2. A safe crossing is needed at the A4185 together with cycle-friendly safety measures at the Harwell Business Centre junctions.

3. Traffic calming measures should be carried out in Harwell village, including widening the narrow pavements which would also benefit pedestrians.

4. Traffic speed needs to be reduced on the Didcot to Harwell Village road and on the A417 where it passes the village (currently 40 mph) .

5. The feasibility of using Cow Lane as a through route to Milton Park needs to be assessed.

Many cyclists use the old railway line to Upton and then take minor roads to Hagbourne Hill, completing the journey to Harwell using the Icknield Way which is a Byway along that section. A bridleway connects Upton and Chilton but is only currently a rough summer route. Others travel by road from Didcot going via West Hagbourne. Cyclists from Blewbury currently use the A417 to Upton.

The course of the old railway line requires some improvement and it is difficult to access the railway embankment at Upton. Sustrans are trying to get this improved. The A417 through Upton is a problem: the national speed limit applies through the village which cuts off both walkers and cyclists from the paths up to the downs. Access from Blewbury and nearby villages is hindered by fast traffic on the local roads.

Improvements are needed to the surface of the Icknield Way and a safe crossing is needed where it meets the A4185 at Harwell Business Centre.

Where the railway route crosses Lower Broadway in Didcot there are problems crossing the road at the roundabout between Broadway and Jubilee Way which impedes access to Ladygrove. This junction will be made more hazardous if the current designs for the DMH2 roundabout are implemented.

• Safe routes to school are needed from East and West Hagbourne, Upton and Chilton.
• A route via Upton could form part of a link from the National Cycle Network at Didcot south to the Ridgeway villages and beyond.
• There is demand for cycle access to Blewbury and East and West Hagbourne

1. Sustrans proposals to upgrade the Upton line should be supported and the feasibility of further extensions south needs to be investigated. Between Upton and Chilton there is a bridleway roughly parallel to the railway, either of which avoid the need to climb Hagbourne Hill.

2. Links should be created from the Upton line to East and West Hagbourne.

3. The feasibility of creating a shared path along the Upton to Blewbury footpath should be investigated. The path is wide enough to separate walkers and cyclists.

2. Traffic calming is needed on the A417 through Upton.

3. The short stretch of byway between Hagbourne Hill and Harwell IBC should be upgraded to an all weather surface.

4. A safe crossing is needed at the A4185, together with appropriate traffic calming and safe junctions at the Harwell entrances.

5. A safe and convenient junction is needed in Didcot where the Upton line route meets the proposed DMH2 link road.

Many cyclists exit the Harwell site on the road between the primary school and the Chilton garden centre, using the pedestrian footbridge to cross the A34 to Chilton. The alternative is a short ride on the A4185. There is no route to the South (to the Ilsleys, Newbury etc) other than the A34.

From the Ilsleys, it is possible to cycle on the Berkshire Cycleway and a good network of lanes to Newbury and villages between Harwell and the M4.

The biggest problem is the requirement to use at least one junction of the A34 to get anywhere South of Chilton. Cyclists do use this route, but it is undoubtedly dangerous and is far from attractive to cycling. Alternatives are a concrete track from Upper Farm to the A34 "Ridgeway and West Ilsley" junction which is private and access is barred by gates, The Bargeway (bridleway south out of Chilton) which is soft in wet weather, from Chilton via RUPPs to Prospect Farm and Tile Barn, then over Bury Down on the road to West Ilsley. There is a possible route to reach Compton and East Ilsley via the Churn railway bridge and the Ridgeway, but the descents into East Ilsley are all soft. They are also heavily used by horses, so are not suitable for hardening.

There is a very extensive network of cycling routes to Newbury and beyond, accessible from the Ilsleys. The Berkshire Cycleway goes through West Ilsley and it is possible to get from the Berkshire Cycleway onto the Wiltshire Cycleway. Leisure cyclists use the West Berkshire lanes extensively but cannot venture north of the Ilsleys and cannot gain access to the Oxfordshire cycleway. There are two reasonably comprehensive networks of lanes, one to the North of Harwell and one to the South, with no connection between them.

A safe connection to the South would be very useful to people who might live or work on the new development planned for the land around RAL.

An alternative to the A34 between the Chilton and West Ilsley junctions is needed. Possibilities include:

1. A new track parallel to the A34 along its western edge to the West Ilsley road, or
2. The possibility of creating an official route using the existing track over private land is investigated. If cycling access could be gained and guaranteed in the long-term this would be an ideal solution.