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11 Cycle tourism development in the
Peak District National Park, United
Kingdom
Richard Weston, Nick Davies and Jo Guiver
AQ:1
Introduction
The popularity of cycle tourism has to some extent followed that of the bicycle
itself. Right after the development of the safety bicycle1 at the end of the nine-
teenth century, leisure cycling spread rapidly with many benefiting from this low-
cost form of access to the nearby countryside. Cyclists also became more organised:
in the UK the Cycle Tourism Club formed in 1878 and saw cycle tourists traveling
further afield, often using the railways, as bicycles could easily be transported in
guards’ vans (Dickinson and Lumsdon, 2010). In the early part of the twentieth
century, the bicycle became a common form of transport for working class men as
mass production reduced prices and cycling became more egalitarian (Pooley et al.,
2013). The inter-war and immediate post Second World War years were ‘La Belle
Époque’ for cycle tourism. During a visit to London in 1934, Lee observed that
‘on fine Sunday mornings, while horses rested, Putney High Street filled up with
bicycles – buxom girls in white shorts chased by puffing young men, old straw-
hatted gents in blazers, whole families on tandems carrying their babies in baskets,
and all heading for the open country’ (Lee, 1992, p. 247).
Cycling generally declined in popularity from the middle of the twentieth cen-
tury, both as a means of transport and a leisure activity, with the increase in private
car ownership. By the end of the century, apart from a few notable exceptions, it
had become a niche leisure activity (Dickinson and Lumsdon, 2010; Pooley et al.,
2013). Yet cycling remains popular in some parts of Denmark, Germany and the
Netherlands as a transport mode, and in some countries, including Austria and
France, for holiday purposes (Lumsdon et al., 2012). Over recent decades, for exam-
ple, Austrian regional and local authorities have invested in the Danube cycle route
(Donauradweg), which is now one of the most popular in Europe (Dickinson and
Lumsdon, 2010).
Cycle tourism can be divided into three main categories: cycle touring/cycle
holidays, holiday cycling and day cycling. These are defined by the importance of
cycling in the trip, the duration of the trip and, to some extent, the cycling profi-
ciency required. The first of these categories is the one most often identified with
cycle tourism though it attracts often the smallest group. It is normally under-
taken by more experienced cyclists who like holidays where cycling is the principal
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Cycle tourism development 141
activity. The main distinction between cycle touring and cycle holiday is that the
former implies travelling from place-to-place, often following long-distance multi-
day linear or (more rarely) circular routes, whereas the latter revolves around a
single base from where a day’s cycling normally begins and ends, sometimes with
the support of public transport. The second category typically represents a greater
share of cyclists, though this can vary depending on the location and the type of
cycle route. Here cycling is one of a number of activities undertaken while on
holiday and is therefore not the primary motivation for destination choice. The
level of cycling experience required can vary within this group, but people doing
holiday cycling are typically less experienced and prefer traffic-free cycle routes.
The third category groups less experienced cyclists travelling from home to enjoy
an easy day of cycling often in the company of friends and family. This is in almost
all circumstances the largest demand segment and, given the generally low level of
cycling experience, is drawn to traffic-free routes or quiet roads (Downward and
Lumsdon, 2001).
This distinction is important as it impacts strongly on the choice of destination
for cycling. Studies suggest that cycle tourists are generally motivated by pleasant
surroundings, such as open countryside and wildlife, while enjoying mild exer-
cise (Lumsdon et al., 2012). Converted disused railway-lines are popular as they
offer moderate slopes and a variety of vistas from cuttings, embankments and via-
ducts, and are generally constructed as greenways exclusively for non-motorised
users, cyclists, walkers, horse riders, disabled users. Infrastructure is the key factor in
encouraging cycle tourism: consistent investment pays long-term dividends. This
was very well understood in Spain, for example, where the Spanish greenways, or
Vias Verdes2, program was started in 1993 by the Spanish Ministry of Public Works,
Transport and Environment, in partnership with the two state railway companies
(the former RENFE and FEVE, now integrated in ADIF) and the Ferrocarriles de
Vía Estrecha (narrow gauge railways). Together they created the Spanish Railways
Foundation (FFE), which would be responsible for the development of the pro-
gram. An inventory of the disused railway lines, buildings, bridges and viaducts
identified over 7,500 kilometres of disused railway lines and almost 1,000 stations.
Using the greenway concept developed in the UK and USA as a benchmark, in
20 years the FFE in partnership with local and regional organisations created over
100 greenways, totalling around 2,000 kilometres of traffic-free routes, which are
used to promote active tourism and a healthy lifestyle for the local population.
