Cycling in Wirral: Infrastructure, Policy and Impact

Existing and Proposed Cycling Infrastructure

Wirral benefits from a mix of coastal, rural, and urban cycling routes. The Wirral Way is a flagship off-road trail – a 12-mile (19km) traffic-free path along a disused railway from West Kirby to Hooton​. [wirral.gov.uk]

It offers scenic riding through Wirral Country Park, with views over the Dee Estuary, and forms part of the National Cycle Network Route 56​. [wirral.gov.uk]

Urban areas have on-road cycle lanes and signed quiet routes, plus seaside promenades (e.g. between Seacombe Ferry and New Brighton) popular with recreational cyclists. Overall, Wirral Council maintains 100+ miles of public footpaths, bridleways, and cycle tracks across the borough​. [wirralintelligenceservice.org]

The Wirral Way rail-trail provides a level, scenic cycle path along the peninsula’s western flank, exemplifying the borough’s existing leisure cycling infrastructure. Spanning 12 miles from West Kirby to Hooton, it forms part of Wirral Country Park and the National Cycle Network​. [wirral.gov.uk]

Such off-road routes are key assets for recreational cycling and tourism. Other established facilities include coastal promenades (e.g. the Seacombe–New Brighton waterfront), on-road bike lanes, and signed quiet-road routes that together make up over 100 miles of paths and tracks maintained by the council​.

[wirralintelligenceservice.org]

In recent years, Wirral has developed a Local Cycling and Walking Infrastructure Plan (LCWIP) in coordination with the Liverpool City Region. A Core Active Travel Network (CATN) of 28 strategic routes has been proposed to improve connectivity for cyclists, pedestrians and “wheelers” (mobility aid users) across the borough​. [wallaseyconservatives.com]

These routes aim to link residential areas with key destinations – town centres, schools, employment sites, parks and transport hubs – via safe, direct corridors for active travel​.

The CATN is planned in five phases over 15+ years: Phase 1 (within 3 years), Phase 2 (3–5 years), Phase 3 (5–10 years), Phase 4 (10–15 years), and Phase 5 (beyond 15 years)​. [haveyoursay.wirral.gov.uk]

Early phases focus on urban Birkenhead and Wallasey, while later phases extend to suburban and rural areas. For example, Route 1 in the CATN runs from Liscard (Wallasey) to Birkenhead, slated in Phase 1, whereas a later Route 27would connect Greasby to West Kirby in Phase 5​. [haveyoursay.wirral.gov.uk]

Several projects are already in progress or funded as part of this network. A Birkenhead to Liscard Active Travel Corridor (3.5 miles) has been designed to link Birkenhead town centre, Hamilton Square station, Woodside Ferry, the Wirral Waters redevelopment, Seacombe Ferry, and up to Liscard Town Centre​

[haveyoursay.wirral.gov.uk]

This route will feature improved pavements, crossings, protected cycle lanes or quiet streets, ample bike parking, and traffic-calming (including some one-way sections and 20mph limits)​. [haveyoursay.wirral.gov.uk]

The estimated cost is £10 million, to be funded through the City Region Sustainable Transport Settlement (CRSTS) via the Liverpool City Region Combined Authority​. [haveyoursay.wirral.gov.uk]

Subject to final approval, detailed design work on this Birkenhead–Liscard scheme will proceed in 2024, with construction likely in 2025–26​ [haveyoursay.wirral.gov.uk]

Notably, this forms Phase 1 of a longer Birkenhead–New Brighton route (with Liscard–New Brighton to follow in a later phase)​ [haveyoursay.wirral.gov.uk]

Another priority is a Leasowe to Seacombe Ferry corridor (~3.7km) identified in the regional LCWIP Phase 1​.

Planning for a second major route – connecting New Brighton with Birkenhead via Liscard – is also underway as part of the city region’s key network​

These strategic routes will be complemented by local cycling improvements (e.g. links through residential areas and green spaces) to ensure a cohesive network​

Some infrastructure has already been delivered: for example, Tower Road at Wirral Waters was upgraded in 2020 with bike-friendly design as part of docklands regeneration, and temporary “pop-up” cycle lanes were introduced in 2020 on New Chester Road (Birkenhead) and Fender Lane (Moreton) using government Active Travel Fund monies.​ [wirralview.com]

Those 2020 schemes – which reallocated road space to create segregated cycle lanes – are now under review to decide if they should be made permanent or removed, following public feedback.​ [wirralview.com]

Importantly, the Combined Authority has secured significant funding for active travel. In early 2023, an additional £1.4 million from the Government’s Active Travel Fund was announced to develop detailed route plans across all LCR boroughs (including Wirral), along with trials of secure cycle parking hangers and free cycle safety training​. [highways-news.com]

