Summer project - Science Without Borders - Mayra Calixto

A STUDY ABOUT LEICESTER Clarissa Helena Ramos Leão Isabel Bezerra da Cunha Maiany Manhães Gonçalves Neto Mayra Kelly da Silva Calixto Tais Sayuri Sujuki

Acknowledgments The development of this research was a great opportunity to increase our knowledge about Leicester, urban planning, cycle plans and methods. We dedicate this work to all people who were part of this journey or have contributed in some way. First, we are thankful for the opportunity to work with Neil Stacey, who has a great tutor, always been open to help and guide us, with advices, types and reviews, they were extremely important to the achievement. We are thankful to John Ebohon support during the process. Lastly, we are thankful to DMU for the support on builidngs, mainly for the books that were borrow by the library and for the structure support to student,

Introduction The research project will explore the urban structure of Leicester, divided in three main chapters. The first one has focus on historical facts and diagrams to explore how the city expanded during the years, and how it was related with the River Soar. Four phases have been chosen to feature Leicester: Roman, Medieval, and Leicester during XVIII Century and XIX Century. Graphically, those diagrams will serve as the visual anchor the information to the second chapter.

The second part will present a review of general research, literal sources and biographies and city diagrams. Some points were chose by authors to in-depth study, illustrated in subchapters: 1.

Public Spaces: the relationship between the River, Culture and Public Spaces; 2.

River Soar: historical background and attempt to increase each surroundings value; 3.

Green Network: an attempt to build more sustainable cities; 4.

Public Spaces and Mobility 5.

Cycling around Leicester, United Kingdom.

These studies seek to understand more the city’s structure and how it works and can be improved.

Finally, the third and final chapter will propose a schema in order to develop an understanding of aspects of the city’s history and urban design, and the riverside. It consists on a brief city cycling tour, starting from Aylestone in Watermead in the north.

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Table of contents Acknowledgements and Introduction .............................................................................................................. page 01 Table of Contents ................................................................................................................................................. page 02 Chapter 1 .............................................................................................................................................................. page 03 Chapter 2 .............................................................................................................................................................. page 08 ...........................................................

page 09

River Soar: Historical backgroung and attempts to increase its surroundings value ......................................................

page 24

Green Network: an attempt to create more sustainable cities .................................................................................

page 36

................................................................................................................................

page 45

...........................................................................................................

page 53

Public Spaces: the relationship between the River, Culture and Public Spaces

Public Spaces and Mobility

Cycling around Leicester, United Kingdom

Chapter 3 ............................................................................................................................................................. page 68 Conclusion ............................................................................................................................................................ page 70 References ............................................................................................................................................................ page 72

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Chapter 1

Chapter 2

River Soar: historical background and attempts to increase its surroundings value

by Tais Sujuki 1

River Soar: Historical Background

2

Action Plan 2014/15

3

Leicester City Core Strategy

4

Leicester Waterside

5

Conclusion

River Soar: Historical Background - Tributary of River Trent - Located in the English East Midlands - The main river of Leicestershire, with approximately 40 miles long The importance of theRiver Soar dates from the origins of Leicester, when the romans occupied the area during the Iron Age. The image bellow shows the city growing at the right bank river.

1600

1st Century

1794

1797

The Leicester Canal was opened, making the Soar navigable for almost 40 miles (64 km).

The western line was also opened, known as the Charnwood Forest Branch. However, most of the branch was made up of rail tracks rather than a waterway.

A proposal to extend the main line of the Leicester Canal much further south was announced.

A new canal, the Leicestershire & Northamptonshire Union Canal, would link the river Soar with the River Nene. However the line reached just 17 of the proposed 44 miles (71 km), due to its cost, and never even got close to Northamptonshire.

1700

1809

1894

The main line of the Leicestershire & Northamptonshire Canal was extended from its resting place near Kibworth Beauchamp to Market Harborough where once again the work came to a stop. All the same, it was now a considerable navigation, linking the south of Leicestershire to the river Trent. However, there was still no link to the Grand Junction Canal.

The Grand Union and the Leicestershire & Northamptonshire Union canals were purchased by the Grand Junction Canal Company.

1800

1900

1778 Opening of the Soar Navigation from the Trent to Loughborough, which gave Leicestershire its first navigable waterway.

1802 1795 Another branch line (operated by a separate company) opened from the main line of the Leicester Canal (between Cossington and Syston) to Melton Mowbray. The line was 15 miles (24 km) long and used the River Wreake for virtually the whole of its course.

The Oakham Canal opened, with 15 miles (24 km) long and 19 broad locks. Boats could now travel onto the River Soar from Rutland.

1814

1931

The new link between the Leicester navigations and the Grand Junction Canal opened and was named the Old Grand Union Canal (not to be confused with the later canal route of the –same name).

The whole stretch of waterway from Norton Junction through to Leicester and on to Long Eaton was merged with the Grand Junction Canal to form the Grand Union Canal.

_______________ The timeline was done with reference to two books: FAULKNER, A. H. (1972). The Grand Junction Canal. David & Charles: Newton Abbot.

STEVENS, P. A. (1972). The Leicester Line: A History of the Old Union and Grand Union Canals. David & Charles: Newton Abbot.

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Industry Influence Traditionally the principal land use along the northern section of the River Soar valley was farming. Some parts of the valley were also quarried for sand and gravel but now there are few operational sites left.

Erewash Canal Trent & Mersey

River Trent

A larger canal meant that industry could start to develop along the canal side, with the transport provided by the canal being “vital to the industry.”‪‬ This included buildings and industries like wind and watermills; brewing and malting; bridges; canal and railway structures; public utilities‬.

River Soar Oford Canal

However, when the railway was built in the nineteenth century, the competition reduced canal profits. This was the beginning of the end for many of the companies who owned the canals; several of these companies converted their canals to railways while many of the others were bought out by railway companies looking to expand their businesses.

Leicester

Grand Union Leicester Section Market Harborough

Braunston Northamptom Blisworth Tunnel

River Nene Stroke Bruerne

Image 1. River Soar and its tributes Personal archive

During the eighteenth century, when the Leicester Canal was built in 1794, the River Soar, which used to be too small and shallow to allow navigation of barges, became navigable for almost about 40 miles (64 km). According to Canal & River Trust website (1), the Leicestershire & Northamptonshire Union Canal was promoted to continue the waterway to Market Harborough and Northampton, where it would meet the River Nene and the planned branch from the Grand Junction Canal at Gayton.

With the decline of industry in the 1960s, the warehouses and factories which were once the core of Leicester’s economy had fallen into dereliction. Leicester City Council has made a move towards redeveloping the waterfront offering one of the most exciting waterside regeneration opportunities in the country.‪‬ It is also being built luxury waterside apartments, which will enhance the areas aesthetic values. According some researches conducted by Newcastle University, people’s desire to reside on the waterfront and enjoy recreation offered by the canal is upset by visually unattractive features, such as run-down derelict areas and poor design (2).‪ The redevelopment plan has included the building of the Walkers stadium, home to Leicester City F.C., along the canal in 2002, "from a barren, desolate piece of waste-ground has risen a stunning futuristic collaboration of steel and glass that dominates the skyline of Leicester."‪‬ Old warehouses have also been converted into student accommodation for De Montfort University increasing the value of the area.‬ Nowadays, there are some planning for River Soar’s waterside, which includes a regeneration of some abbandoned industry, converting into building offices and houses. These plans, which will be discussed forward, project aim to provide a better visual design for the river bank and attract more uses to the river.

_______________ 1. Canal & River Trust Available at: https://canalrivertrust.org.uk/canals-and-rivers/grand-union-canal-leicester-line Accessed 20/07/2015 2. Information source: available at http://www.ukcanals.net/waterways-of-the-uk/642-river-soar Accessed 28/07/2015

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Grand Union Canal The Grand Union Canal in England is part of the British canal system. Its main line starts in London and ends in Birmingham, with 137 miles (220 km) and 166 locks. It has arms to places including Leicester, Slough, Aylesbury, Wendover and Northampton. The focus of this work is on Leicester Line, which starts on Norton Junction.

“Together, the River Soar and Grand Union Canal provide a navigable link through Leicestershire from the Northamptonshire border, south of Husbands Bosworth, to the Nottinghamshire border, north of Kegworth. In doing so, they link the urban areas of Loughborough, Leicester, Blaby, Oadby, Wigston and Market Harborough with the surrounding countryside.” (Action Plan 2014, pp 4) (3) The character of the route around Grand Union Canal and its surroundings vary significantly throughout the corridor, flowing through urban suburbs, industrial areas, city centres, villages and open countryside.

Waterways are a vital component of the country’s infrastructure – encapsulating economic, social and environmental functions. They represent a part of the country’s public realm and a place where a broad range of activities are undertaken. This importance is reflected in waterways being widely adopted as the focus for regeneration in both urban/rural areas throughout the UK helping to achieve balance between economic, social and environmental impacts in a sustainable way.

Image 2 Image source: https://en.wikipedia.org/wiki/Grand_Union_Canal

Due to the importance of canals, there are a strategy for River Soar and Grand Union Canal, which recommend a series of short to medium term actions to secure a successful long-term future for the Waterway. The proposals are gathered in’ River Soar and Grand Union Canal Partnership – Action Plan 2014/15’, better explained on the next page. _______________ 3. River Soar & Grand Union Canal Partnership: Strategy Updated & 2014/15 Action Plan.

Available at http://www.leics.gov.uk/riversoar2014actionplan.pdf Accessed 15/07/2015

Image 3. Grand Union Canal at Aylestone Meadows Local Nature Reserve Personal archive

Image 4 Image source: https://en.wikipedia.org/wiki/Grand_Union_Canal

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Action Plan 2014/15 River Soar and Grand Union Canal Partnership Value the importance of the Waterway’s heritage and ensuring new development makes a positive contribution to the waterside.

Balance increasing access to the Waterway with the need to conserve and enhance its landscape and ecological value.

Raise the profile of the Waterway as a feature which connects together existing historic, natural and leisure assets, providing an overall enhanced experience for all users and visitors.

Optimise the use of the Waterway for leisure based short trip travel and the accommodation of business where compatible.

Provide safe and improved access along the Waterway and enhance gateways to enable access to the Waterway by a range of transport modes.

Image 5. Action Plan goals Graphic source: https://www.charnwood.gov.uk

Encourage increased use of the Waterway corridor by providing a high quality green open space.

Create a coherent and realistic framework for securing funding, increasing the legitimacy, and visibility, of the Waterway as an asset to the County

Increase the Waterway’s perception and profile by developing opportunities to publicise the Waterway.

Create an identity, signage and other way finding material for the Waterway which is user friendly. Encourage engagement at all levels through education and active participation.

Image 6. River Soar waterside Personal archive

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The Improvement Strategy The Strategy provided an assessment of the current position, issues and future opportunities for the River Soar and the Grand Union Canal (the ‘Waterway’), and proposed a series of actions based around the themes of a “Green Waterway”, a “Visible Waterway” and an “Accessible Waterway”.

In November 2009, lead by Waterways Trust, consultants were commissioned to produce a strategy for the northern section of the waterway corridor, from Kilby Bridge to the junction with the River Trent. The Strategy provided an assessment of the current position, issues and future opportunities for the River Soar and the Grand Union Canal (the ‘Waterway’), and proposed a series of actions based around the themes of a Green Waterway, a Visible Waterway and an Accessible Waterway.

This strategy sets out strategic priorities and actions for maximising the positive economic, social and environmental contribution of the River Soar and Grand Union Canal Corridor.

However, this project was not developed as an independent action; it complements the Local Planning frameworks and Masterplans for development in Leicester, Charnwood, Blaby and Oadby and Wigston, providing a unified strategy for the Waterway as it passes through Leicestershire.

Since publication of the 2009 Strategy, physical improvements, better access, significant habitat gains and better working relationships between the partners, has been achieved.

Because of this, the Strategy was update and 2014/15 Action Plan set out the next steps in realising the strategic vision of the original strategy, widening the scope of the partnership to include the whole of the corridor and taking account of the numerous features along the Soar Valley.

This new Action Plan, according with the document prepared by partnerships (4), was divided in three main themes: 1. Raising the profile of the waterway corridor: create a group of stakeholders, with interest in developing a brand identity and associated marketing strategies for the waterway corridor to encourage business investment in the area, community involvement and also attracting more visitors.

2. The natural and built environment along the waterway corridor: Work with local authority partners and the CRT to deal with environmental resource , enhance and expand areas of Green Infrastructure, to define areas for environmental improvement, to study issues relating to water quality and management, and finally, to identify sites within the river/canal corridor, with the potential for significant enhancement.

3. Promoting use of the waterway corridor: develop a programme of access/signage improvements for pedestrians, cyclists and paddlers, create three corridor routes ("Cycle the Waterway", "Canoe the Waterway", and "Walk the Waterway"), undertake an assessment of the quality and location of moorings and associated welfare facilities, and finally, work with others to develop and promote Waterway-related events, an active lifestyles, involvement of young people and opportunities for people to access and understand local heritage. _______________

Image 7 Image source: http://www.leics.gov.uk/riversoar2014actionplan.pdf

Available at: http://www.leics.gov.uk/riversoar2014actionplan.pdf Accessed 20/07/2015

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Leicester City Core Strategy The Core Strategy includes proposals for transforming the City to achieve the following priorities: • Investing in our children; • Planning for people not cars; • Reducing our carbon footprint; • Creating thriving, safe communities; • Improving well being and health; and • Investing in skills and enterprise.