Additionally, over 70 railway stations have been refurbished providing accommoda-
tion, refreshments, bike rentals and other cultural facilities.
In Switzerland, a national network for non-motorised traffic has been established
promoting active forms of travel for leisure and tourism. The Veloland network,
which saw 3.3 million users in 1999 (only one year after it was launched), was later
renamed SchweizMobil and broadened its target market to include hiking, moun-
tain biking, skating and canoeing in addition to cycling (Lumsdon et al., 2012). One
of the main reasons for its success has been the cooperation between stakeholders,
including federal departments, cantonal offices, local authorities, the Principality of
Liechtenstein and the various non-motorised traffic specialist organisations, such as
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142 Richard Weston, Nick Davies and Jo Guiver
the Cycling in Switzerland Foundation. The creation of a network of national and
regional routes, bicycle rental schemes and accommodation providers as well as the
work with public transport companies have also encouraged multi-modal travel
with bicycles carried on trains, buses and boats.
This chapter explores the benefits of developing cycle tourism in national parks
as a strategy for improving access to and mobility within the park while mitigating
some of the impacts normally associated with leisure travel, such as traffic conges-
tion, atmospheric pollution and noise (Mundet and Coenders, 2010). In the United
Kingdom (UK), the establishment of national parks was originally driven by the
two potentially conflicting objectives of conserving (and enhancing) natural beauty,
wildlife and cultural heritage, and promoting opportunities for the understanding
and enjoyment of the special qualities of natural areas. Public access and landscape
preservation are not always complementary activities: when conflict does arise, there
is a general principle that conservation takes priority. The 1995 Environment Act
further added to the duties of national parks, requiring them to seek to foster the
economic and social well-being of local communities within the parks, expanding
areas of potential conflict. Among other protected areas, the Peak District National
Park (PDNP) has a history of promoting cycling and has recently been successful in
obtaining funding to further strengthen its position as a popular cycling destination.
This is the context that will be analysed in this chapter.
Study area
The Peak District National Park is located at the geographic centre of England and
was the first UK national park to be officially designated in 1951. It covers around
1,438 square kilometres of mostly upland areas and can be divided into three areas:
the White Peak, Dark Peak and South West Peak. The White Peak’s limestone pla-
teaus and rolling dales are home to the park’s main settlements. The area is mainly
grassland used for dairy farming, with some broadleaved woodland cover and small
chalk stream and rivers. The Dark Peak, which is much less populated than the
White Peak, presents grit stone outcrops, upland heath and bogs that are more
suited to hill farming, with some grouse shooting occurring on the uplands. The
area also forms the southern end of the Pennine Mountains and many of the local
valleys have been flooded to create reservoirs supplying water to the surrounding
urban areas. The South West Peak, which is also sparsely populated, is a mixture of
upland moor and lowland pasture, with mixed stock farming use.
The PDNP lies predominantly within the county of Derbyshire, but also cov-
ers parts of Staffordshire, and Cheshire. It is surrounded by a number of indus-
trial towns and cities, including Manchester, Sheffield, Stoke-on-Trent, Derby and
Nottingham and as a result over 16 million people live within one hour’s drive of
the park’s edge (Figure 11.1). The park attracts over ten million visitors annually
with 85 per cent of them arriving by car, creating over four million car journeys
every year3.
The PDNP has a resident population of around 38,000. Almost 90 per cent
of local inhabitants have access to a car and the average car ownership is 1.6 per
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Cycle tourism development 143
household, compared to an average of 75 per cent and 1.2 respectively for the rest
of the country. Recent years have seen the average age of the park’s population ris-
ing, which is possibly one of the causes of increased car ownership. The combined
impact of private car use by residents and visitors to the park has seen traffic flows
almost double over the last 30 years and as a result there is limited capacity for fur-
ther growth, either in traffic levels or car parking.
The PDNP is crossed east-west by rail lines connecting the west coast and mid-
land main lines, which provide fast access to London: two hours from Manchester
and one and a half hours from Derby. Many of the cities surrounding the park will
have their rail connections improved as part of the ‘Northern Hub’ development,
strengthening access and shortening journey times.
Beside the traditional tourism directed to the honeypot sites, such as the market
towns of Ashbourne and Bakewell, there is a long history of developing and pro-
moting active tourism in the park. Recreational walkers constitute the backbone of
this, but both cycling and rock climbing are popular in the park. Cycling especially
Figure 11.1 The Peak District National Park (PDNP), located at the geographic centre of
England, is surrounded by various cities including Manchester, Sheffield and
Stoke-on-Trent.
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144 Richard Weston, Nick Davies and Jo Guiver
has enjoyed increase in popularity following the recent successes of national teams
and individuals in sport cycling.
