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Local Cycling and Walking Infrastructure Plans: Leeds

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The West Yorkshire Combined Authority and Leeds Council are developing Local Cycling and Walking Infrastructure Plans for West Yorkshire.


What is the draft Local Cycling and Walking Infrastructure Plan for Leeds?

In 2017 the Government published its first Cycling and Walking Investment Strategy (available online – click here to view it), which was accompanied by guidance for local authorities on ways to identify improvements for cycling and walking improvements, through the development of Local Cycling and Walking Infrastructure Plans – known as “LCWIPs”.

More background information on LCWIPs can be found in the full document of the draft phase one LCWIP for Leeds.


Why are we developing a Local Cycling and Walking Infrastructure Plan for Leeds?

Local Cycling and Walking Infrastructure Plans are being developed to help enable funding to be secured to construct all the improvements identified through this work. Although there is currently no guaranteed funding for the improvements in this draft phase one LCWIP, having a Local Cycling and Walking Infrastructure Plan in place will help us decide what improvements to make and will help us make the case to Government for future investment in walking and cycling in Leeds.


How are we developing Local Cycling and Walking Infrastructure Strategies?

We are developing Local Cycling and Walking Infrastructure Plans for Leeds alongside each of the other constituent areas within West Yorkshire. Our approach follows government guidance, and builds on work to identify networks for walking and cycling already carried out by partners in the region, and the priorities identified in the Leeds Cycle Strategy, "Cycling Starts Here".

A lot of work is needed to create a comprehensive Local Cycling and Walking Infrastructure Plan that covers all the urban and rural areas of Leeds district and several phases of development are envisaged. The work underway now should be seen as the first phase of a longer term development process.

For this first phase of work, specific areas of focus were selected for walking and cycling based on a number of factors. Phase one of the LCWIP for Leeds includes plans to improve walking in Harehills, and for cycling in north east Leeds.

For walking, Harehills Corner was chosen as a busy local shopping area within a a high density residential area with low car ownership. The approach taken to development of walking improvements in Harehills can provide a template for application to other similar areas in Leeds.

A walking network map has been developed for Harehills and a programme of improvements for walking within the local centre has been identified.

For cycling, the north east of Leeds was chosen as it lacks a core cycling route and does not have any rail stations, making public transport options much more limited than other parts of the city. Improvements to cycling infrastructure could therefore enhance travel opportunities. The Council has ambitions to improve cycling routes to link Leeds city centre to areas of north east Leeds on the A58/A61 corridors including Potternewton, Chapel Allerton, Moortown, Roundhay and Harehills.

A network map of desire lines for cycling has been created, and the desire lines identified were then prioritised to identify which route should be assessed in more detail as part of this phase of work. Two routes have been assessed in more detail – Chapel Allerton to Regent Street (and the existing cycle routes into Leeds city centre), and the A61 to Oakwood.

More information on the development process is provided in the full document of the draft phase one LCWIP for Leeds which can be downloaded using the link below.


Documents


Engagement and next steps

Following a period of public engagement in autumn 2019, a report detailing the feedback received and the next steps is currently being produced. In the meantime, a short engagement summary can be found in the Documents and Plans section of this page.

The West Yorkshire Combined Authority and Leeds Council are developing Local Cycling and Walking Infrastructure Plans for West Yorkshire.


What is the draft Local Cycling and Walking Infrastructure Plan for Leeds?

In 2017 the Government published its first Cycling and Walking Investment Strategy (available online – click here to view it), which was accompanied by guidance for local authorities on ways to identify improvements for cycling and walking improvements, through the development of Local Cycling and Walking Infrastructure Plans – known as “LCWIPs”.

More background information on LCWIPs can be found in the full document of the draft phase one LCWIP for Leeds.


Why are we developing a Local Cycling and Walking Infrastructure Plan for Leeds?

Local Cycling and Walking Infrastructure Plans are being developed to help enable funding to be secured to construct all the improvements identified through this work. Although there is currently no guaranteed funding for the improvements in this draft phase one LCWIP, having a Local Cycling and Walking Infrastructure Plan in place will help us decide what improvements to make and will help us make the case to Government for future investment in walking and cycling in Leeds.


How are we developing Local Cycling and Walking Infrastructure Strategies?

We are developing Local Cycling and Walking Infrastructure Plans for Leeds alongside each of the other constituent areas within West Yorkshire. Our approach follows government guidance, and builds on work to identify networks for walking and cycling already carried out by partners in the region, and the priorities identified in the Leeds Cycle Strategy, "Cycling Starts Here".

A lot of work is needed to create a comprehensive Local Cycling and Walking Infrastructure Plan that covers all the urban and rural areas of Leeds district and several phases of development are envisaged. The work underway now should be seen as the first phase of a longer term development process.

For this first phase of work, specific areas of focus were selected for walking and cycling based on a number of factors. Phase one of the LCWIP for Leeds includes plans to improve walking in Harehills, and for cycling in north east Leeds.