Leicester’s Principal Urban Area is considered to be the most sustainable location for development in the Housing Market Area and where there are major urban regeneration opportunities. For this reason, according to East Midlands Regional Spatial Strategy (RSS), an amount of 25,600 homes will be built within Leicester City between 2006-2026. So, new communities are expected in the Strategic Regeneration Area close to the City Centre. Historically, these areas have been non-residential and the provision of green infrastructure was not necessary. The new communities will need access to a variety of green spaces and it will be important to make sure connections and routes through to large green spaces in surrounding areas are made.

The River and Canal corridor has a strategic importance because of their value for wildlife, recreation activities and also because they gives access to a number of key green spaces along its route. Securing improvements to this corridor will be important, but regeneration activity should not damage and should enhance the biodiversity that is dependent upon the River Soar and Grand Union Canal.

The green space network consists in a variety of spaces of differing size, quality and function. These spaces range from green wedges, which have a strategic function to other smaller green spaces spread throughout the City. The River Soar and Grand Union Canal flow from the south of the City, through the City Centre regeneration areas, to the north of the City. This river/canal corridor is valuable for both wildlife and recreation as it connects many green spaces along its path. As part of the Strategic River Corridor the River Soar is of regional importance.

Regarding to ecology, Leicester has a comparatively high range of species, with its complexity and diversity of habitats and niches - creating a rich mosaic within a relatively small geographic area. Habitats that are beneficial for wildlife in the City include: small areas of woodland and wetland, meadows, pasture, hedgerows and spinney’s, managed green spaces including parks and private gardens, allotments, cemeteries and school grounds.

Image 8. Leicester City Core Strategy Image source: http://www.leicester.gov.uk

Image 9. Transport network Image source: http://www.leicester.gov.uk

In conclusion, Leicester City Core Strategy aims to convert the River Soar and Grand Union Canal corridor as a resource for both wildlife and recreation as well as a focus for regeneration.

Image 10. Strategic regeneration area Image source: http://www.leicester.gov.uk

Image 11. Biodiversity network Image source: http://www.leicester.gov.uk

Image 12. Green Network/Green Wedges Image source: http://www.leicester.gov.uk

Image 13. City center Image source: http://www.leicester.gov.uk

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Leicester Waterside According to Leicester Waterside Supplementary PLanning Document (4), Leicester Waterside is an encloused area that comprises around 60 hectares of land between the River Soar and Leicester City Centre along the corridor of the A50. It is a gateway to Leicester City Centre and has significant potential for economic and physical transformation to create a high quality residential mixed use neighbourhood which connects the city centre to the waterfront.

The area forms an important part of the City’s wider Strategic Regeneration Area, which Leicester’s Core Strategy identifies as a priority for investment and regeneration and which will deliver approximately 11,850 new homes by 2026. Regeneration of the Waterside is being led by the Leicester City Council (LCC) in partnership with Central Government and the Leicester and Leicestershire Enterprise Partnership (LLEP). To drive forward the regeneration of Leicester Waterside, it was prepared a Supplementary Planning Document (SPD) for the area.

Some purposes of this plan is to create a new neighbourhood with a strong identity, high quality homes along the riverside, to provide a support for local businesses, to improve the access and connectivity, to create an active waterfront with places for leisure and sustainable movement, including places that seeks to protect and conserve habitats valuable to wildlife, and, finally, give the necessary importance to Lecester’s heritage.

The Waterside location is an important issue to take into account: it is at the historic heart of Leicester, on the centre of the Roman settlement, the location of two medieval city gates and the city’s original High Street which brought travellers from the north into the heart of the town. Until today, the area remains in a strategically important location, because it is adjacent to the city centre and is on three key routes into the city: the A50, A6 and A47. Thus, the Waterside is a place of great assets and opportunities. The advantages of being close to the city centre and the waterfront create an opportunity to deliver a distinctive new urban quarter, which meets the identified need for high quality homes, in an attractive and vibrant location.

Residential development will be focussed to the east and west of the River Soar and to the west of the A50. This area is large enough to create a unique new neighbourhood and community, featuring a range of housing types and sizes. The intention is to create a step-change in the quality of housing on offer in the inner city and a fantastic place to live at the heart of Leicester.

Existing commercial areas to the west of the A50 including Frog Island and Great Central Street have the capacity to mature into vibrant new mixed use urban quarters. These areas benefit from the attractive canal and river setting and historic commercial buildings which lend themselves to high quality conversions, infill development, live-work opportunities and flexible work spaces.

Image 14. Location plan Image source: https://consultations.leicester.gov.uk _______________ 4. Leicester Waterside: Supplementary Planning Document (SPD).

Available at https://consultations.leicester.gov.uk Accessed 28/06/2015.

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To the plan, distinctive character areas are envisaged, reflecting the variety in setting and proposed building typologies and land uses across the Waterside area. Some areas with similar features are highlighted on the map and explained bellow: - Waterside West: new residential communities to the west of the River Soar, with views over an improved Rally Park, the river and the city centre skyline.

- Waterside East: a new residential and mixed use community to the east of the River Soar and west of the A50, which integrates new development with retained heritage assets including Friar’s Mill and forms an important link from the city centre to the River.

- Soar Island: a new destination on the river with a mix of uses including green space.

The highly visible central location of the Island calls for a special publicly accessible use and high quality design response which takes the needs of wildlife into consideration.

- Waterside: the corridors of the River Soar and Grand Union Canal form linear character areas. They will be revitalised for leisure uses, walking and cycling and form an attractive setting for new development. Wildlife habitats will be retained and enhanced or new areas of habitat created in less disturbed areas.

- A50 Corridor: a mix of employment, community facilities and a new local centre on the A50 which serves the adjacent residential and business communities. A more pedestrian friendly character will be re-established with wider pavements, on street parking, cycleways and street trees along the A50.

- A6, City Approach: a major movement corridor fronted by a mix of commercial, employment and community uses. The area falls outside the SPD zone of change.

These character areas may form the basis of future more detailed design briefs. (5)

_______________ 5. Informations taken from Leicester Waterside: Supplementary Planning Document (SPD).

Available at https://consultations.leicester.gov.uk Accessed 28/06/2015.

Image 15. Proposed character areas Image source: https://consultations.leicester.gov.uk

Image 16. Soar Island Personal archive

Image 17. A50 and the River Soar Personal archive

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Key principles identified on Planning Document (6) for the Waterside: - New waterside residential neighbourhoods will be created on former industrial land to the east and west of the River Soar; - Soar Island will become a destination in its own right with a mix of uses and green space which encourage public access to the waterfront; - The A50 corridor will form a spine of mixed-use development including a new local centre, connecting the residential areas to the west, employment uses to the east, and city centre to the south; - The A6 corridor and land to the east falls outside the main zone of change and will retain its light industrial and office uses; - Public realm improvements will focus on: a) Re-establishing a pedestrian friendly character (similar to a high street with wider pavements, on street parking, cycle ways and street trees) on the A50, an important historic route and gateway to the city; b) Delivering improved connections across the A50/Vaughan Way junction to allow easy pedestrian access to the city centre; c)Strengthening the east-west link of Repton Street – Soar Lane – Sanvey Gate for walking and cycling. This historic route follows the Roman and medieval city wall and provides an important connection across the area and a vista to St Margaret’s Church; d) Creating high quality gateways to the Waterside area at Sanvey Gate / Soar Lane and Vaughan Way. - The River and Canal network will become a hub for leisure and water-based activity and will provide enhanced walking and cycling connections to nearby green space such as Abbey and Rally Parks and Castle Gardens; - The Soar, old River Soar and Grand Union Canal network is a strategically important blue/green corridor which will be enhanced by linking green sites and sports facilities and providing appropriate areas and biodiversity corridors for wildlife.

_______________ Image 18. Spatial framework Image source: https://consultations.leicester.gov.uk

6. Leicester Waterside: Supplementary Planning Document (SPD).

Available in https://consultations.leicester.gov.uk Accessed in 28/06/2015.

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Leicester Waterside and the River Soar Leicester Waterside aims to reconnect the city centre with the River Soar, through new waterfront routes and bridges. Creating an improved access network by filling missing links and public realm upgrades will allow people to travel through the area easily, particularly on foot or by bike and will support Leicester’s aim of encouraging sustainable transport choices.

Previously, River Soar and Grand Union Canal was an important transport network for industry, but now, the open waters are now a quiet area used for water-based leisure by canoeists, University of Leicester Rowing Club and increasingly by narrow boats cruising through Leicester’s urban waterways. The canal towpath provides a leisure route to and from the City centre and also along the river, for pedestrians and cyclists. However, the path provide is not continuous and there are opportunities to improve networks and links to places of work, schools and green space within a traffic-free environment.

Related to the wildlife, the slow-flowing waters of the canal and river networks provide a valuable environmental asset for a wide range of flora and fauna with swans, geese and waterfowl intermingling with dragonflies amongst the reeds and rushes thatfringe the watercourses.

This is an environment to conserve and enhance, having risen from our industrial heritage. Opportunities to create safe havens for wildlife will be expected, whilst facilitating development in appropriate areas to encourage the best of an urban ecosystem including native species, such as otters.

Image 19. Proposed movement Infrastructure projects Image source: https://consultations.leicester.gov.uk

Figure 20. River Soar Personal archive

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Conclusion The article about the transportation on River Soar started with an historical background of its use over the years, shown by a timeline. The river was made navigable during the eighteenth century, when it was built the Leicester Canal. After this event, many industries were settled on riverside. However, the emergence of railways started a competition that resulted in the decay of transport provided by the canal. Since then, the Soar is a hive of tourism rather than of industry, with its boat trips, but also leisure spaces on waterside.

Even River Soar is a touristic hub, it is not given due importance. Its surroundings has some abandoned industries and also other buildings - as it was shown in the images - that compromise the beauty of the landscape.

In an attempt to reverse this situation, Leicester City Council and some partners presented three mainly plans to improve the River Soar surroundings: 1. River Soar and Grand Union Canal Partnership – Action Plan 2014/15 2. Leicester City Core Strategy 3. Leicester Waterside The first one is focused on the river and the waterway corridor, in an attempt to create an identity and associated marketing strategies for the waterway corridor to encourage business investment in the area, community involvement and also attracting more visitors. On the other hand, the two other plans are focused in determinated part of Leicester, which includes the river.

Both of them involves a wide proposal that includes land uses, transport network and infrastructure projects.

Figure 21. River Soar Personal archive

A depht study of these three proposed plans to Leicester could show the concern to improvethe surroundings areas of the river, thus it is believed that the river will again be used by boat owners for leisure, trips and even transport of small goods - Leicester Canal is not wide enough to carry large amounts.

Nowadays, cargo operations by river is not used as it was on the past, because industries over the river began to decline in Leicester.

Considering the plans for Leicester, it is possible to observe that is no longer willing to encourage the return of old industries, because the industrial center is now located in another regions and/or cities. The new desired function for Leicester Canal is to promote leisure and activities on its surroundings, such as fishery, cyclin; the possibility of restaurants, housing and offices on its waterside, which will benefit from view. The plans works with acessibility, trying to create a pleasant link between the city center and River Soar for pedestrians.

Image 22. The vision for the Waterside - how it could look Image source: https://consultations.leicester.gov.uk

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Green Network: an attempt to build more sustainable cities

1

Introduction

2

Case Studies

By Maiany M. G. Neto

3

The Case in Leicester

Eco-duct over the A60 The Netherlands

Storm pond, Greenwich Millennium Village London, UK

Green Roof, Chicago City Hall Chicago, USA

Retaining and filtering rainwater Portland, USA

Eco-duct Munich, Germany

Introduction “The role of green infrastructure in addressing the challenges of the 21st century cannot be underestimated. It is a natural, service providing infrastructure that is often more cost effective, more resilient and more capable of meeting social, environmental and economic objectives than ‘grey’ infrastructure.” —Green Infrastructure: An Integrated Approach To Land Use, Landscape Institute Position Statement (2013)1

Green Infrastructure can be described “as the system of open spaces, natural areas, urban woodland and parks; green streets, squares and public realm; rivers and waterways; and smaller scale interventions such as green roofs, walls and facades”2.

Nowadays, in times of climate changes, Urban Green Infrastructure planning is viewed as an instrument to address challenges of European cities, such as mitigation and adaptation to climate change, biodiversity conservation, sustainable transportation, and supporting the green economy.

The term is used to describe a network of green spaces, water and other natural features within urban areas. A distinct feature of any green infrastructure is the multifunctionality. Green infrastructure can deliver multiple functions, such as connecting places and encouraging walking and cycling; reducing the risk of looding, cooling high temperatures and cleaning the air; promoting leisure and sport; used as a place for local food production; and many other functions. Also, it aims for connectivity of urban green and public spaces, creating a green network, linking parks, recreational areas, playgrounds, gardens, cemeteries and others through green paths. This is the aspect of green infrastructure that this study focuses on: the linking of green and open spaces, in an attempt to build more sustainable cities.

La Rambla, a tree-lined pedestrian street Barcelona, Spain Image 1: Green Infrastructure Initiative Available from https://en.wikipedia.org/wiki/La_Rambla,_Barcelona Accessed [10/07/2015]

Leicester, with the River Soar lowing south/north through the city, is an appropriate place to invest strongly in green network plan. The River Soar and the Grand Union Canal must be seen as an asset to the region, and given the right treatment, it can become attractive and competitive as place to live and do business and leisure, besides being the main element of a potential green network, seeing that it connects many green spaces along its path.

Many European cities are drawing up plans and strategies for the development and implementation of an urban green infrastructure. Next, there are some relevant case studies about green network attempts, showing planning and projects that aim to establish connection between green and open spaces.