Cycling in the Peak District: current situation
The PDNP has long recognised the benefits of cycle tourism in achieving its key
objectives of conserving the natural beauty and cultural heritage while promoting
opportunities for the understanding and enjoyment of the public. Cycling as an
activity and access mode is less intrusive, has a lower environmental impact than
most other forms of transport and is more socially inclusive. Developing cycle
tourism can also help the park achieve the more recent obligation to promote the
economic and social well-being of local communities within the park.
Over the last 35 years, the PDNP has created a number of traffic-free trails by
mostly converting decommissioned railways (Table 11.1). Although these have been
somewhat opportunistic developments, they have established, along with the crea-
tion of mountain bike routes, the Peak District as a popular destination for leisure
cyclists. Cycle routes around reservoirs and along canal towpaths have also been
created, providing further opportunities for family-friendly cycling.
The steady growth in demand for leisure cycling within the park has supported
an expansion of the businesses servicing the sector, particularly bike rentals (both
publicly and privately owned), but also cycle shops and cafés. The bike rentals have
been particularly important in encouraging ‘non-cycling’ visitors to try out cycling
as an activity during their visit to the park. The availability of traffic-free trails has
of course played a key role in this, as safety is an important issue for inexperienced
cyclists (Pooley et al., 2013).
Over the past decade, the PDNP has also developed an electric bike network
covering much of the southern and central areas of the park to foster cycling
among inexperienced visitors. The network provides charging points at a number
of popular attractions, such as cafés, as well as in the market towns, which act as
Table 11.1 Traffic-free trails in the Peak District National Park.
Name Length Established
The Manifold Trail 14 kilometres 1937
The Tissington Trail 21 kilometres 1971
The High Peak Trail 28 kilometres 1971
The Monsal Trail 14 kilometres 1981
The Transpennine Trail 26 kilometres (within the
PDNP) 2001
The Thornhill Trail 2.4 kilometres
AQ:2
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Cycle tourism development 145
hubs. The PDNP also has a wealth of bridleways4, green lanes5 and quiet lanes suit-
able for mountain bikers, and three challenging road climbs popular among sport
or club cyclists, one of which featured in the 2014 Tour de France Grand Départ.
These elements provide visitors with opportunities to leave their cars at home or
holiday accommodation and explore the park by bike.
As suggested earlier, the development of the traffic-free trails within the PDNP has
been opportunistic as it largely occurred where existing infrastructure had become
redundant and when funding was available. While this has delivered a number of
popular trails, they are often disconnected, both from each other and from urban
areas. The lack of connection between trails has reduced the opportunity to create
circular rides, especially for families and less experienced cyclists, and in some cases
has encouraged the illicit use of footpaths leading to conflict with other users6. Even
where the trails are in close proximity to each other, there is a general lack of signposts
that thwarts visitors willing to undertake circular rides using quieter public roads.
One of the main disadvantages of utilising disused railway lines for cycle trails is
that they can create a ‘corridor mentality’. In fact, while segregation was important
for safety reasons when in use as an operational railway, it often reduces the econ-
omic and social benefits to communities near the cycle trails, as cyclists are either
unsure of the facilities available nearby or discouraged from visiting them as they
have to leave the trail often using relatively busy public roads. This in turn has had
an impact on the awareness of some associated service providers, and has resulted,
for example, in relatively few taking up the ‘Cyclists Welcome’ accreditation within
the PDNP, despite its popularity as a cycling destination.
Urban areas in and on the edge of the park could act as hubs encouraging the
use of public transport, but the poor connection to these areas encourages the use
of private cars to access the park and travel within it, conceivably increasing traffic
levels rather than reducing them.
All of the above issues, combined with the poor connection of the park with sur-
rounding urban areas, have created a situation where around 85 per cent of visitors
arrive by car. This clearly generates congestion and conflict between cyclists and driv-
ers on some routes at peak hours, especially where trails enter urban areas. Cycling
could be a popular activity in the shoulder months, the early and late parts of the hol-
iday season, but the lack of awareness within the local business community of the cycle
tourism market has resulted in a highly peaked season, with low off-season demand.