This builds on over £50 million already committed by the City Region towards a 600km regional walking and cycling network​. [highways-news.com]

As such, Wirral’s CATN proposals will tap into city-region funding streams as well as national Active Travel grants and local capital budgets. Each route will still require specific business cases and consultations before implementation, but having an approved core network plan positions Wirral to bid for and secure these funds​. [wirral.greenparty.org.uk]

Government Policies, Initiatives, and Future Plans

Wirral’s cycling initiatives sit within broader local and national policy frameworks. Locally, the council adopted a Places for People (PfP) Strategy in January 2024 focusing on active travel and healthier streets​. [democracy.wirral.gov.uk]

The CATN described above is a direct outcome of this strategy, intended to reduce car dependency, improve public realm and connectivity, and support climate and health goals​.

Active travel is also embedded in Wirral’s regeneration agenda. The Birkenhead 2040 Framework (launched 2021) lays out a 20-year plan to transform the Left Bank of the Mersey into a sustainable “urban garden community.” This includes creating a new linear Dock Branch Park along a former rail line through Birkenhead with integrated walking and cycling routes​.

The Dock Branch Park project, backed by a £25m Future High Streets Fund grant, will reclaim old rail infrastructure to form green paths linking the town centre, docks, and museum quarter​. [avisonyoung.co.uk]

More broadly, the Birkenhead 2040 vision calls for “investment in [an] active travel network of high-quality cycling and pedestrian routes” to support climate goals and connect new housing and commercial developments​.

It also proposes “streets for people” – for example, the removal of two flyover highways in central Birkenhead to rebalance space in favor of pedestrians and cyclists while maintaining access to the Mersey Tunnel​.

These regeneration plans illustrate how cycling infrastructure is viewed as integral to economic revival, cleaner air, and quality of life in Wirral’s future.

At the city-region level, the Liverpool City Region Combined Authority (LCRCA) is finalizing Local Transport Plan 4 (LTP4) to 2040, which emphasises a shift to sustainable transport including cycling​.

The LCRCA developed a regional LCWIP identifying 31 key walking/cycling routes across the six Mersey boroughs​.

Wirral will host several of these strategic routes – as noted, the first two being the Leasowe–Seacombe and New Brighton–Birkenhead corridors​.

LCRCA has also appointed an Active Travel Commissioner (cycling advocate Simon O’Brien held the role until 2023) to champion walking and cycling. Funding support has followed: Mayor Steve Rotheram unveiled a £30 million package in 2022–23 for walking and cycling schemes region-wide​, and the city region’s “Active Travel Revolution” aims to build 600km of routes with an aspiration for net-zero carbon by 2040​.

National policy has been a major driver for Wirral. The UK Government’s “Gear Change” strategy (July 2020) set out a “bold vision for cycling and walking” – calling for half of all journeys in towns and cities to be walked or cycled by 2030​

assets.publishing.service.gov.uk

Gear Change was accompanied by £2 billion of new funding and strict design standards (Local Transport Note 1/20) which local schemes must meet to receive funding​.

Wirral Council, like others, responded by declaring a Climate Emergency (2019) and ramping up active travel plans. For instance, early in the COVID-19 pandemic, emergency active travel grants were used to implement trial bike lanes (as on Fender Lane and New Chester Road) to encourage socially-distanced travel​.

While those particular trials have met mixed reactions, they reflect how national policy (and pandemic-related initiatives) accelerated local action.

Public consultation and engagement are now standard for Wirral’s transport schemes. The council’s Have Your Sayonline portal hosts active travel consultations, surveys, and interactive maps to gather resident input. Major projects like the Birkenhead–Liscard route had an initial consultation in 2020, followed by revised plans and a second consultation in late 2023​.

The Core Active Travel Network itself underwent public consultation in 2023: 1,130 responses were received on the draft CATN proposal​.

The council also held in-person exhibitions and invited feedback on specific route suggestions and priorities​.

According to the consultation report, the feedback led to a “revised CATN” being put forward for committee approval in early 2025, with route adjustments made in response to public comments​.

Going forward, each individual scheme in the network will involve further detailed design consultations and statutory notices (e.g. Traffic Regulation Orders for any new 20mph zones or one-way systems)​.

This phased approach – strategic network planning, broad public consultation, formal adoption, then scheme-by-scheme engagement – is intended to build public support and ensure designs meet local needs as well as national criteria.