Floodwater channels in the river Zadorra Vitoria-Gasteiz, Spain Figure 1: Green Infrastructure Initiatives Available from http://www.vitoria-gasteiz.org/wb021/http/contenidosEstaticos/adjuntos/es/50/71/45071.pdf Accessed [10/07/2015]

1 ARUP, Cities Alive (London: ARUP, 2014), p.7, accessed 14/07/2015. http://publications.arup.com/Publications/C/Cities_Alive.aspx 2 ARUP, Cities Alive, p.107

Promenade Plantée, an elevated park on old railway line Paris, France Image 2: Green Infrastructure Initiative Available from http://www.domusweb.it/en/news/2010/08/04/urban-green-european-landscape-architecture-for-the-21st-century.html Accessed [10/07/2015]

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Case Studies Vitoria-Gasteiz and the Greenbelt The city has a large number of green spaces and elements of different types, that adequately connected, can create a proper urban green infrastructure. According to CEA (Centro de Estudios Ambientales), the multifunction urban green infrastructure in the city is comprised of: forms of water (aquifer, rivers, lakes, wetlands, sewage network); network of green belt parks; green urban layout; agriculture belt; public use (urban pathways, walks along green belt and ecological itineraries); mobility infrastructures; and interior green belt3.

Image 3: The Green Belt Available from http://www.vitoria-gasteiz.org/wb021/http/ contenidosEstaticos/adjuntos/es/50/71/45071.pdf Accessed [03/08/2015].

Image 4: Paseo de la Senda: connecting the centre with the Green Belt, it was the first urban path designed for walkers and cyclists.

Available from http://ec.europa.eu/environment/europeangreencapital/wp-content/ uploads/2011/04/ENV-11-012_Vitoria_EN_web.pdf Accessed [03/08/2015].

Vitoria-Gasteiz won the Europe Commission award for European Green Capital” in 2012 and its “entire population lives within 300 m of an open green space […]. A Green Belt of five large suburban parks with recreational areas surrounds the centre, linked by a network of 33 km of pedestrian pathways and 90 km of cycle routes, effectively bringing nature into the urban heart”4.

With international recognition, the Green Belt is a project initiated in the 1990s and consists in a group of periurban parks, aiming to “restore and recover the outlying areas of Vitoria-Gasteiz, both from the environmental and social viewpoint, in order to create a large, green area for recreational use around the city”5. In addition to restoration purposes, other function were added to the strategy. One of the goals adopted “was to seek a harmonious compromise between ecological tasks and social use. A network of pathways and walks was implemented within each new park of the greenbelt, allowing people to enjoy, recognize the value of, and protect these newly restored areas”6.

For example, there is an itinerary called “Route around the Green Belt”. It is “a circular route 30.8km in length that surrounds the city, passing through and linking all the parks that form the Green Belt”7. A great part of the route runs along paths of the Green Belt, but it also runs through pedestrian areas, roads, and in some parts it coexists with separate cycling lanes.

Figure 2: Map and green paths of the route Available from http://www.vitoria-gasteiz.org/wb021/http/ contenidosEstaticos/adjuntos/ eu/88/84/58884.pdf Accessed [03/08/2015].

3 Centro de Estudios Ambientales, The Interior Green Belt: Towards an Urban Green Infrastructure in Vitoria-Gasteiz (2012), p.17, accessed 15/07/2015. http://www.vitoria-gasteiz.org/wb021/http/contenidosEstaticos/adjuntos/es/50/71/45071.pdf 4 European Union, Vitoria-Gasteiz: European Green Capital 2012 (Luxembourg: Publications Office of the European Union, 2012), p. 17, accessed 20/07/2015. http://ec.europa.eu/environment/europeangreencapital/wp-content/uploads/2011/04/ENV-11-012_Vitoria_EN_web.pdf 5 “The Green Belt of Vitoria-Gasteiz - What is the Green Belt?” Accessed 29/07/2015. http://www.vitoria-gasteiz.org/we001/was/we001Action.do?aplicacion=wb021&tabla=contenido&idioma=en&uid=u_1e8934a8_12e47a4954c__7ffd 6 Timothy Beatley, Green Cities of Europe : Global Lessons on Green Urbanism (Island Press, 2012), p.164, accessed 29/07/2015. https://books.google.com/ 7 “Route around the Green Belt of Vitoria-Gasteiz: an itinerary around the periurban parks.” Accessed 29/07/2015. http://www.vitoria-gasteiz.org/wb021/ http/contenidosEstaticos/adjuntos/eu/88/84/58884.pdf

Graz and the green connections In order to face challenges such as urban heat island effect, development pressure and air quality issues, the City of Graz “has set out a vision for a GI network that brings the quality of life benefits of its lush hinterland into the city”8. This way, to bring benefits and face these challenges, “the city decided to expand its existing cycling paths, connecting parks, playgrounds, public places and residential areas with a green network with a total length of over 550 kilometres”9.

The Graz Green Network consists of the green and open spaces and the green routes between them. These green routes follow a hierarchical structure: green corridor (city wide), green way (district level) and green link (neighbourhood level). The network has four key functions that brings many benefits to the city: Inter-linking: safe and enjoyable ways to move around the city, such as traffic-calmed streets, pathways along streams/rivers, green routes and avenues, etc.

Recreational: green elements such as parks, sport facilities and green routes for Image 5: green connections walking, cycling and jogging bring recre- Available from http://www.grabs-eu.org/downloads/ Expert_Paper_Green_and_Blue_Infrastructure_Exemation areas on the doorstep of city’s resiplars_CityofGraz_FINAL_VERSION.pdf dents.

Ecological and climate-regulating: improvement of biodiversity by increasing habitat area for animals and plants; enhancement of air circulation; it cools down higher temperatures in the city centre; it reduces quantity of sealed surfaces, helping rainwater to seep away rather than get trapped.

Urban design: creation of distinctive local surroundings; enhancement of people’s sense of belonging to the city; it helps them to find their way around.

The network plans to deliver a safe and healthy way to travel around the city, besides offering an opportunity for recreation, improved air circulation, shade, habitats and a better quality of life. However, considering that creating a network of green infrastructure is an ongoing process and take many years to develop, “many sections of the Graz Green Network are not yet in place on the ground or do not yet fulfill all functions required of a greImage 6: Cycleway in Graz en network”10.

Available from http://publications.

arup.com/Publications/C/Cities_Alive.aspx Accessed [03/08/2015].

8 ARUP, Cities Alive (London: ARUP, 2014), p.121, accessed 03/08/2015. http://publications.arup.com/Publications/C/Cities_Alive.aspx 9 “A Green Network for Graz. Austria”, accessed 03/08/2015. http://www.eltis.org/discover/case-studies/ green-network-graz-austria 10 “Green Network for Graz, Austria”, accessed 03/08/2015. http://www.astute-eu.org/rhp01/(S(xeunmhfmnzjka445vkcyyi45))/player/Case_Study.aspx?caseid=311

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Berlin and the 20 Green Walks

Madrid and the Madrid Rio

The 20 Green Walks in Berlin is a project developed in cooperation with two not-for-profit organisations and the State of Berlin, in 200411. It uses Berlin’s green corridors to link neighbouring city districts and the nearest recreational areas. The routes comprising this green network stretch around 565 km.

In the 1970’s Madrid was cut off from the river Manzanares by the creation of a highway on both of the banks13. This separation of city and waterfront made Madrid lose not only its river — it was cut in two, and some neighbourhoods were relegated to the periphery.

The project is based on the “Berlin system of open spaces” in the city’s programme “Landscape Programme including Nature Conservation” of 1994. One objective of this programme was to create a system of 20 Green Walks to link residential areas with the leisure amenities in parks and recreational areas, forming an attractive network of walks and cycle paths.

The Madrid Rio is the name of the redeveloped area of Madrid’s Manzanares River and consists in a combined infrastructure and public space project, with purpose of achieving a new integrating urban axis for the city. It consists in a six-kilometer linear park spanning the section of the motorway that was moved underground; and it aims to recover the connection between the city centre and nearby neighbourhoods and the river that had been isolated and invisible. This new green corridor also links to existing historic parks, sports and cultural sites, and includes kilometers of bicycle paths, playgrounds, foot bridges, and an urban beach14.

In order to make the 20 Green Walks viable, “voluntary walkers tested the network to find the gaps still existing in the individual routes; suggestions were collected on how to overcome the gaps or create appropriate temporary detours”12.

The website of Senate Department for Urban Development and the Environment presents a complete list of the 20 Green Walks, with information about local transport links nearby, the length of the route and a brief description. Below, some examples of the routes.

Image 7: 20 Green Walks Available from http://www.stadtentwicklung.berlin.de/umwelt/berlin_move/en/hauptwege/wissen.shtml Accessed [10/07/2015].

Image 8: Madrid Rio Available from http://www.west8.nl/projects/madrid_rio/ Accessed [30/07/2015]

North-South Walk

Image 9: Madrid Rio Available from http://intermediatelandscapes.com/2012/03/22/10-urban-infrastructure-regeneration-projects/ Accessed [30/07/2015]

The linear park unites different green areas: Salón de Pinos, Avenida de Portugal, Huerta de la Partida, Jardines del Puente de Segovia, Jardines del Puente de Toledo, Jardines de la Virgen del Puerto and Arganzuela Park.

With 45 km, it starts from northern city border following a small river. But that is only half of the North-South walk. The route continues to the city’s southern border passing through “Park Am Gleisdreieck”, a green area with many leisure facilities.

Salón de Pinos is designed as a linear green space, which links the existing and newly designed urban spaces with each other along the Manzanares River.

Figure3: Available from http://www.stadtentwicklung.berlin.de/umwelt/berlin_move/en/hauptwege/weg05.shtml Accessed [10/07/2015].

Wuhle Valley Walk With 16 km, it follows the route of Wuhle stream, sometimes on the left or right bank and in some cases on both banks. On the northern part, the route presents a park-like landscape, becoming a popular green area in north-east Berlin and attracting walkers, joggers and cyclists.

Huerta de la Partida, an interpretation of the original royal orchard, is an enclosed garden with wide variety of fruit trees.

Figure 4: Available from http://www.stadtentwicklung.berlin.de/umwelt/berlin_move/en/hauptwege/weg14.shtml Accessed [10/07/2015].

Teltow Canal Walk

Avenida de Portugal is a popular public space, consisted by gardens and created by relocating one of the most important roads into the centre of Madrid underground.

With 42 km, it almost doesn’t diverges from the banks of the Teltow Canal. The majority of the route follows the old towing railway track that was constructed alongside the canal to pull the barges.

Figure 5: Available from http://www.stadtentwicklung.berlin.de/umwelt/berlin_move/en/hauptwege/weg17.shtml Accessed [10/07/2015].

11 “Landscape Planning: 20 Green Walks in Berlin”, accessed 10/07/2015. http://www.stadtentwicklung.berlin.de/umwelt/berlin_move/en/ hauptwege/index.shtml 12 “20 Green Walks in Berlin: Timeline”, accessed 10/07/2015. http://www.stadtentwicklung.berlin.de/umwelt/berlin_move/en/hauptwege/ chronik.shtml

Figure 6: Areas of Madrid Rio Available from http://www.west8.nl/projects/madrid_rio/ Accessed [30/07/2015]

13 Jonathan Barnett and Larry Beasley, Ecodesign for Cities and Suburbs (Washington: Island Press, 2015), accessed 20/07/2015. https://books.google.com/ 14 “Madrid Replaces a Highway with Park Space”, accessed 20/07/2015. http://www.sustainablecitiescollective.com/polis-blog/24172/madrids-pharaoh

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London and the ALGG (All London Green Grid) London is usually recognised as a green city, with abundance of green and open spaces, whether formal or informal, large or small. The goal of the city at this moment is look at these spaces in a joined up way. The initiative “All London Green Grid” aims to accomplish this goal, starting from the “recognition that the best way of valuing and managing green infrastructure is to see it as a network spreading across the face of the capital”15.

One of the most important features of this initiative is the division of London in 11 Green Grid Areas (GGA):

Image 10: London Available from http://www.independent.co.uk/environment/47-per-cent-of-london-is-green-space-is-it-time-for-our-capital-to-become-a-national-park-9756470.html Accessed [10/07/2015]

Image 11: Green Grid Areas Available from https://www.london.gov.uk/sites/default/files/ALGG_SPG_Mar2012.pdf Accessed [10/07/2015]

For each GGA, the ALGG describes features of the area, suggests enhancements and identifies open space opportunities. It also presents a map of network opportunities, showing potential links and walking/cycling routes.

The ALGG looks on the green grid as an asset that provides benefits and plays important roles and functions, and as such needs to be recognized for its importance as much as other types of infrastructure.

For example, in the area of Central London, the ALGG identifies 9 links and describes 16 strategic green infrastructure opportunities. The map of network opportunities is shown below:

According to the ALGG SPD16 , the structure of the ALGG is built around four key elements: river and other landscape corridors; established open spaces and identified opportunities for creating new parks; existing and proposed green connections and corridors; and protected landscapes located at the boundary of London.

This SPD also establishes the ALGG functions. There are 13: adapt to climate change; increase access to open space; conserve and enhance biodiversity; improve sustainable travel connections; promote healthy living; conserve and enhance heritage features, geodiversity and landscape character; enhance distinctive destinations; promote sustainable design; enhance green space skills; promote sustainable food production; improve air quality and soundscapes; improve quality and access to urban fringe; conserve Thames Riverside spaces.

15 Mayor of London, Green Infrastructure and Open Environments: The All London Green Grid Supplementary Planning Guidance (Greater London Authority: 2012), p. 7 16 Green Infrastructure and Open Environments, p. 12

Figure 7: Green spaces Available from https://www.london.gov.uk/sites/ default/files/ALGG_SPG_Mar2012.pdf Accessed [10/07/2015]

Image 12: Central London Available from https://www.london.gov.uk/sites/default/files/ALGG_SPG_Mar2012.pdf Accessed [10/07/2015]

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Seeing that Central London is an area predominantly urban, the ALGG also states that this presents challenges in implementing green infrastructure interventions. However, some initiatives and actions can be taken to improve the situation and bring benefits. “Trees and vegetation in the open spaces, streets and civic spaces within the central area can provide green links through the urban area, linking with green spaces”17. Even these interventions can bring benefits such as mitigation and adaptation to climate change. “Urban greening of streets and buildings will assist in adapting to the effects of climate change, for example street trees will provide shade and help to alleviate the urban heat island effect through cooling and green roofs can slow down the rate of rainwater run-off into drain and sewers”18.

