'Back to the Future' findings for cycling in MK

Oct 15

3 min read

Led by Dr. Jonathan Flower of the University of West England (UWE), Cycling Citizens MK collaborated in the two-year 'Back to the Future' research project (2024-26) with MK City Council, The Open University and Trek UK. The goal was to establish what role cycle-speed vehicles could play in a sustainable Milton Keynes of the future, shaped by the people of MK, and to understand how the cycling environment could be more inclusive.

Key learnings (full report and slides below)

Redway network not equitable
The 200 miles of Redways that bring such pride to many in Milton Keynes and attract some people to travel from outside to use them as leisure routes at weekends have not been maintained to an acceptable and consistent level. Parts of the network are no longer functionally usable to many. This status quo is not equitable and some of the poorest people in the city must bear the cost, for example by paying for taxis to access amenities because the cycling network does not reach them or is poorly maintained and considered unsafe or inaccessible for them and their children to use. Children, young people, women and older people are disproportionally affected.
Impact of safe routes to school
Prioritising safe walking and cycling routes to schools in Milton Keynes for all pupils would likely have the biggest impact on the most households and help to redress the imbalance in who is able to use the existing network. This involves investment in infrastructure but also addressing social issues such as supporting ‘bike buses’ and tackling anti-social behaviour on the Redways including parking and the use of fast illegal escooters and e-bikes.
CMK 'hole' needs filling
The cycling network has a glaring hole in the middle when riders reach the city centre. Investment to develop the network further must fill this void with safe, visible, separated cycling connections from Milton Keynes Central railway station to Campbell Park and at various points from east to west across the city centre. This will not only join the missing dots enabling cyclists and scooter riders of all ages to reach key destinations safely, but it will also make the option to cycle and ride a scooter much more visible.
High cost of high-speed roads unfair
The relatively low-budget allocation to the walking and cycling network is in stark contrast to the high levels of funding, in comparison with other cities, allocated to maintaining a premium network of 200 km of highspeed roads with overhead lighting (the ‘grid roads’). This has implications for the most deprived households and benefits the more advantaged. High-speed roads are very expensive to maintain and light, compared with lower speed roads. If savings were made by lowering speeds, they could potentially be used to fund the relatively low costs required to service the walking and cycling network. Additionally, the points where highspeed traffic enters low speed residential areas from the grid roads, are particularly dangerous where walking and cycling crossings are present. Lower grid road speeds, design changes and improved visibility could help make these crossings safer.
Economic opportunity of evolving micromobility
The (walking and) cycling environment is no longer just a space for walking and cycling, but increasingly also a place for micromobility and various forms of e-delivery. The space needs to evolve to accommodate this which will in turn will bring economic benefits.