• residential areas,
• schools and colleges,
• workplaces,
• shops, and leisure facilities

Ultimately the network aims to allow all cycle trips to be made on safe routes and for these trips to be as convenient by cycle as they would be by car. This means that routes need to be direct and continuous, as well as safe. To achieve this, a combination of on-road and off-road facilities have been introduced. Locations posing particular difficulty for cyclists, such as large junctions, are either avoided or modified. Cyclists are not a single homogeneous group. Some are prepared to take a small detour to avoid busy routes or get away from traffic altogether others will take the shortest and quickest route regardless of traffic levels and speeds.
Many people who enjoy using quiet, traffic free routes during daylight hours would not do so after dark. This is due to the feeling of insecurity caused by remoteness. A dual network is therefore emerging to cater for different types of cyclists and different trip purposes. The most popular routes are traffic free, well lit, in full public view and more direct than the alternative road.Since the proposed network was developed, 100km have been constructed. This includes;

• completely traffic free routes
• off-road tracks adjacent to the highway
• signed routes along quiet roads
• on-road cycle lanes together with the highway
• special facilities at junctions.

The network is made up of about 60km off-road and 40km on-road.

The York cycle network is largely made up of radial routes to the city centre, although this is not entirely the case. However, as many cycle trips tend to be fairly local they are often entirely suburban. Nevertheless the city centre remains the focus for very many trips and so the major routes follow this pattern.

The city centre

The single most important feature of the central area is the large pedestrian priority zone. Here motorised traffic is strictly controlled throughout the day. It is excluded completely during the core shopping hourswith the exception of certain permit holders who are allowed on specific routes. In effect the zone is pedestrianised at these times.
Cyclists are allowed special privileges. Outside core hours they are allowed to cycle unhindered in the foot streets. Within the core hours cycling is not permitted. But, cycle parking facilities are provided both within the foot streets and, in larger numbers, at the edge of the zone. There are over 1000 secure cycle parking spaces in the central area.

In addition a virtually traffic free route has been provided for cyclists skirting around the edge of the foot streets. This works like an inner ring route for cyclists crossing the city centre on the north-south axis. They do not have to do battle with the busy traffic that inevitably surrounds the pedestrian foot streets. This route is made up of several residential streets that are closed to through traffic except cycles. As well as providing the north-south route it also gives good access to a large cycle parking area on the edge of the foot streets.