12.3.15 Regent’s Canal Parallel Route Project Owner - British Waterways and TfL Length - Approx 3km This scheme will upgrade current LCN+ link 67 to relieve the congestion and conlict between pedestrians and cyclists on the Regent’s Canal towpath.

Proposals include traffic calming and increased provision of cycle facilities, tree planting and greening Next steps - Scoping /briefing

Image 14: Regent’s Canal, Whitmore Road Available from https://www.london.gov.uk/sites/default/files/ AF12%20Central%20London.pdf Accessed [10/07/2015]

Figure 8: Green initiatives Available from https://www.london.gov.uk/sites/default/files/AF12%20Central%20London.pdf Accessed [10/07/2015]

Also, for each GGA, the ALGG provides a separate document that brings much more details. For the Central London, the document (called Area Framework 12) presents a list showing details and next steps, of key projects that are essential to achieve the green network and deliver strategic benefits.

There are various types of projects, including: greenway access, open space improvements, open space creation, new access points to open spaces, habitat improvements, riverine habitats, urban tree lined streets, promotional projects and heritage projects19. Below, it is presented a map of projects for the Central Activity Zone in Central London, and on the right, some examples of projects listed on the document:

Image 13: Central Activity Zone in Central London Available from https://www.london.gov.uk/sites/default/files/AF12%20Central%20London.pdf Accessed [10/07/2015]

17 18 19

Mayor of London, Green Infrastructure and Open Environments, p. 126 Mayor of London, Green Infrastructure and Open Environments, p. 126 Mayor of London, Area Framework 12 Central London, (Greater London Authority: 2012), p. 27

12.5.10 Key Walking Route: Covent Garden to Kings Cross: Lincoln’s Inn Fields.

Length - Approx 2.5km Project Owner - LB Camden and City of Westminster.

Strategic scheme to improve and enhance walking route between Covent Garden and Kings Cross comprising Monmouth St, Earlham St, Princes Circus, Museum St and Coptic St, Marchmont St and Bernard St. Scheme includes widening footways, new crossings, public realm improvements, lighting, enhancing cycle safety and the creation of new small public open spaces.

Next steps - Feasibility study of Earlham Street

Image 15: Lincoln’s Inn Fields Available from https://www.london.gov.uk/sites/default/files/ AF12%20Central%20London.pdf Accessed [10/07/2015]

12.9.26 South Bermondsey C2 Project Owner - Sustrans and LB Southwark Length - 8km Conversion of a disused railway bridge over Rotherhithe New Road for use by pedestrians and cyclists, link to South Bermondsey Station. Wider core route connects Burgess Park to Durand’s Wharf.

Land negotiations underway with Network Rail and private land owners re bridge and adjoining land.

Overview designs complete for the rest of the route.

Next steps - Outline designs

Image 16: South Bermondsey Station, Rotherhithe New Road Available from https://www.london.gov.uk/sites/default/files/ AF12%20Central%20London.pdf Accessed [10/07/2015]

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The case in Leicester The Green Space Supplementary Planning Document offers assistance regarding maintenance, enhancement and provision of green space network in the city. Also, it recognizes the importance and the benefits of open and green spaces, observing that they “offer opportunities for healthy activities for children and adults alike, as well as having a positive impact on climate change, air quality, surface water management and biodiversity value”20.

Among the objectives of this SPD, we can highlight two related to the importance of a green network: “ensure that all green spaces are interlinked and accessible by attractive walking and cycling routes” and “ensure that green spaces maintain, enhance and/or strengthen connections for wildlife across the city”21.

The Core Strategy Adopted identifies some spatial objectives for the city to achieve and the spatial objectives 11 and 12 regard the issue of green infrastructure and network: Spatial Objective 11: To conserve, protect and enhance the City’s natural environment. To support the role of strategic and local green infrastructure in protecting and enhancing biodiversity and to ensure no net loss of priority habitats and species.

Spatial Objective 12: To ensure access to high quality outdoor sports, children’s play provision and active recreation facilities for all residents. To improve Leicester’s strategic green network and use quality green space to provide an important recreational, social, health, and educational role. To improve access opportunities to quality open space as the distribution of this is uneven, with some neighbourhoods in the City being under provided. 22

About green network in Leicester, the same document highpoints that in fact there is an adequate supply of open and green spaces, but “provision is not evenly distributed as some areas of the City have access to large parks and natural green spaces, whilst in other areas open space is only noticeable by its absence. There is also unevenness in the quality and accessibility of provision”23. About the green network, the CS Policy 13, presented in the Core Strategy asserts that “the Council will pursue opportunities to address the imbalances in green space provision by making green space, sport and recreation facilities more accessible and improving links and connections between spaces”24.

Image 17: Distribution of open spaces in Leicester Available from Green Space Strategy 2009 – 2015. http://www. leicester.gov.uk/media/178493/greenspace-strategy.pdf Accessed [04/08/2015].

Green Space Strategy 2009 – 2015 (Leicester City Council, 2009) presents maps showing the location and distribution of open spaces through the city, including Green Wedges, Amenity Spaces, Sport Pitches, Play Areas, etc.

20 21 22 23 24

Leicester City Council, Green Space Supplementary Planning Document, (2011), p. 5 Green Space Supplementary Planning Document, p. 7 Leicester City Council, Core Strategy Adopted, (2014), p.26 Core Strategy Adopted, p.80 Core Strategy Adopted, p.82

Figure 9: Green spaces in Leicester Available from http://www.leicester.gov.uk/leisure-and-culture/ parks-and-open-spaces/our-parks/ Accessed [04/08/2015].

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Watermead Park

The provision of spaces is enough.

However, as stated before, there is necessity to improve the connection between these areas. The map on the left shows a section of the city, highlighting in red the routes that link some open spaces and work as a green network, although some of them still need improvements. It is perceptible that there are not enough connection between the open spaces. There are mainly three linkages in the area displayed in the map.

The main link is the Riverside, as it goes all the way north-south, passing through Bede Park, Rally Park, and Abbey Park, connecting the Watermead Park in the north of the city to Aylestone Meadows in the south.

Riverside

Image 20: Riverside, near Soar Island Personal Archive. [29/06/2015].

Image 21: Riverside, near Castle Gardens Personal Archive. [29/06/2015].

New Walk

Also, there is New Walk, a pedestrian way created in 178525 that links the city centre with Victoria Park, and connects along the way three open areas, namely Museum Square, De Montfort Square and The Oval.

There is a pathway, known as Great Central Way26, that forms a part of the National Cycle route 6, following the line of the former Great Central Railway . It comes from the south of city boundary, pass through Aylestone Meadows and ends near Castle Gardens.

Aylestone Meadows Image 19: Leicester Personal Archive

25 “History of New Walk”, http://friendsofnewwalk.com/history-of-new-walk/ 26 “Great Central Way”, http://www. visitleicester.info/things-to-see-and-do/heritage/ aylestone-village/things-to-see-and-do/great-central-way/

Image 22: New Walk Available from Google Street View.

Accessed [28/07/2015].

Image 23: New Walk Personal Archive. [05/08/2015].

Great Central Way

Image 24: Great Central Railway Personal Archive. [07/07/2015].

Image 25: Great Central Railway Personal Archive. [07/07/2015].

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Based on the case studies and information presented previously about other cities, it is possible to affirm that, even though it may be a challenge to implement green infrastructure interventions in urban areas, the adoption of some initiatives and projects could enhance the situation regarding the green network and bring benefits.

Trees and vegetation along streets can provide green links through the city, joining green and open spaces. Also, urban greening of buildings, such as the use of green façades and roofs helps alleviating the effects of climate change. In addition, reusing old vacant infrastructure to implement greenways is also a good strategy to enhance links between places and support cycling.

On the right, there is a list, elaborated by CEM (Climate East Midlands), showing natural adaptation interventions that helps implement green infrastructure and aid climate change adaptation in the East Midlands27. It includes actions such as green roofs, local parks, street trees, green ways and many others.

Parts of the structure of Railway Viaduct in Leicester were demolished and nowadays there are separate sections remaining: one near Soar Island, one to the north of Slater Primary School and one near Queen Elizabeth II Diamond Jubilee Leisure Centre. The section near Soar Island presents potential to develop a role as a small linear park.

“Due to the elevated position, good views towards the river can be had from the upper levels”28, and using it to implement a green space is an efficient and good way to return an old infrastructure to productive use.

Image 26: Viaduct. View from Soar Lane.

Available from Google Street View. Accessed [06/08/2015].

The city is redeveloping many spaces to create pedestrian routes and accommodate cycling paths. The initiative “Connecting Leicester”, implemented by the City Council, aims to create “more attractive and accessible physical connections to join up retail, leisure and entertainment with the city’s heritage via improved pedestrian and cycle ways and bus routes / stops”29.

The programme shows that the city is trying to improve links between the city centre and green spaces, rivers and canal side area. “There is huge potential by making the ring road easier to cross and reconnecting the city centre with its 18 km of waterfront”30. However, some of these projects would be even more beneficial if they would also focus on the green aspect, trying to implement trees and other vegetation. Below, an example of “Connecting Leicester” intervention that will yet take place.

Image 27: Artist impression of Mill Lane Available from http://www.visitleicester.info/welcome-to-leicester/connecting-leicester/city-centre-street-improvements/mill-lane/ Accessed [07/08/2015].

Image 28: Artist impression of Mill Lane Available from https://www. leicester.gov.uk/news/news-story-details?nId=88186/ Accessed [07/08/2015].

27 Climate East Midlands, Adapting through natural interventions (2010), http://www.climate-em.org.uk/images/ uploads/Adapting_through_natural_interventions_inal_low_ res.pdf

It is the transformation of Mill Lane, which aims to turn the street “into an attractive public space and pedestrian-friendly route from Oxford Street and Western Boulevard through to historical buildings, heritage sites and the modern heart of the city”31. The project includes rain gardens, which capture excess rainwater to feed trees, lower beds, new paving, trees along the side of the road and the creation of lawn areas.

28 Leicester City Council, 2015. Leicester Waterside Supplementary Planning Document (SPD), p.17. https://consultations.leicester.gov.uk/city-development-and-neighbourhoods/waterside 29 “Regeneration”, http://www.visitleicester.info/welcome-to-leicester/connecting-leicester/regeneration/ 30 “Waterside Area & Green Spaces”, http://www.visitleicester.info/welcome-to-leicester/connecting-leicester/waterside-area-and-green-spaces/ 31 “Mill Lane”, http://www.visitleicester.info/welcome-to-leicester/connecting-leicester/city-centre-street-improvements/mill-lane/

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Public Spaces and Mobility 1

Public Spaces in Leicester: Urban Furniture - High Cross

2

Public Space in Leicester: Urban Furniture - Abbey Park

3

Case Study: Copenhagen

By Isabel Bezerra

4

Cycling in Amsterdam

PUBLIC SPACES IN LEICESTER : URBAN FURNITURE Map 1: Leicester

Source: personal archive

High Cross Analysis | Date: 15/07/2015 | Time: 14:00 The High Cross is an area in the middle of the city center, and was a heart of medieval Leicester. In 1577 the High Cross was built, it provided shelter for traders, consisting of eight pillars in a circle holding up a dome. The structure gradually fell into disrepair as the town developed and by 1773 most of it was pulled down to allow room for carriages to pass by.

Today, a lane – pedestrian lane priority – marks High Cross with many stores along.

The tour started at Jubilee Square – this space was created with intention to transform the St Nicholas Place are into an attractive public space, connect important heritage and retail areas and create a gateway into the city centre. However, when I was there I did not notice this idea. Jubilee Square seemed almost unoccupied, just few people playing skate, and others seated. Probably because the square is too large comparing to the real necessities of the city. Jubilee has a good urban furniture, which attend different tastes; however, some of them could be better located as the single chairs bellow. They could be better used if they was moveable; people could put use them as they wish.

As we can see, single chairs fixed are not attractive; some meters forward I find out people seated on the curbs instead the chairs.

Because of the sunny day, people was more concentrated in the shadow areas.

The square could be more wooded, to bring more quality.

The square is well attended with bins, so, is a clean area.

During the night, the area has good lighting, and some of them are colorful. At the night, many young people stay there hanging out, or meeting to the parties.

Figure 1: Leicester Case Study

Source: personal archive

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Walking through High Cross lane, it is possible notice some different types of urban furniture, many of them are located in the same side.

There has a seat without backboard. Was noticed that, people who seat there, do not spent long time, it is like a brief stop.

The second type of seat has backboard, and is usually used by who tends to spend more time there, like enjoying the view, having lunch or hanging ou.

The third type is more impersonal: many people can seat together even without know each other.

In general, they are in good condition. As a suggestion, it would be interesting more seats along the high cross lane.

High Cross street offers some public telephones, which were not in good condition. In some cases, seemed like abandoned. It would be nice if they were restyled; however, nowadays people are used to have mobile phones, which results in a decrease of use of public phones; as a suggestion, the quantity and location of those public phones could be reanalyzed.

Bike racks along the high cross street are good located, and in a good condition. Near to the Clock Tower, they seems more crowed, probably because of the strong commerce around.

Near to the Clock Tower it is pretty hard find some place to seat, it would be better if more seats and spaces to hang out.