Cycling in the Peak District: future perspectives
The PDNP was keen to build on its existing cycle tourism product. In 2009, the
park received a grant of £2.5 million from Cycling England7 and the Department
for Transport to fund a project called ‘Pedal Peak District’. The project included
both hard and soft measures including reopening of four tunnels along the Monsal
Trail to create a continuous traffic-free route of 14 kilometres, cycle training and
bike maintenance. To ensure that the momentum was maintained, the PDNP began
to develop a cycling strategy in early 2013 and held the Peak District Cycle Summit,
inviting participants from local authorities (including those in neighbouring areas),
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146 Richard Weston, Nick Davies and Jo Guiver
national government (Department for Transport), cycling organisations and other
third sector groups. This inclusive forum recognised that not only did the author-
ity need to achieve a consensus supporting future plans but that the opportunities
for funding were likely to be diverse (e.g. facilities designed primarily for utility
cycling could also be used in a leisure context and vice versa). The key objective of
the summit was to develop a cycle strategy for the wider PDNP that could link the
park to the surrounding areas. Hence, two main tasks were set: to map all the gaps
in the network, both within and outside the park, and to develop ideas that would
improve cycling within the park, such as road crossings, cycle storage, etc. The del-
egates were then asked to rank these ideas according to two criteria: deliverability
and impact. This process helped prioritise ideas for a new funding application.
The Wider Peak District Cycle Strategy (WPDCS) identified five areas where
cycling could benefit the Wider Peak District and the park itself:
• Economic: the initial investment in cycling encourages visitors to spend more
in the local economy.
• Health and Well-being: in addition to the individual physical and mental health
benefits from cycling, there are wider health benefits from reduced vehicle
emissions and noise pollution.
• Community: additional leisure opportunities, increased travel sustainability and
more socially equitable access to employment and other facilities.
• Transport: improved opportunities for both the local communities and visitors
to travel on foot and by bike while reducing congestion in some of the busiest
areas in the park.
• Personal discovery, fun and development: opportunities to discover the sur-
rounding countryside in safety, particularly areas that would not normally be
accessible.
The strategy creates a hierarchy of main, secondary and complementary routes.
The main routes will form the backbone of the network connecting to surround-
ing towns and cities, while the secondary routes will connect market towns, railway
stations, residential areas and key attractions to the main network. The comple-
mentary routes will support the main and secondary networks with connections to
other places. The development of the main and secondary routes will be prioritised,
while complementary routes will be realised as opportunities arise.
In particular, the WPDCS sets out four themes in order to achieve the park’s
ambition:
• Increase the network of routes,
• Support cyclist-friendly infrastructure to stimulate the cycling economy,
• Promote the Peak District cycle experience, and
• Develop sustainable transport packages.
In 2013, the PDNP, together with four local authorities, submitted a bid for
£5 million, with £2.5 million match funding, to the Department for Transport’s
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Cycle tourism development 147
‘Linking Communities – Grants to support cycling in National Parks’ initiative.
The ‘Pedal Peak Phase II – Moving Up A Gear’ is a combination of both hard
and soft measures to develop cycling. Four new cycle routes will be created and
a Cycle Friendly Places Grant Fund, open to community organisations as well as
local businesses, will be established to improve provision for recreational cycling in
and around the park. The new routes will begin the process of connecting some
of the existing routes, both to each other and to urban areas, providing direct cycle
access to Sheffield and Stoke-on-Trent on a combination of on-road and traffic-
free routes, and direct rail links to Manchester, Sheffield and Derby. These improve-
ments will allow 3.5 million people direct rail or cycle access to the park.
Discussion
The recent cycling success of UK athletes, both in the Olympics and the Tour
de France, has stimulated a resurgence of interest in cycling, especially for leisure
purposes. Besides that, visitors to parks are getting more aware of the environ-
mental impacts of tourism, this boosting the demand for lower impact activities.
The combination of an increased interest in active tourism (driven by a desire to
increase personal health and well-being) and the growing interest in the natural
environment suggests that it is a good time to be encouraging further development
of cycle tourism within the PDNP.
While many of the current trails are at capacity, particularly during peak times,
considerable potential exists away from these periods. There are also opportunities
to add new trails to the existing offer creating a wider network, including connec-
tions to the neighbouring urban areas around Manchester and South Yorkshire. The
expansion of the network would not only relieve congestion on the busiest trails,
but has the potential to mitigate car traffic by encouraging some visitors to use the
bicycle to reach the park. The expanded network would also allow multi-modal
journeys, with visitors able to travel by train and bike, and would increase economic
and social benefits.
However, it is important to maintain a reasonable balance between an increase
in demand and the availability of cycling offers, such as new traffic-free trails and
cycle-friendly accommodations. The PDNP is already popular with cyclists, but
allowing demand to outstrip supply could increase the areas of conflict and have a
longer-term detrimental impact on this popularity, the viability of future develop-
ment plans and eventually the goodwill of local communities.
The development of cycle trails and other forms of countryside access in the
UK are often confronted with resistance from other users, particularly landowners.