For walking, Harehills Corner was chosen as a busy local shopping area within a a high density residential area with low car ownership. The approach taken to development of walking improvements in Harehills can provide a template for application to other similar areas in Leeds.

A walking network map has been developed for Harehills and a programme of improvements for walking within the local centre has been identified.

For cycling, the north east of Leeds was chosen as it lacks a core cycling route and does not have any rail stations, making public transport options much more limited than other parts of the city. Improvements to cycling infrastructure could therefore enhance travel opportunities. The Council has ambitions to improve cycling routes to link Leeds city centre to areas of north east Leeds on the A58/A61 corridors including Potternewton, Chapel Allerton, Moortown, Roundhay and Harehills.

A network map of desire lines for cycling has been created, and the desire lines identified were then prioritised to identify which route should be assessed in more detail as part of this phase of work. Two routes have been assessed in more detail – Chapel Allerton to Regent Street (and the existing cycle routes into Leeds city centre), and the A61 to Oakwood.

More information on the development process is provided in the full document of the draft phase one LCWIP for Leeds which can be downloaded using the link below.


Documents


Engagement and next steps

Following a period of public engagement in autumn 2019, a report detailing the feedback received and the next steps is currently being produced. In the meantime, a short engagement summary can be found in the Documents and Plans section of this page.

CLOSED: This discussion has concluded.

Do you have any questions...? Ask them here...

  • Share Who do I speak to regarding getting or applying for a crossing on Harehills Lane near the park entrance closest to Bracken Edge school. There are two crossings but both a good distance from the entrance used by lots of children. It would make sense for them to have a safe place to cross closest to the gate they are most likely to use. on Facebook Share Who do I speak to regarding getting or applying for a crossing on Harehills Lane near the park entrance closest to Bracken Edge school. There are two crossings but both a good distance from the entrance used by lots of children. It would make sense for them to have a safe place to cross closest to the gate they are most likely to use. on Twitter Share Who do I speak to regarding getting or applying for a crossing on Harehills Lane near the park entrance closest to Bracken Edge school. There are two crossings but both a good distance from the entrance used by lots of children. It would make sense for them to have a safe place to cross closest to the gate they are most likely to use. on Linkedin Email Who do I speak to regarding getting or applying for a crossing on Harehills Lane near the park entrance closest to Bracken Edge school. There are two crossings but both a good distance from the entrance used by lots of children. It would make sense for them to have a safe place to cross closest to the gate they are most likely to use. link

    Who do I speak to regarding getting or applying for a crossing on Harehills Lane near the park entrance closest to Bracken Edge school. There are two crossings but both a good distance from the entrance used by lots of children. It would make sense for them to have a safe place to cross closest to the gate they are most likely to use.

    Toni asked about 5 years ago

    The improvements identified for walking in this first phase of LCWIP work were focussed on Harehills Corner – where Harehills Lane meets the A58 Easterly Road. As a result, the street audit undertaken did not extend as far as the park entrance to Potternewtown Park near Bracken Edge Primary School, and improvements in this area have yet been identified. However, we will pass on this request to Leeds’ Traffic Engineering team to consider the potential for a new crossing point to be provided at the location suggested.

  • Share There seem to be plans for Claypit Lane, Scott Hall Road and now Chapeltown Rd. The obvious connecter is Sheepscar Junction. All 3 routes and existing infrastructure should connect seamlessly. Currently Sheepscar is a mess of good, bad or indifferent cycle infrastructure with gaps, dangerous sections and very circuitous routing. All of these great plans will be undermined if the Junction isn't improved massively on Facebook Share There seem to be plans for Claypit Lane, Scott Hall Road and now Chapeltown Rd. The obvious connecter is Sheepscar Junction. All 3 routes and existing infrastructure should connect seamlessly. Currently Sheepscar is a mess of good, bad or indifferent cycle infrastructure with gaps, dangerous sections and very circuitous routing. All of these great plans will be undermined if the Junction isn't improved massively on Twitter Share There seem to be plans for Claypit Lane, Scott Hall Road and now Chapeltown Rd. The obvious connecter is Sheepscar Junction. All 3 routes and existing infrastructure should connect seamlessly. Currently Sheepscar is a mess of good, bad or indifferent cycle infrastructure with gaps, dangerous sections and very circuitous routing. All of these great plans will be undermined if the Junction isn't improved massively on Linkedin Email There seem to be plans for Claypit Lane, Scott Hall Road and now Chapeltown Rd. The obvious connecter is Sheepscar Junction. All 3 routes and existing infrastructure should connect seamlessly. Currently Sheepscar is a mess of good, bad or indifferent cycle infrastructure with gaps, dangerous sections and very circuitous routing. All of these great plans will be undermined if the Junction isn't improved massively link

    There seem to be plans for Claypit Lane, Scott Hall Road and now Chapeltown Rd. The obvious connecter is Sheepscar Junction. All 3 routes and existing infrastructure should connect seamlessly. Currently Sheepscar is a mess of good, bad or indifferent cycle infrastructure with gaps, dangerous sections and very circuitous routing. All of these great plans will be undermined if the Junction isn't improved massively

    nav asked about 5 years ago

    Sheepscar interchange is a complex junction and provision of optimal cycle routes across it is challenging to deliver. Further feasibility design work will be required to assess how the Claypit Lane and Scott Hall Lane schemes being progressed as part of the Connecting Leeds programme will connect with each other at Sheepscar, as well as with the routes proposed in this first phase LCWIP – with an improved provision across Sheepscar Junction itself. 