Figure 2: Leicester Case Study

Source: personal archive

47

PUBLIC SPACES IN LEICESTER : URBAN FURNITURE Map 2: Abbey Park

Source: Leicester City Council

Abbey Park Analysis | Date: 16/07/2015 | Time: 16:00 The River Soar divides Abbey Park into two distinct areas: On the western side are the remains of the twelfth century Leicester Abbey, and the ruins of Cavendish House, a seventeenth century mansion. To the east of the river lies the Victorian part of the park with many types of trees, flowers and gardens.

During the tour into the park, was noticed two different types of bin; the first one follow a pattern of bins observed in others parks and green areas, the second one is intend for deposit of animal waste. The bins are well distributed throughout the park, it was not found garbage or dirt along the route.

There has three types of seats; one made by wood, and the others by metal. Those seats were just used along the river, probably because in that area have many animals like dukes, swans.

In other parts of the park, people prefers seat and relax on the floor instead seats. However, this is a view from the summer. Probably, during autumn and winter, people prefer seats.

Abbey Park has many facilities as bowling green, five hard surface tennis courts, changing facilities, boating lake, orienteering courses, lavender maze and ping tables.

During the tour, was noticed that the public gym is underutilized. Just children were there, playing instead exercising. As a suggestion, it would be interesting change the gym of that place, which is really close to the children park.

While, the children park was almost empty, even with a good furniture, children was playing at the adults area: the gym.

Figure 3: Leicester Case Study

Source: personal archive

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CASE STUDY : COPENHAGEN About the idea Isabel made a trip to Copenhagen at beginning of july, with focus on architecture and urban landscape news. During this time, she came across with a new world, with a unusual way of life: most part of population are used to cycle to anywhere; parks and public spaces was always full of people enjoying time; the city has an impressive local and authentic architecture and looks like is growing even more. People in Copenhagen were so incoming, which made Isabel feeling in home. Certainly, she will return there. Bellow, you will find her impressions, analysis and conclusions about how a city could adapt itself to a cycle life.

Copenhagen has around 1,3 million people in the city, and it is a typical European city which grew up inside fortification which built up the actual shape. The city center comprehends the medieval pattern around 1 x 1 km¹. (GEHL AND GEMZOE, 2002) (1) At the beginning of XIX century, the city already had the primary road infrastructure element to attend demand of horses and bikes. At 1912, the city had around fifty kilometers of cycle lanes, the roads were ruled of bikes and trams. From 1955 to 1975, there was a increase of cars and a stagnation in the growth of cycle paths. (JENSEN, 2009) (2) In previous years to 1962, every roads and the main square in city center were used heavily by cars and parking, under pressure of quickly cars increasing (GEHL and GEMZOE, 2002).

The 60th, 70th and 80th decades brought many protests which were involved many social classes, since cyclists until engineers and urban planners. Measures should be taken to save the city of harmful effects of motor vehicles. They created many projects, since renewal of public space until goals to improve cycle paths.

Periodical studies about the public life at public spaces were started at 1968, and proved along the time, being a precious tool to the future of urban planning. (GEHL, 2013) (3).

One of the measures adopted was the reduction of parking lots, this initiative made them expensive and rare. People started leaving their cars at home, to use public transport, walk and cycle more (GEHL and GEMZOE, 2002).

Image 1: Copenhagen at 1912 Source: How Copenhagen became a cycling city

Image 2: Copenhagen at 1965 Source: How Copenhagen became a cycling city

Diagram 1 : Cars versus bikes Source: How Copenhagen became a cycling city

One of the most significant plan, which influenced, in a good way, the actual cycle scheme of Copenhagen was the plan Improvement of Cycling Conditions, from 2000. The main goals and actions applied were strength and secure cycle lanes and cycle paths; green routes; improvement of cycle paths conditions in the city center; integration between bikes and public transports, even taxi; improvement of signaling at intersections; maintenance and cleaning; campaigns and information (COPENHAGUE, 2002) (4).

Nowadays, the traffic of bicycles and their system is very significant in road structure: one in every three city residents use bicycle as a means of commuting to work ( COPENHAGUE, 2002).

Cycle paths in Copenhagen are extensive and cover much of the urban fabric, with 400 km of extension. Cycle paths at small streets are not required, but every main street has (GEHL, 2010).

The cycle infrastructure is made of cycle paths and cycle lanes, which were built along the sidewalks, following the same direction as cars (GEHL,2010). The main difference between both is the drawing type: cycle paths are separated through the streets of curbs and raised floor. Cycle lanes are located in the same level of the street, separated by a white line marked on the floor. In some cases they are separated by parking spaces, following observations made in loco.

1. GEHL & GEMZOE, Jan & Lars. Novos Espaços Urbanos, Editorial Gustavo Gili, SA, Barcelona, 2002 2.JENSEN, Niels. How Copenhagen Became a Cycling City. The Technical and environmental Administration, Copenhagen, 2009.

3.GEHL, Jan. Cidade Para Pessoas, 1ª edição traduzida, São Paulo: Perspectiva 2010.

4. CITY OF COPENHAGEN, Building and Construction Administration, Roads and Parks Department. City Policy 2002-2012, Copenhagen, 2002.

49

Grafic 2: transport uses in Copenhagen

Diagram 3: Cycle paths and Cycle Lanes Diagram

Source: Cycle Policy 2002 - 2012 - City of Copenhagen

Source: cycle-embassy.dk

The Cycle paths measure, in general, two meters wide, according to a survey conducted by author, which support a traffic with 2500 bikes per hour. In some points of the city, the size increase, being around 4 meters.

Beyond the usual cycle paths, in commons streets, there are another link to cycling : the green routs. They are exclusively to bikes through parks and disabled railways (GEHL, 2010). In this case, the cycle path has two directions with 4,5 meters wide.

The crossings have special lanes for cyclists on asphalt blue and traffic lights which open to cyclists around six seconds before open to motor vehicles (GEHL,2010). Beyond this, there is a stop line around 3,5 meters forward car’s line.

It is clear that Copenhagen is a city that invite people to cycle, the city has been promoting many goals and projects to increase the use of the bikes. Today, bikes represent around 37% of the traffic of the city.

It was a great pleasure visiting this amazing city, and realize how an idea can be transforming, helping an entire population and improving the quality of life. Walking around the city, I could understand why people of Copenhagen are considered as the happiest people in the world: they move into the city quickly, easily; they meet people all the time on these routes; they are always in touch with something, and are always moving. It is such amazing, I wish others countries could understand how a bike can change a city life.

Map 2: Cycle path plans

Source: Cycle Policy 2002 - 2012 - City of Copenhagen

Map 3: Green Routes

Source: Cycle Policy 2002 - 2012 - City of Copenhagen

50

Figure 4: Copenhagen Case Study | Source: personal archive

51

Cycling in Amsterdam I spent one week in Amsterdam ,at the end of July, with the intention of experiencing the city as a resident. The first thing that I made when I arrived was get a bike. In my view, the best way to really know a city and meet people is using the combination of walk and public transport, however in Amsterdam, the cycle life is so strong that I could not imagine do not cycle there.

My tour started at the south of city, in the city’s border with Amstelveen. This area is around 70% residential, and is surround by parks, green areas, rivers and nature reserves. To go to the city center, I took a green route cycle path – inside the Amstelpark –, which was a nice ride. I came across with other people cycling, athletes of land and water. In general, this cycle path was good signalized, I find out some maps, which show how many kilometers to go to some important points of the city center.

The route until reach the city center took about twenty minutes, with little breaks to take pictures and make observations.

Reaching the outskirts of the historic center, we can notice an increase in the number of cyclists; it is a significant number.

The cycle paths have their own traffic light, which open seconds before the main traffic light of the street.

Cycle paths in Amsterdam are in a higher level than streets, around ten centimeters. They have a different color as well: red.

The size of cycle paths varies along the city; they are bigger in main streets, with double directions. In some quarters, with a lower car movement, there is no cycle path marked, people can cycle with cars in the same level.

Bicycle parking was one of the things that surprise me, for many reasons. First, they are huge, and always crowed. Second, you can leave your bike in the middle of thousands, and yet you will be able to find your bike one easy. Third, was very common find bikes without lockers, or even abandoned; even though, they are still there. In my opinion people in Amsterdam are not used to still another’s bike.

As a tourist, I made some mistakes while cycling trough the city. I forgot to respect the preference in some moments – in Amsterdam, bikes have priority above trams, people and cars, in that order.

People cycling in Amsterdam following the same rules it they were in a car; the right side is to them who are in a lower velocity, the left side to the quick ones. At the beginning of my tour, I was in the middle of cycle path, disturbing the transit.

After learning how they cycle, I could enjoy even more.

Although the city had an amazing cycle path structure, I felt that tourists cycling disturb the transit, causing accidents. Probably tourists made the majority of accidents involving bikes in Amsterdam. The local people are used to bike since they were born, they take it very seriously.

The cult of cycling in Amsterdam is evident, I came across with many streets arts, information papers and city maps about bikes As I observed at Copenhagen, Amsterdam has the same quality of life, happiness and prosperity.

I knew all the city using bike, which was really fantastic.

Figure 5: Amsterdam Case Study

Source: personal archive

52

Cycling around Leicester, United Kingdom 1

Why cycling?

3

By Mayra Calixto

Types of cycling tours 5

2

Types of cycling

4

How to plan a Cycle Tour?

Urban Schema - Cycle Tour Leicester from Aylestone to Waterside park

Why cycling? “(…) bicycles provide the best means of seeing regions and countries. In a car or a bus you see life through a window.

On a bike you feel the wind, smell the air and really see the sights.” ¹ “Cycling keep people fit, it does not pollute and it does not take up much space.” ² According to the European Comission (2000), cycling: *Reduction in the risk of developing coronary heart disease ;

Because cycling is a sustainable mode of transport. "[...] sustainability must be rethought from the reduction of motorized displacement needs andmaximize capacity going on foot or by bike.” ³

Because a good quality cycling infrastructure improves the city and its activities , as shown by the Leicester City Action Plan through the diagrams below:

"A city that wants to achieve sustainability needs plann ing, (...)to rebalance the use of the road and encourage pedestrian and the population. " 4

RESULTS OF THE NEWARKE STREET REFURBISMENT TO WALKING AND CYCLING ATTITUDE

* Reduction in the risk of developing hypertension ;

Social inclusion

Equity

Economically

Poverty reduction Social cohesion

Image 1 - Heart attack. Source: http://www.healthyfoodhouse.c om/how-to-survive-a-heart-attack-whenyou-are-alone/

*Reduction in the risk of * Relieving symptoms of developing adult diabetes ; depression and anxiety ;

Economic

Social Business and people´s behavior

Sustainability

Environmental Image 2 - Diabetes. Source: http://ebook livrosdigitais.com.br/wp-content/uploads /2015/04/Diabetes-3-1024x769.jpg

* Cycling improves blood circulation in the brain and thus, the reasoning becomes more clear;

Image 3 - Depression. Source: http:// chabeneficios.com.br/wp-content/ uploads/2013/07/chas-queagemcontra-a-depressao.jpg

* Bad cholesterol reduction (LDL);

Environmental Protection

Urban housing

public transport

air quality security

urban development

Alternative energy sources * Cycling during one hour to 18 km/h consumes 500-600 cal ;

quality of life

Image 5 - Proposal for sustainable development Source: Adapted from Marchetti (2011) Image 4 - Calories. Source: http://es.c alcuworld.com/wp-content/uploads/ sites/2/2013/02/calculadora_calorias.png Figure 1 - Impacts of a Cycling infrstructure in Leicester.

Source: https://www.leicester.gov.uk/media/179027/leicester-cycle-city-action-plan.pdf

-----------------------------1 “Cycle touring,” lBike Hub, accesed June 05, 2015, http://www.bikehub.co.uk /featured-articles/cycle-touring/ 3

To SANZ (1996, s / p) cited Marchetti (2011, p.18)

4

2 Gary Hustwit. “ Urbanized.” , Youtube video, 1h 25m. June 14, 2015. https:/ /www.youtube.com/watch?v=lIpavqpuO10

To ROGERS (2001 s / w) cited Marchetti (2011, p.15)

54

Types of cycling Considering these types of cycling and what was request by the research supervisor - a brief city cycling tour - , we can classify our Urban Schema/ cycling as an Urban cycling – which is going to happen in the urban region of Leicester, United Kingdom.

According to REI organization, there are six types of cycling. Are they:

1

Mountain biking

“It is the sport of riding bicycles off-road, often over rough terrain, using specially designed mountain bikes. Mountain biking can be performed almost anywhere froma back yard to a gravelroad, but the majority of mountain bikers ride off-road trails, whether country back roads, fire roads. ” 5

Recreational cycling

4

2 “Ride for fun, fitness and adventure. (...) Anyone who isn't a racer or commuter is a tourist, and therefore a recreational cyclist.” 8

Image 6 - Man riding a Mountain bike. Source: http://www. singletrackschool.co.uk/courses/mountain-bike-skills-weekends/ mountain-bike-improver-weekend.php

image 9 - Family cycling. Source: http://marciacrawford.net/wpcontent/uploads/2014/03/family-cycling.jpg

2

Cyclocross

Road cycling

“Like triathlon, cyclocross mixes multiple athletic endeavours, namely riding and running, with a strong emphasis on skillful bike handling. Most races are heldon 1km to 3km courses, mixing tarmac, sand, dirt, mud run-ups and sometimes steps.” 6

5

“Road cyclists are generally expected to obey the same rules and laws as other vehicle drivers or riders and may also be vehicular cyclists.” 9

Image 7 - Cyclocross competition. Source: http://www.backontrack productions.com/archive.htm

3

Bike commuting and touring

“It means self-contained cycling trips for pleasure, adventure and autonomy rather than sport, commuting or exercise.Touring can range from single to multi-day trips, even years.” 7

Image 10 - Group of cyclists pedaling. Source: http://www.peeblescy cling.org/road-cycling/

Urban cycling

6

“Urban cycling is fun, healthy and lets you see your town in a new and interesting way.

