Hello Simon,It is worth looking at the data on who actually benefits from these projects, as the economic and safety case extends far beyond just the people using bicycles.When local authorities and Transport for London (TfL) assess transport schemes using official Department for Transport (DfT) frameworks, they calculate a project's Benefit-Cost Ratio (BCR). A transport scheme's BCR is not a narrow financial ledger; it translates broad social, health, and environmental impacts directly into hard economic value returned to the public.To look at real money rather than abstract ratios, the data shows that active travel investments routinely deliver some of the highest financial returns available on the public network:* TAXPAYER VALUE FOR MONEY: The DfT officially classifies any project returning more than £4 for every £1 spent as "Very High" value. While capital-heavy road projects and motorway upgrades typically yield returns of only £1.50 to £3.70 per £1 spent (which are often eroded over time by induced traffic), active travel schemes average £5 to £13 returned for every single pound invested. In fact, some high-performing urban schemes reach returns of £19 to £35 per £1 spent, making them exceptionally cost-effective.* HEALTHCARE SAVINGS: Increased daily movement lowers rates of obesity, heart disease, and mental health issues. Over 50% of the real-money returns inside a cycle lane's business case come from these public health improvements, which directly reduce pressure and financial burdens on the NHS, benefiting all local taxpayers.* WORKPLACE PRODUCTIVITY: Physically active commuters take up to 27% fewer sick days, which significantly reduces absenteeism costs for local businesses and boosts the wider economy.* CONGESTION AND INFRASTRUCTURE RELIEF: Fewer cars on the road lower the public costs associated with traffic delays, heavy road maintenance, and air pollution. The appraisal models calculate the exact currency savings of removing cars from gridlock to show how this protects public funds.* A LOCAL VALUE COMPARISON (C9 VS. HAMMERSMITH BRIDGE): We can see exactly how this works by comparing two projects right on our doorstep. Transport for London's strategic active travel routes, like Cycleway 9 (C9) here in Chiswick, deliver high-velocity economic payback. Because the capital investment to create a segregated cycle track is relatively low, its compounding health, safety, and decongestion benefits mean the infrastructure can completely pay for its initial costs within just a few years of operation.In sharp contrast, Hammersmith and Fulham Council's recent cabinet reports confirm that a full engineering restoration to reopen the 139-year-old Hammersmith Bridge to modern car traffic would cost an estimated £300 million. Because cast-iron suspension bridges require massive structural overhauls to bear vehicle loads, the council formally concluded there is "no financial option available" to make it viable for cars. The extremely low economic return on that £300 million investment means it would likely never pay itself off, requiring a permanent toll on drivers just to fund its upkeep.WHAT ARE THE HARD FACTS LOCALLY FOR W4 AND CYCLEWAY 9 (C9)?We don't need to look at abstract national data to see how this works; we can look directly at the long-term evaluation data from TfL and the Metropolitan Police for our own high street:* SIGNIFICANT SHIFT IN TRAVEL HABITS: TfL traffic counts showed a 60% to 72% increase in weekday cycling along Chiswick High Road after C9 was introduced. On any given day, up to 2,700 people use the route, meaning bikes now make up roughly 20% of all "vehicles" using the high road corridor during the day.* IMPROVED ROAD SAFETY FOR EVERYONE: Real data contradicts the idea that cycle routes create danger. According to Metropolitan Police STATS19 road safety data evaluated over the long term, overall road user casualties halved (reduced by over 50%) on the Chiswick High Road section since Cycleway 9 was fully implemented. Crucially, cyclist casualties dropped by almost two-thirds. Separating bikes from the main flow of traffic into a dedicated space makes the environment more predictable for drivers, removes cyclists from the pavements, and better shields pedestrians from motor vehicles.* ADDRESSING THE "RULE BREAKING" CONCERN: Road safety and rule-following are incredibly important for everyone on the network—regardless of whether they are behind a wheel or on a saddle. However, transport planners have found that bad behaviour on a bike is often a symptom of poor or absent infrastructure. When cyclists feel forced to negotiate hostile junctions, share narrow spaces with heavy HGVs, or dodge vehicles encroaching on their space, they are far more likely to take unpredictable, defensive actions to feel safe. Providing a world-class, clearly defined, and segregated lane like C9 anchors cyclist behaviour. It removes them from pavements, organizes them into their own distinct traffic flow, and significantly increases compliance because the infrastructure is designed to work safely for them.* DECONGESTION: Every person who represents one of those 2,700 daily journeys and has shifted a short neighborhood trip to active travel is one less car sitting in the local queue. This directly frees up tarmac capacity and reduces delay times for delivery drivers, buses, tradespeople, and those who genuinely have no option but to drive.* HIGH STREET RESILIENCE: Residents who walk, wheel, or cycle to local centres visit more frequently and spend up to 40% more over time than those arriving by car. Giving people a safe, segregated environment turns the high street into a destination to linger in, rather than just a congested thoroughfare to drive through.The infrastructure itself isn't a luxury for a minority. It is a highly efficient economic and safety tool that protects public health, boosts the W4 economy, and reduces traffic for drivers.
Hans Lund-Sorensen ● 17d