The majority of land in the UK is privately owned and any new access arrange-
ment has often to be negotiated with the owner and others who may have an
interest, such as tenant farmers. Some elements of trail development may require
planning consent from local authorities. The development could be open to scru-
tiny from the local population, as some people are resistant to change, particularly
if this is likely to impact on their lives (e.g. noise or disturbance during construc-
tion, excessive presence of visitors). There are also special interest groups who may
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148 Richard Weston, Nick Davies and Jo Guiver
need to be consulted, such as wildlife organisations or sport groups (e.g. fishing or
shooting clubs). These can all cause additional delays to the planning and develop-
ment process, and in some cases prevent it from taking place. However, the PDNP
has encouraged these groups to engage with the planning process at a relatively
early stage, mitigating some of the risk.
Other regions of the UK and national parks have also recognised the potential
economic, social and environmental benefits of cycle tourism: the market is already
competitive and is likely to be increasingly so. However, the PDNP has a long
history of developing cycle routes and has been actively supported by Derbyshire
County Council: the local authority in which most of the park lies. Over the last
three decades, a good all round cycling offer, both on and off road for all levels of
proficiency, has been developed, contributing to make the PDNP a cycling holiday
destination.
In terms of delivering the aims of the WPDCS, the new Pedal Peak project will
help fill the gaps in the existing network. This will reduce congestion at some of the
current popular access points, particularly in the urban areas, and will create some
extended riding possibilities for those who stay longer in the park. Nonetheless,
the discontinuity of the new traffic-free sections will remain a barrier to the less
experienced cyclists who dislike the considerable slopes and traffic levels of the
park’s roads.
The improved connections should encourage more cyclists to start and end
their journeys in the market towns, as this would raise awareness among the busi-
ness community about the role of cycle tourism for the local economy. Anyway,
the PDNP will need to implement further soft measures, such as encouraging
accommodation providers to obtain ‘Cyclists Welcome’ accreditation, as well as hard
measures, such as clear signing to cycle-friendly businesses, to ensure the economic
benefits are fully realised.
Increasing the potential for multi-modal journeys, particularly train and bike
on the newly formed White Peak Loop, should be another priority to help reduce
the number of car-based trips. Nonetheless, at present, this is thwarted by the
limited bike load capacity (i.e. two bicycles per train) on some of the older rolling
stocks operating into the two market towns that are currently the main access sta-
tions for the PDNP. A bus service with the possibility to carry bicycles, such as that
operating between the traffic-free sections from Stoke-on-Trent, is also an option,
but tourists may have problems accessing this type of service.
Conclusion
The Pedal Peak Phase II project attempts to strike a balance between the often
conflicting objectives of the PDNP, namely encouraging public access and pre-
venting the negative environmental impacts of such access. The project has also
aimed to promote the economic and social well-being of local communities, and
this often means encouraging tourism, as other opportunities for employment are
limited. Cycling, along with other forms of active tourism, has a relatively low
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Cycle tourism development 149
environmental impact, but can offer significant economic and social benefits if well
managed.
The presence around PDNP of large urban conurbations that are home to
almost a quarter of the UK’s population suggests that access to the park will be an
ongoing issue. The initiatives so far must be seen as a work in progress, but useful
lessons can already be taken from them. First, long-term investment in traffic-free
cycle routes has seen the park develop into a popular cycle tourism destination
encouraging economic development beyond the traditional honeypot sites, while
reducing some of the environmental issues commonly associated with tourism (e.g.
pollution, noise, etc.). Second, by recognising that the park authority is not an iso-
lated entity and involving other stakeholders early in the process, the PDNP has
overcome much of the potential resistance to its plans and has in fact been actively
supported with significant resource commitments. Finally, by developing a strategy
that clearly sets out the current position, the long-term objectives and the benefits
that will derive from the strategy, the park has successfully attracted funding to
achieve its goals.
Notes
1 Unlike its predecessors, on the safety bicycle the rider’s feet were near to the ground and
the pedals drove the back wheel.
2 Literally translates to ‘green route’.
3 Based on an average car occupancy of two (Department for Transport, 2013).
4 Similar to public footpaths but also permits horse riding and bicycles.
5 Unsurfaced roads open to motorised traffic.
6 Footpaths are generally reserved for walkers and pedestrians and in some cases fines can
be issued for improper use.
7 Now abolished, Cycling England was an independent body funded by the Department
for Transport to promote cycling in England.
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Author Queries
AQ1: Please approve shortened running head for this chapter.
AQ2: Should there be a year for The Thornhill Trail?
Sustainable_Transportation_Ch11_1PP.indd 150 21/03/15 6:17 PM