A bike can get you to the grocery store, concerts, to school or work — you name it.” 10

Image 8 - Touirng in the moutaons. Source: http://www.angus adventures.com/resources/ _________________________ 5 “Mountain biking”, Wikipedia,, acessed 12 June,2015, https://en.wikipedia.org/wiki/Mountain_biking 6 “ What is cyclocross?”, BikeHadar, acessed 13 June, 2015, http://www.bikeradar.com/road/gear/ article/what-is-cyclocross-12681/ 7 “Bycicle Touring”, Wikipedia, acessed 13 June, 2015, https://en.wikipedia.org/wiki/Bicycle_touring

8 “How do you define recreational cyclist?”, Bike forums, acessed 13 June, 2015, http://www.bikeforums.net/ recreational-family/22475-how-do-you-define-recreational-cyclist.html

Image 11 - Cyclists in copenhagen. Source: https://upload.wikimedia .org/wikipedia/commons/3/36/Cyclists_at_red_2.jpg

9 “Road cycling”, Wikipedia, acessed 14 June, 2015, https://en.wikipedia.org/wiki/Road_cycling 10 “Urban bicylcing: The basics”, REI organization, acessed 14 June, 2015, http://www.rei.com/learn/expert-advice/urban-bicycling.html

55

How to plan a cyling tour?

Types of cycling tours

There are six steps to plan a cycling tour. Are they: “Ever since the bicycle was first invented people have toured. In the 1880s, weekly newspapers and journals carried reports of derringdo cyclists whocircumnavigated the world. To begin with they went on penny-farthings with only handlebar bags for luggage. Since then cyclists have been everywhere, and on every type of machine: there’s not a desert or mountain valley in the world that hasn’t seen the tyre marks of a British cyclist. ” 11

Step 1 Decide where you want to go

Step 2 Determine how you wish to touring/ cycling:

Leicester waterside – from Aylestone to Watermead area.

• What kind of bike tour do you want to conduct?

There are four types of cycling. Are they listed below:

1

Day Tours

2

Expeditions

3

Weekend Tours

4

Cycle holidays

A moderately fit cyclist can easily manage 60-70 road miles in a day. Off-road, the limit is perhaps 30-40 miles. There is no limit by age, sex or fitness. 13 Cycling for anything longer than a weekend is a full-blown cycle tour, an expedition if you like. 14 When you’ve mastered the day tour you can extend your enjoyment by spending a whole week-end pedalling around. If you B+B there’s no need to carry much gear, but if you camp you’ll need to fit pannier racks and bags. 15

This is where a holiday company provides bikes, route cards and accommodation; and you provide the pedal power to get to each night’s stopover. Cycle magazines carry adverts for these types of holidays. 16

The tour is going to take at least “42 minutes” ¹² - without stops. Due to the physical preparation the majority of those involved inthis tour and, yet, because of the breakpoints / visit along the way, it can be take within 4 hours.

Considering these types of cycling tours and what was asked by the research supervisor - a brief city cycling tour from Aylestone to Watermeand - , we can classify this urban schema/schematic cycling tour as a day/

half - day tour. __________________________________

An urban day tour.

• Get Inspired by reading about other people´s bike tours

• How far should you plan to cycle each day?

The distance you should plan to cover will depend of the goals you have for your bike tour.

In our case, one of the tour 's goals is stop in some places nearby the route. These places were separated into three categories, are they:

• Find a guided or selfguided bike tour you could join

* Historical places Leicester Cathedral/ Jewry wall/Roman Baths Guildhall

Figure 2 - Tour organizations in Leicester. Source: http://www.goskyride.com/ and https://www.facebook.com/leicester.criticalmass

In Leicester area, organizations such as Sky Ride, British cycling and Leicester Critical Mass organize local tours around Leicester. The last one organization does not only organize tours but also has the following perspectives: “ Leicester is one of the 300 cities in the world that has a critical mass. Is not an organization or a club, is a monthly meeting (usually is the same for all the CM, the last Friday of the month). After meeting at a set location and time all the riders will follow a path cycling all together. A lot of CM are seen by society as social movements, most of the time the members that follow the CM have clear political views. For example in Leicester before the general election in May just before the meeting there were some green party activists meetings.

Sometimes the meeting can be organized as a protest against a specific event as it happened during London Olympic.” 17

11 12

“ Cycle touring”, Bike hub, acessed 20 june, 2015, http://www.bikehub.co.uk/featured-articles/cycle-touring/ “ Aylestone to Watermead Country Park”, Bike hub, acessed 20 June, 2015, http://routes.bikehub.co.uk/journey/45082373/#map

13 14 15 16 17 18

“ Cycle touring”, Bike hub, acessed 20 june, 2015, http://www.bikehub.co.uk/featured-articles/cycle-touring/ “ Cycle touring”, Bike hub, acessed 20 june, 2015, http://www.bikehub.co.uk/featured-articles/cycle-touring/ “ Cycle touring”, Bike hub, acessed 20 june, 2015, http://www.bikehub.co.uk/featured-articles/cycle-touring/ “ Cycle touring”, Bike hub, acessed 20 june, 2015, http://www.bikehub.co.uk/featured-articles/cycle-touring/ MArco Fiorino - member of Leicester critical mass, e-mail message to author, July 1, 2015. “ Welcome To The Wonderful World Of Bike Touring!”, Bicycle Touring Pro, acessed 17 June,2015, http://bicycletouringpro.com/blog/

Image 12 - Source: personal archive

Clock Tower

Figure 15 - Source: http://www. picturesofengland.com/img/M/1 063752.jpg

Leicester Castle/ The Magazine

Image 13 - Source: http://www.art-and-p hotography.info/images/LeicesterClock Tower.JPG Image 16 - Castle gardens. Source: personal archive

All saints church

Leicester Market Image 17 - Source: http://www.docbrow n.info/docspics/midlands/Pa159259.jpg

Image 14 - Source: personal archive

56

How to plan a cyling tour? * Topics of Waterside Plan

* Public spaces Abbey Park

Bede Park

Frog/ Soar Island

A50 complete/proposed works

Step 3

Plan a safe & enjoyable cycling route

• Map out a safe and enjoyable bicycle touring route: study object of this part of the research. Please, see “Urban Schema - Cycle Tour Leicester” part in the end of this document.

Image 18- Source: http://wwwle.ac.uk/em oha/leicester/abbeypark/abbeypark87.jpg

Rally Park

Image 19 - Source: personal archive.

Aylestone Meadows

Image 22 - Source: personal archive

Image 23 - Source: http://www.gcrleicester. info/assets/images/DSCN0461_b.jpg

Belgrave Road

Check cycle routes near waterside area

Image 20 - Source: http://s0.geograph.org .uk/geophotos/02/88/15/2881585_7c254ad c.jpg

Step 4

Image 2 1 - Source: personal archive

Image 24- Source: http://news.images.itv .com/image/file/119203/image_update_ 64269649e92 fa2ae_1352826158_9j-4aaqsk .jpeg

Prepare your bicycle and your body:

a) Find your ideal bicycle:

The distance is about: 7,75 miles. 18

b) Buy or/and carry with you a bike lock and learn how to use it.

• Figure out how to get your bicycle and your body to the start of your tour: Check if you have an ade quate cycling cloth before go to the tour. If not, try to buy one.

Decide where you are going to rent or buy your bike. If you have a friend who has the kind of bike you need, borrow from him.

Image 25 -Cycling clothes Source: http://w ww.birthdaypartyideas.com/

c) Decide where you want to carry your food/water ideally a backpack for cyclists.

De Montfort University security department provides a free locker to stu dents and teach how to use it corre - ctly : you should lock bike´s rear wheel at the bike shed instead of its “body”.

There are 5 main types of bicycles 19 (each of which is built for a specific type of bicycle tour). Are they:

Image 27 - Bag for cycling. Source: http://t humbs4.ebaystatic.com/d/l225/m/m7LJXp GzxJJVzHhSsc4JMIQ.jpg

Image 29 - Recumbent. Source: http:// spinningbikereviews.org/ergonomically designed-recumbent-bike

d) Learn to conduct the bicycle tour of your dreams:

Figure 3 - Mountain Bike, Road bike, Folding bike and Touring bike. Source: http://www.mongoose.com/usa/bikes/mtb

___________________________ 19 “ Cycling bikes”, REI Organization, accesed 20 June, 2015, http://www.rei.com/c/bikes?ir=category%3Abikes&r=c&page=1

Image 28 - Bike seat bag. Source: http:// www.thebeijingshop.com/cycling-gearacc-bike-bag-c-130_115_127.html

Image 26 - Bike Locker. Source: http://adminops net.usc.edu/department/department-public-saf ety/new-students

is going to be interesting search and chat with local cycle tour organizations - like Leicester Critical Mass - and discover more about it.

57

Step 6

Hit the road & go

OTHER IMPORTANT ASPECTS TO CONSIDERATE:

20

Make a PRE TOUR CHECK LIST before go to the road: 21

In addition, there are other topics to be considerate . Are they:

1

2

THE TWO ESSENTIALS

Bike

Helmet

CLOTHES

Padded shorts or tights Wicking jersey or top Gloves Saddle (underseat) bag

Figure 4 - Source: http://humanpowereddelray.org/wpcontent/uploads/2015/02/bike-helmet.jpg

Watch or cycling computer

a) How much effort you're willing to expend

b) How much money you can spend

c) The time you have available to tour

d) Physical prepare of the participants

e) Availability of the research supervisor

f) Decide on the Group Size:

The quantity of people cycling at once: “Small Groups: Small cycling groups (2 to 6 people) are easier to plan, organize and mana -ge than large groups, especially if you're a novice.

Large Groups: Larger touring groups (more than 6 people) can also be a lot of fun, but they are more challenging to organize.

Solo Trips: Half- or full-day rides can be a great way for novice touring cyclists to practice basic touring skills and get accustomed to self-sufficiency on the road.” 22

3 4 ESSENTIALS GEAR/EQUIPMENT BIKE INSPECTION Water (hydration pack; bottle with cage) Photographic Camera Snacks/energy food

Sunscreen Eye protection (sunglasses, clear lenses)

Medical info/emergency contact card

g) “Interests: Determine the kinds of terrain your group wants to tackle. This includes the scenery, side trips, activities and attractions.

Seat and handlebar height

h) Physical abilities: A cycling group is only as strong as its weakest rider. Know the partners'

Bolt tightness throughout

limitations so you can plan an appropriate route.” 23 To verify this, I asked to each member of the group who have the habit of cycling. Of the five members, only I have bike and cycling two times a week but only short distances (less than 10 miles).

Front/rear wheel quick releases secured Light check (if equipped) Reflectors in place

Map (if in unfamiliar area)

If you choose to go with a group, keep these points in mind:

i)” Cycling skills: Consider your companions' willingness to ride in traffic or bad weather. Despite of cycling every week, as an amateur cyclist, I do not have any skill/ability with the Leicester traffic because; I always ride in the quiestest city routes/places.” 24 j) “Timing: Timing can be everything.”25 Certain times of year (e.g., holidays, summer months) are busier than others for securing accommodations/rides, just as certain times of the day. (e.i., rush hour) are for traffic. At Leicester, we have the “rush hours”: In the afternoon/evening: between 05:00 and 06:30 pm

Brake check Lubrication check Tire pressure and condition

___________________ 21 22 23 24 25

“Decide on a type of tour”, REI Organization, accessed 22 June, 2015, http://www.rei.com/learn/expert-advice/bicycle-touring-basics.html “Decide on the group size”, REI Organization, accessed 22 june, 2015, http://www.rei.com/learn/expert-advice/bicycle-touring-basics.html “Decode on the group size”, REI Organization, accessed 22 june, 2015, http://www.rei.com/learn/expert-advice/bicycle-touring-basics.html “Decide on the group size”, REI Organization, accessed 22 June, 2015, http://www.rei.com/learn/expert-advice/bicycle-touring-basics.html “Additional factors to consider”, REI Organization, accessed 22 June, 2015, http://www.rei.com/learn/expert-advice/bicycle-touring-basics.html

Image 30 - Newarke st. calm traffic Source: http://www.cyclingembassy.org.uk/sites/cycling-embassy.org.uk/files/Screen%20Sho t%202015-07-07%20at%2015.47.49.jpg

In the morning: between 07:30 and 09:30 am

Image 31 - City centre rush hour. Source: http://www. leicestermercury.co.uk/images/localworld/ugc-images /276308/Article/images/20001934/5433353-large.jpg

58

Urban Schema - Cycle Tour Leicester The Cycle Tour Leicester is an assist urban study aiming organize relevant informations about the waterside area regard to public spaces, green areas and conducive to walking and cycling. This study hopes to help :

1 The Leicester Cycle City Action Plan in a general way with the following goals regard to infrastructure aspects - until 2018 and 2024: • St Nicholas Circl • A50 Groby Road (City Centre to Glenfield) • Connecting Leicester Wave 2 City Centre Projects • River Soar / Grand Union Canal Corridor Improvement • North City Centre (Belgrave Gate, Abbey Park Road, Charter Street) • Improvement, signing & adoption of all NCN Routes • Missing Links (On & Off-road) Feasibility Study • Bike/Rail Integration Feasibility Study • RIII Bike Route Feasibility Study

• Rail Electrification Improvement Projects ‘Pinch Point’, ‘Missing Link’ & ‘Safer Cycling’ including; • Neighbourhood Railway Crossings Severan ce Project • Cycle hubs at all transport interchanges • Citywide 20mph Zones • RIII Bike Route Heritage Route (Leicester to Bosworth) • Cycle Streets on all strategic neighbourh ood routes • Advanced Stop Lines on traffic signal junc tions

2 The Leicester Cycle City Action Plan regarding to the“National Cycle Network Improvements Project” goals which is one of the following: * The Riverside Route (north) now links Abbey Park, The National Space Centre & Waterm ead Park, NCN 63 (East) mostly follows quiet road routes.