  • Share Will there be any safe secure cycle parking in Leeds city centre? I rarely use the cycle lanes into town as there is nowhere to leave my bike. on Facebook Share Will there be any safe secure cycle parking in Leeds city centre? I rarely use the cycle lanes into town as there is nowhere to leave my bike. on Twitter Share Will there be any safe secure cycle parking in Leeds city centre? I rarely use the cycle lanes into town as there is nowhere to leave my bike. on Linkedin Email Will there be any safe secure cycle parking in Leeds city centre? I rarely use the cycle lanes into town as there is nowhere to leave my bike. link

    Will there be any safe secure cycle parking in Leeds city centre? I rarely use the cycle lanes into town as there is nowhere to leave my bike.

    R asked about 5 years ago

    The LCWIP methodology focusses on provision of cycle route facilities as part of an Infrastructure Plan, following government guidance. Other measures required to enable and encourage more cycling are required alongside planning this route infrastructure, including storage facilities in the city centre and at employment sites, and the Leeds Cycling Starts Here strategy and Action Plan identifies an action to develop cycle hubs across the city, including in the city centre.

  • Share If the route up St Martins Rd is used then this is an opportunity to improve the area for all. The junction off Chapeltown Rd is wide and angled to encourage fast entry to a 20mph area - and ratrunners often zoom up. The junction has double yellows that are widely ignored. A cycle route should be put in narrowing the entry point and making it nearer 90 degrees to slow cars and enforce it is 20mph. Full segregation should continue till past St Martins Ave and further traffic calming should also be in place. Parking bays, tighter corners at Blake Grove and at Potternewton Ln. Consideration of blocking St Martins Drive to through traffic and Blake Grove at some point before Harrogate Rd too. on Facebook Share If the route up St Martins Rd is used then this is an opportunity to improve the area for all. The junction off Chapeltown Rd is wide and angled to encourage fast entry to a 20mph area - and ratrunners often zoom up. The junction has double yellows that are widely ignored. A cycle route should be put in narrowing the entry point and making it nearer 90 degrees to slow cars and enforce it is 20mph. Full segregation should continue till past St Martins Ave and further traffic calming should also be in place. Parking bays, tighter corners at Blake Grove and at Potternewton Ln. Consideration of blocking St Martins Drive to through traffic and Blake Grove at some point before Harrogate Rd too. on Twitter Share If the route up St Martins Rd is used then this is an opportunity to improve the area for all. The junction off Chapeltown Rd is wide and angled to encourage fast entry to a 20mph area - and ratrunners often zoom up. The junction has double yellows that are widely ignored. A cycle route should be put in narrowing the entry point and making it nearer 90 degrees to slow cars and enforce it is 20mph. Full segregation should continue till past St Martins Ave and further traffic calming should also be in place. Parking bays, tighter corners at Blake Grove and at Potternewton Ln. Consideration of blocking St Martins Drive to through traffic and Blake Grove at some point before Harrogate Rd too. on Linkedin Email If the route up St Martins Rd is used then this is an opportunity to improve the area for all. The junction off Chapeltown Rd is wide and angled to encourage fast entry to a 20mph area - and ratrunners often zoom up. The junction has double yellows that are widely ignored. A cycle route should be put in narrowing the entry point and making it nearer 90 degrees to slow cars and enforce it is 20mph. Full segregation should continue till past St Martins Ave and further traffic calming should also be in place. Parking bays, tighter corners at Blake Grove and at Potternewton Ln. Consideration of blocking St Martins Drive to through traffic and Blake Grove at some point before Harrogate Rd too. link

    If the route up St Martins Rd is used then this is an opportunity to improve the area for all. The junction off Chapeltown Rd is wide and angled to encourage fast entry to a 20mph area - and ratrunners often zoom up. The junction has double yellows that are widely ignored. A cycle route should be put in narrowing the entry point and making it nearer 90 degrees to slow cars and enforce it is 20mph. Full segregation should continue till past St Martins Ave and further traffic calming should also be in place. Parking bays, tighter corners at Blake Grove and at Potternewton Ln. Consideration of blocking St Martins Drive to through traffic and Blake Grove at some point before Harrogate Rd too.

    nav asked about 5 years ago

    Thank you for the useful and detailed feedback on the options for the cycle route between Regent Street and Chapel Allerton. We will consider suggestions along with other feedback from stakeholders as we update the proposals.

Page last updated: 25 Nov 2022, 12:17 PM