Aiming to follow steps 2 and 3 of "How to plan the Cycle tour?" previously described in this material, it was researched and founded a website called Bike Hub which generates a cycling route from one point to another anywhere in the united kingdom providing three categories of cycle routes based on the existing routes on site:

Fastest route red path

Balanced route yellow path

Quietest route green path

It was asked the calculation of the route object of study - from Aylestone Meadows to the Watermead park which generated a table and descriptive maps.

In order to promote a better quality of life for the population - as proposed by the engineer Daniele Quercia through project Happy maps 29 - , reduction of traffic accidents involving cars and bikes which generate insecurity - one of the reasons that repulsion of the population in Leicester when Pedaling in the city): ” I would never cycle: it is too dangerous in modern traffic conditions. I know because I drive and I am very bad about remembering that cy27 clists may come up on the ne-arside(...)“ and make attractive to the public the act of walking and cycling: ” The environment should be attractive, interesting and free from litter and broken glass.The ability for people to window shop, walk or cycle two abreast, converse or stop to rest or look at a view makes for a more pleasant experience” - , it was chosen the quietest route as an object of study and analysis.

Thus, we have as characteristics: of the quietest route generated by Bike Hub website:

3 The " Cycle the waterway " Action.

26

4

Image 32- Cycling improvments planning. Source: https://ww .leicester.gov.uk/media/179027/leicester-cycle-city-action-plan.pdf

* Radial Corridor Improvements • (Including London Road, St Augustine’s & Saffron Lane) • A6 / A50 Stage 2 • North City Centre Access Improvements Stage 2 • A5199 Welford Road • NCN6 (Bede to Abbey Park) • Hamilton Way Link • Public Bike Share ______________________

The Leicester Waterside Supplementary Plann ing Document regarding to “Pedestrian and Cycling Networks” goals which are the follo wing: * A new pedestrian and cycling bridge over the Grand Union Canal to deliver improved conne ctivity between the Swan Street and Frog Island development sites; * A continuous cycle and pedestrian link to con nect Castle Gardens to Abbey Park; * A “super-crossing” of the central ring road/High cross St junction to strongly link the Waterside to the city centre and its retail and cultural heart.

Figure 5 - Tour informations. Source: http://route s.bikehub.co.uk/journey/45082373/#map

26 “ Promoting use of the water corridor”, River Soar Action Plan 2014 , accessed 26 June, 2015, http://www.leics.gov.uk/riversoar2014actionplan.pdf 27 Les Newby and Richard Simpson, Pushing Pedals - A survey of attitudes of Cycling in Leicester document, (Leicester: Environ, 1993), 23.

28 “Underlying principles”, Cycle Infrastructure Design, accessed 01 August, 2015, https://www.gov.uk/government/uploads/system/uploads/attachment_data/file/329150/ltn-2-08_Cycle_infrastructure_design.pdf 29 TED, “Happy maps”, TED video, 7:20. November, 2014. http://www.ted.com/talks/daniele_quercia_happy_maps?language=pt-br

Image 33 - The “quietest route” tour map. Source: http://routes. bikehub.co.uk/journey/45082373/#map

59

QUALITATIVE ANALYSIS

1st visit 1

In order to verify the accuracy of data presented in the Bike Hub website about the tour and to verify the quality of cycle route/paths of this route, I did the proposed bicycle tour route in two visits:

On Saturday (04/07/2015), I cycled from Aylestone to Rally park - about half of the way to Watermead Country Park. were as follows: The results

• It was found that street furniture quality along National Cycle Route is improving near Bede Park area;

Image 38 - This photo was taken near St. Nicholas circle and it is part of the National Cycle Route 6.

This is one of the very few examples of horizontal signane through this route. Source: personal archive.

Bad structural aspects:

• There is a lack of cycle path vertical signage through the Aylestone Meadows Nature Reserve paths (which made me feel a bit lost when I went there);

According to the Cycle Infrastructure Design document, “Cycle routes on back streets and off-¬road routes which are the case - need to be clearly signed, and changes in direction should be kept to a minimum”. 30

Image 36 - Public chair – in a better structural condition - near Bede Park along National Cycle Route 6. Source: personal archive.

• There is little or none presence of f street furniture essential to maintenance of a cycling urban space - such as bicycle park structure – mainly in the Aylest one Meadows cycle paths.

Image 34 - Cycle/pedestrian paths inside of Aylestone Meadows: Which path should I choose? Source: personal archive

• In general, there is a reasonable presence of street furniture – mostly: electricity posts, bins and public chairs - along the National Cycle Route, but in some excerpts the quality/ conservation of it is precarious, mainly through Nacional Cycle Route near Aylestone Meadowns Nature Reserve;

Image 37 - Cycle/pedestrian paths located in the entrance of Aylestone Meadows. Source: personal archive.

• Little or none cycle/pedestrian path horizontal signage – the cycle symbol instead of coloured surfaces due to the cost - throughout the whole route. According to the Cycle Infrastructure Design document, “the cycle symbol diagram is particularly useful in junctions” 31 Figure 6 - Waterside area of Nacional Cycle route 6 – Bad quality of public chairs.

Source: personal archive

In addition, some of those street furniture are positioned inadequately as shown in the photography below which was taken between the end of Aylestone Meadows Nature Reserve and NCR 6:

• There are excerpts of shared use between pedestrians and cyclists but some are too narrow for the passage of both – this path is under than one meter width.

During my cycling experience there, I had difficulty to continue my ride because, sometimes a pedestrian appeared in front of me and there was no enough space to both of us. Thus, I had to stop and wait a few moments to continue it.

According to the Cycle Infrastructue Design do - cument, “Where there is no segregation betwe - en pedestrians and cyclists,” - which is the case – “a route width of 3 m should generally be regarded as the minimum acceptable, althou - gh in areas with few cyclists or pedestrians a Image 39 - Example of this type of path in the beginning of Aylestone Meadows narrower route of at cycle/pedestrian path. Source: personal least one-way cycle archive. track: 1.5 metres might suffice.” 32

2

Good structural aspects:

• The quality of cycle path vertical signage along the Nacional cycle route - outside Aylestone Meadows Nature Reserve - is considerable satisfactory;

Image 35 - Street furniture of National Cycle Route near Aylestone Meadows. Source: personal archive.

Figure 7 - There are some photos of junctions the first one is near Rally Park and the second one is near CODE accommodation) throughout the route which do not have this kind of signage. Source: personal archive. _____________________ 30 31 32

“ Networks links and connections”, Cycle Infrastructure Design, accessed 02 August, 2015, https://www.gov.uk/government/uploads/system/uploads/attachment_data/file/329150/ltn-2-08_Cycle_infrastructure_design.pdf “ Signalised junction layouts”, Cycle Infrastructure Design, accessed 02 August, 2015, https://www.gov.uk/government/uploads/system/uploads/attachment_data/file/329150/ltn-2-08_Cycle_infrastructure_design.pdf “Width requirements”, Cycle Infrastructure Design, accessed 02 August, 2015, https://www.gov.uk/government/uploads/system/uploads/attachment_data/file/329150/ltn-2-08_Cycle_infrastructure_design.pdf

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In relation, more specifically, to other aspects such as the environmental quality near the half route - from Aylestone to Rally park - it is important consider the following: * Along majority of the route path, the areas near of it is: Calm and, in general, with little or none car traffic influence and good shade coverage due to the presence of trees - with the potential to increase the quality of life of the cyclist/pedestrian.

Figure 9 - Photographs from the waterside area near Rally park. There are a lot of abandoned old buildings around there, despite of a building construction. Source: personal archive.

On the right bank, there is Friar’s Mill area where, “the City Coun - cil is currently investing £6.5 million to refurbish the listed Friar’s Mill building on Bath Lane as a business hub for small and medium sized enterprises” 34 and there is some historical buildings such as All saits church and Jewry wall.

Figure 8 - examples of vertical signage along NCR 6. Source: personal archive.

On the left bank, there is the Rally Park, some factories and a car park.

• The pavement quality of National Cycle Route excerpt - from the Aylestone Meadows Nature Reserve exit to Bede Park area – is considerably in a good state of conservation;

iimage 40 - Pedestrians and cyclist on National Cycle Route 6 near CODE accomodations next to River Soar. Source: personal archive.

Image 43 - Cycle/pedestrian path covered by trees in waterside area next to Rally Park. Souce: personal archive.

Image 44 - Cycle/pedestrian path shading by trees in the Aylestone Meadows. Pleasant environment for cycling/ walking. Source: personal archive.

• Good use of barriers or bollards in strategical areas – such as junctions with a high traffic street. “If barriers or bollards are required to restrict motor vehicle access to the route, should be highlighted through the use of reflective material or high¬ visibility paint.” 33 - as can be seen in the photo below.

Image 41 - Junction of National Cycle Route 6 with Upperton Road – more security to pedestrians and cyclists avoiding motor vehicle access to the cycle/ pedestrian path. Source: personal archive.

______________________

Image 42 - Excerpt of the national cycle network 6 near Bede park shaded by trees. Source: personal archive.

Figure 10 - National cycle route near Liberty Park and CODE student accommodations. Source: personal archive.

2nd visit Although vegetation/trees be a positive factor in relation, for example, the thermal comfort of the cyclist by the shadow generation, it should consider the following: 33 “Vegetation that is likely to grow higher may be set further back” , preserving the safety of the rider and avoiding accidents by poor visualization of the path, for example.

• Despite this, there are neighbourhoods near some excerpts which are in bad structure situation such as: The waterside area near Frog Island and Rally Park:

On Tuesday (07/07/2015), the research group continue the tour /visit - from Rally Park to Watermead Country Park - , using the “quietest route” proposed by Bike Hub website, in order to verify the quality of cycle route/paths of this route. The results were as follows:

1

Bad structural aspects:

• There are excerpts of pedestrians use such as a little bridge which give access from the left bank to Frog Island. It was observed that this bridge is used not only by pedestrians but also by cyclists as well, but, it is too narrow – less than two meters - for the passage of both at the same time. Thereby, it is going to be interesting if that were possible.

33 “Street furniture”, Cycle Infrastructure Design, accessed 03 August, 2015, https://www.gov.uk/government/uploads/system/uploads/attachment_data/file/329150/ltn-2-08_Cycle_infrastructure_design.pdf 34 “ Regeneration context”, Leicester waterside Supplementary Planning, accessed 15 june, 2015, http://www.ribacompetitions.com/soarisland/info.html

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• The second and third bridges are in the same situation of the previous one with some aggravating in relation to the precariousness of its structure/conservation;

Figure 11 - Photographs of the pedestrian bridge (also use by cyclists) near Rally Park. Source: personal archive.

35

“Whenever people walk, they prefer direct routes and short-cuts. “ and “ In a survey of a Copenhagen square pedestrians were found to cross the square on the diagonal, even though this meant that they had to traverse a sunken area in the middle of the square (…).”

36

Figure 13 - Third bridge next to Grand Union Canal. Source: Personal archive.

Figure 15 - Contrast between the official route - Soar lane Bridge - and more enjoyable – by river.

Which would you prefer? Source: personal archive.

• The neighbourhood of this path (from the first bridge to There are two regeneration project proposed to this area – Leice the path after the second bridge until reach A50 motorway) -ster waterside on Adaptable neighbourhood website and the is in a precarious situation with some historical abandoned one proposed by the Leicester Waterside Supplementary Plannbuildings there; ing document. The first one focuses mainly on buildings and the encouragement of the use of the channel as an access route and, the second one as well the first, focuses on buildings regene - ration and, moreover, consider improving pedestrian/cycling access through the considered stretch by river.

• As in the first part of the route, it was verified the quality/ conservation of the street furniture, mainly public chairs - from Rally Park to the Watermead entrance - except in the abbey park stretch, is precarious and/or not positioned wisely:

Figure 12 - Survey of pedestrian routes on a square in copenhagen. (adapted) Source: Life between build - ings

Most preferred pedestria n way - diagonal (fastest) Regular way

• The path after this bridge is used by cyclists and pedestrians but, it continues to present the same aspects of the previous bridge: narrow, out of the minimum recommended by the Cycle Infrastructure Design document – not much less than 3 meters to areas with few cyclists until reach the next bridge. When I pass through it, I felt very insecure due to the path be too narrow.

Figure 14 - Historical abandoned buildings next to the canal. Source: personal archive.

This excerpt is a very promising area for, among others, use of pedestrians and cyclists since it was observed that they often use it to reach from the Rally park to Abbey Park - because of its proximity of nature elements such as trees and the river, despite this path infrastructure precariousness - instead of the “official cycling route” which pass through the Soar Lane bridge in order to reach A50 and then Abbey Park.

Image 46 - Public chair in a good state of conservationbut positioned in a place where vegetation block the river view.

Source: personal archive.

Image 47 - Public chair located next to the National Cycle Route 6 - stretch near the National Space Centre. Source: personal archive

Image 45 - Narrow Cycle/pedestrian path near Soar Lane.

This path has not the minimum of 1.5 meters one-way recommended by Cycle Infrastructure Design document. Source: personal archive.

Image 48- Public chair located near Rally park. Source: personal archive. ___________________________ 35 Gary Hustwit. “ Urbanized.” , Youtube video, 1h 25m. June 14, 2015. https://: www.youtube.com/watch?v=lIpavqpuO10 36 Jan Gehl, Life between buildings: using public space, (Copenhagen: Arkitektens Forlag, 2001), 139.

62

2

• Pollution of River Soar, mainly in the stretch from Bede Park to Rally Park:

Good structural aspects:

• Most of cycle paths with good vertical signage - less the excerpt that runs from Rally park to the A50 passing through the two bridges and by the Grand Union Canal.

Figure 17 - Electricity posts along National Cycle Route 6 On the left: stretch near Bede Park.

On the right: stretch near National Space Centre. Source: personal archive.

Figure 16 - Vertical sgnage - National Cycle Route 6 near Abbey Park (first photo)and National Space Centre (second photo). Source: personal archive

Also, lighting along the cycle paths is a vital instrument to pro mote a38safety ride at night to the cyclist which is a big issue 39 for women : “Many people, but specially women, raised the issue of personal security in explaining their reluctance to cycle.” “Lighting helps users detect potentialhazards, discourages crime and helps users to feel safe.”

Thus, a well-lit cycle path invites people to cycling through it at night; a bad-lit one does the opposite.

• The pavement quality of National Cycle Route - from the Rally Park to Watermead area - is considerably good without any holes/damage on surface:

GOOD lIGHTING

+

GOOD CYCLEPATH SIGNAGE

+

CONFIDENCE TO CYCLING AT NIGHT

Figure 66 - diagram. Source: personal archive

In relation, more specifically, to other aspects such as the environmental quality along the route (from Aylestone to Rally park), it is important consider the following: • Abundant presence of trees along most of the route, generating shadows through it and thus, promoting a more enjoyable and stimulating environment for walking and cycling;

Figure 18 - Man rowing in the middle of river pollution area near Richard III Bridge.

Source: personal archive.

One of the aims is: “ . Identify issues relating to water quality and management where the partnership might support the work of other bodies.” 40 When I was in thie place - riverside from King Power Stadium to Rally Park, the the first sign of pollution I noticed was the stench. From this, I realized visually the rubbish in the river and took the photos above.

A smelly environment is not attractive to practice sports or even walk.

“The surfaces, landscaping and street furniture should be well maintained and in keeping with the surrounding area.” 41 The River soar is part of the landscape, therefore, it must be well maintained and be an element of attraction to waterside area for pedestrians and cyclists not the opposite.

_-

POLLUTION IN THE RIVER

+

PEDESTRIAN AND CYCLIST ATRACTIVNESS TO WATERSIDE

Figure 19 - diagram 2. Source: personal archive Image 49 - Stretch of National Cycle Route 6 near National Space Centre. Source: personal archive.

Image 50 - Stretch of National Cycle Route 6 – bridge access to Abbey park . Source: personal archive.

Remembering that: the maintenance of lamps is of utmost importance for its proper functioning: “ Cycle routes across large quiet parks oralong canal towpaths times after dark, even if lighting is provided. In these cases a suitable street lit on-road alternative that matches the desire line as closely as possible should be considered.” 37

QUANTITATIVE ANALYSIS

Image 51 - National Cycle Route 6 stretch near National Space Centre.

Source: personal archive.

After the visit and its qualitative analysis, I proposed a quantitative analysis of the tour in order to verify/check the following points:

___________________ 37 “ Street lighting”, Cycle Infrastructure Design, accessed 03 August, 2015, https://www.gov.uk/government/uploads/system/uploads/attachment_data/file/329150/ltn-2-08_Cycle_infrastructure_design.pdf 38 Les Newby and Richard Simpson, Pushing Pedals - A survey of attitudes of Cycling in Leicester document, (Leicester: Environ, 1993), 23.

39 28 “ Street furniture”, Cyclie Infrastructure Design, accessed 03 August, 2015, https://www.gov.uk/government/uploads/system/uploads/attachment_data/file/329150/ltn-2-08_Cycle_infrastructure_design.pdf 40 “The natural and build environment along the waterway corridor”, River soar and grand union canal action plan, accessed 04 August, 2015, http://www.leics.gov.uk/riversoar2014actionplan.pdf 41 “Underlying principles”, Cycle Infrastructure design, accessed 02 August, 2015, https://www.gov.uk/government/uploads/system/uploads/attachment_data/file/329150/ltn-2-08_Cycle_infrastructure_design.pdf

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* The parts of the route which have cycle infrastructure but it is considered dangerous to the cyclist and why;

For this, firstly I gathered the data in the table generated by the Bike Hub website with geographical, directional, etc. informations about the tour. Below is organized this table:

* The parts of the route which have cycle infrastructure and it is considered safe to the cyclist; * Very if the type of roads/surfaces classified on the Bike Hub website are the same in reality;

Table 1 - Cycle tour route description. Source: http://routes.bikehub.co.uk/journey/45082373/#map

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Secondly, I organized the data in a table based on existing one in the Bike Hub website removing the column "time" and adding the "Surface" column (according to the reality) and "Traffic (according to google street view / maps)" and "Traffic (according to reality)" which are relevant to analysis considering those three points mentioned. Thus, we have as result of it the following table:

Table 2 - Cycle tour informations analysis Source: Bike Hub website (adapted).

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Names in represents tour´s stretch that is less favorable to pedestrians and cyclists due to its surface and traffic characteristics.

represents tour´s stretch that is less/ not favorable to pedes Names in - trians and cyclists due to its surface and traffic characteristics but has potential.

From Aylestone Meadows Nature Reserve – 0.8 miles - to Castle Gardens – 2.7 miles (NCN 6, 63).

From Abbey Park - 3.7 miles - to the National Space Centre - 5.3 miles (NCN 6).

Names in represents tour´s stretch that is more favorable (and has pot - ential) to pedestrians and cyclists due to its surface and traffic characteristics In order to evaluate several factors, among others, reliability and fidelity to the re - ality of the route - whose knowledge is of utmost importance for a cycle tour pla - nning - proposed by the website, the table above was quantitatively analyzed the “quietest route” cycle tour option on Bike Hub website, obtaining the follow ing results/conclusions: • Along the entire route, there is a 45, 28 % of accuracy in the street surface type description on the Bike Hub website “quietest tour” proposal when compared with the reality of an on-site visit.

• Along the entire route, there is a 71,69 % of accuracy in the street traffic intensi - ty description - that is, fluidity/permeability for the cyclists ride their bikes - of the Google Street View + Bike Hub website indication when compared with the reali - ty of an on-site visit.

• Thus, the “quietest tour” path from Aylestone area to Watermead park proposed by the Bike Hub website is 58,48% reliable to be consulted by an inexperienced cyclist and / or who are not familiar with the cycle routes of the city of Leicester – due to its accuracy.

Image 52 - Cycle route from Aylestone to Castle. Source: http://routes.bikehub.co.uk/journey/45650379/change.html

Image 53 - Cycle route from Abbey to Space centre. Source: http://routes.bikehub.co.uk/journey/45650379/change.html

• Analyzing the type of surface along the route, according to the table above, there is a good cycling potential – but not a physical one yet - area through the usage by po - pulation, mostly near: From Rally Park – 3.0 miles - to A50 - 3.4 miles (No existing official route).

From Thurcaston Rd - 5.4 miles – to 80 Bath St. – 6.3 miles (mixed of no existing official cycle path and NCN 6).

As verified by the on-site visist, there is a lower fluidity/permeability – because of the intense car traffic - for cycling in the area near St. Nicholas circle than near Aylestone Meadows Nature Reserve but, both of them need improvements in rel - ation to cyclist security: The first one needs to improve the relationship between cyclist and cars and yet, “current upgrades to the ring road will improve pedestrian and cycle access enha - ncing connections to the city centre” 43, and, the second one needs to improve structural aspects of the cycle paths already existent and its connectivity with each other and city centre – not only quantitivity but qualitativity.

“A quality cycle path is vital to the maintenance of cyclist security.” 43 • Analyzing the type of surface along the route, according to the table above, there is already existing cycling infrastructure through the usageby population, mostly near:

_________________

Image 54 - Cycle route from Rally park to A50. Source: http://routes.bikehub.co.uk/journey/45650884/

Image 55 - Cycle route between streets. Source: http://routes.bikehub.co.uk/journey/45650379/change.html

• Demonstrating the opposite of the two previous situations, with a evident lack of/none adequate cycle infrastructure, we have: From Grace Road - 0 mile - to Aylestone Road – 0.7 miles.

From St Nicholas Circle - 2.8 miles - to Richard III Rd - 3.0 miles.

42 “ Southern Gateway ”, Leicester Waterside Supplementary Planning, accessed 18 July, 2015, https://consultations.leicester.gov.uk/city-development-and-neighbourhoods/waterside 43 “ Underlying principles”, Cycle Infrastructure Design, accessed 04 August, 2015, https://www.gov.uk/government/uploads/system/uploads/attachment_data/file/329150/ltn-2-08_Cycle_infrastructure_design.pdf

66

Image 56 - Cycle route from Grace to Aylestone. Source: From St Nicholas Circle - 2.8 miles - to Richard III Rd - 3.0 miles.

Image 57 - Cycle route from St. nicholas to Richard III. Source: From St Nicholas Circle - 2.8 miles - to Richard III Rd - 3.0 miles.

From Watermead Way – 6.6 miles - to Watermead Park - 7.7 miles.

We came to those conclusions from the quantitative analysis of “ Cycling/pedestrian paths surface” and the “Type of Traffic” – inexistent, low and high - existed along the streets and passages that are part of the tour.

• There is a presence of 73,58% of cycle paths along the “quietest route” proposed, with 41,02% of excerpts belonging to NCN 6 and/or 63 routes. It shows that Leicester has a considerable network of cycle paths however, again quantity does not mean quality.

Beside, see a diagram relating the routes available by Bike Hub (Quiestest route - which is what we are looking at - and the rout Fastest) "? How to plan the cyle tour" with points of access (defined in step 2 of the topic ).

Aylestone Meadows Nature Reserve - Start tour point The Magazine

Leicester Castle

Leicester Market

Clock Tower

Rally Park

Abbey Park

Bede park

Jewry wall

All Saints Church National Space Centre

Castle gardens

Leicester cathedral and Guildhall

Quiestest route path

Soar Island Watermead Park Arrival tour point

Fastest route path

One of the topics present in step 2 - historical sites - was inspired by what already exists in Amsterdam/Holland: Touristic routes Amsterdam Metropolitan Area program that defines various cycle routes covering the sights of the city. One of them is present in the document The Importance of windmills for the Netherlands, 44 _____________________ 44

“Route and atracctions”, The importance of windnills for the Netherlands, accesed 07 August, 2015, file:///C:/Users/Mayra/Desktop/Cycle%20route%20windmills%20EN.pdf

figure 20 - Cucle tour diagram. Source: Bike hub (adapted).

67

Chapter 3

Clock Tower

Castle

Watermead Park The Magazine

Market

All Saints Church

Castle Gardens

In order to develop an understanding of aspects of the city’s history and urban design, and the new projects for the Riverside, a schema was organised. It consists on a brief city cycling tour, starting from Aylestone in the south, to Watermead in the north. The diagram represents the tour. Using River Soar as spine, the tour passes through his torical sites, green spaces and areas highlighted in the Leicester Waterside Supplementary Planning Document.

The places are: Watermead Park; National Space Centre; Abbey Park; Rally Park; Soar Island; All Saints Church; Clock Tower; Jewry Wall; Guildhall and Cathedral; Market; Castle; Castle Gardens; The Magazine; Bede Park; and Aylestone Meadows. The diagram also show options of routes.

National Space Centre Leicester Cathedral Bede Park Abbey Park

Jewry Wall

Soar Island

Rally Park

Ayelestone Meadows 69

Conclusion

Conclusion The research project explored the urban structure of Leicester. Divided in three main chapters, it analyzed the real and current situation of the city and also some plans for the improvement of Leicester, such as Leicester Waterside, River Soar Action Plan and Leicester City Core Strategy.

The first chapter contains some historical diagrams: Roman Leicester, Medieval Leicester, Leicester during 18th Century and Leicester during Industrial Revolution (19th Century). The focus of these diagrams was the River Soar, the spine of the origin of Leicester.

The second chapter was intended to individual articles, which were elaborated for each group member. These articles addressed themes related to public spaces, infrastructure for bicycles, mobility, culture, green network and River Soar surroundings.

Some articles presented case studies in order to compare Leicester with another cities. Following, there are the articles and its authors: • Public Spaces: the relationship between the River, Culture and Public Spaces.

Author: Clarissa • River Soar: historical background and an attempt to increase each surroundings value. Author: Tais • Green Network: an attempt to build more sustainable cities. Author: Maiany • Public Spaces and Mobility. Author: Isabel • Cycling around Leicester, United Kingdom. Author: Mayra Finally, the third chapter is a general diagram of Leicester that uses the River Soar as a spine. It consists on a brief city cycling tour, starting from Aylestone in the south, to Watermead in the north, which travels around the riverside and analyze some spaces near the River Soar, such as: green areas, public spaces, historical buildings and areas highlighted in the Leicester Waterside Supplementary Planning Document.

The places are highlighted on the cycling tour are: Watermead Park; National Space Centre; Abbey Park; Rally Park; Soar Island; All Saints Church; Clock Tower; Jewry Wall; Guildhall and Cathedral; Market; Castle; Castle Gardens; The Magazine; Bede Park; and Aylestone Meadows. The diagram also shows several options of routes.

In summary, this research project allowed the understanding of Leicester’s history and the importance of River Soar for the city. An analyze of the real and current situation of the city was done in Tais’ article, with focus on River Soar. Mayra’s article also did this analyze, but related to bicycle path. Isabel’s article presented some case studies about mobility in some cities around the world.

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