It’s helpful to distinguish historical context vs. recent developments. Historically, Wirral (like much of the UK) had relatively low cycling rates and infrastructure investment. A 2017 travel survey found the vast majority of Wirral commuters drove (72%), with only a very small fraction cycling to work​. [wirralintelligenceservice.org]

Through the 2000s and 2010s, cycling infrastructure was piecemeal – e.g. the Wirral Circular Trail was promoted for leisure, and some advisory on-road bike lanes were added, but cycling remained a niche transport mode. However, since 2020 there has been a marked shift: significant funding bids, high-profile projects, and political attention on cycling as part of climate action and healthy living. For example, the council’s Cool 2 Climate Strategy (2020) and new Council Plan (2023–2027) both explicitly call for boosting active travel as a tool to cut carbon emissions and improve air quality​.

The creation of a dedicated Active Travel infrastructure plan (CATN) and the securing of capital funding for routes are recent developments (2021–2024) that did not exist a decade ago. In summary, national mandates like Gear Change and local strategies like Birkenhead 2040 have converged to put cycling much higher on Wirral’s agenda today than in the past, with clear long-term plans being pursued.

Demographic Insights and Cycling Participation

Understanding Wirral’s demographics is crucial for transport planning. The borough’s population is approximately 320,200 (2021 Census)​

wirralintelligenceservice.org

Notably, Wirral has an older age profile than national and regional averages – 22.0% of residents are aged 65 or above (around 70,000 people)​ , compared to ~18.5% in England​. Conversely, the working-age proportion (15–64) slightly declined in the past decade​.

This means a significant share of residents may have different mobility needs (e.g. accessible “wheeling” routes for those with limited mobility, or preferences for walking over cycling among some older adults). Women slightly outnumber men (165k female vs 155k male) in Wirral, reflecting longer female life expectancy​ . About 20.5% of the population is under 18​ – so safe routes to schools and parks are important to enable children to walk or cycle. Socioeconomically, Wirral is diverse: there are affluent areas in the west and poorer communities in the east. Over 35% of Wirral’s population lives in neighborhoods ranked among the most deprived 20% in England (with concentrations in Birkenhead, Bidston, Liscard, etc.)​

These factors matter because lower-income households are less likely to own cars (32% of Wirral households have no car)​, and thus depend more on walking, cycling, and public transport. Transport poverty – the inability to afford travel to work/education – can be alleviated by good cycling infrastructure, given bikes are a low-cost mode.

Cycling participation in Wirral has historically been modest, but there are signs of growth. As of 2018, cycling made up only about 2% of all trips in the UK​, and Wirral likely mirrored this low baseline (for example, the 2011 Census showed roughly 1–2% of Wirral commutes were by bicycle). However, manual counts and surveys indicate an upward trend locally. The Wirral Intelligence Service reported that cycling levels (cycle traffic counts) increased by 43% between 2009 and 2017 in the borough​. This suggests more people are cycling for at least some trips, even if from a small base. A national Active Lives survey in 2021 found about 16% of Liverpool City Region residents cycle at least once a week, up from 13% in 2019​. [sustrans.org.uk]

While specific Wirral-only data wasn’t published, it’s likely in the same ballpark. Notably, far more people cycle for leisure/exercise than for daily utility trips. The Sustrans Walking and Cycling Index (2021) for the city region highlighted that nearly half (47%) of residents walk five days a week, but only 5% cycle five days a week​ (indicating cycling is not yet an everyday habit for most). Gender and age breakdowns show a gap: only 10% of women in LCR cycle at least once a week vs 22% of men, and people aged 16–35 are more likely to cycle than older age groups​.

This aligns with national patterns and underlines the challenge – and opportunity – to broaden cycling’s appeal to women, older adults, and children through safe, family-friendly infrastructure.

In terms of transport mode share, Wirral is still car-dominated for now. As of 2018, 72% of Wirral commuters traveled by car (as driver or passenger)​.

Only 21% of journeys in Wirral were on foot, and a very small fraction by bike (the remainder by public transport)​.

Car ownership is slightly higher than the regional average (about 68% of Wirral households have at least one car, compared to 63% across Merseyside)​.

This indicates both a cultural reliance on cars and the potential to shift more of those sub-5km trips to cycling if good alternatives exist – recall that around 50% of journeys under 5km in the Liverpool City Region are currently made by car​.

The LCWIP explicitly targets these short trips that could be walked or biked. Demographically, areas like Birkenhead and parts of Wallasey have lower car ownership and younger populations, which could yield higher cycling uptake if infrastructure improves. Meanwhile, the older populations in West Wirral might cycle more for recreation (e.g. retired people enjoying the Wirral Way or country lanes) but less for commuting. Understanding these patterns helps planners design appropriate interventions – for example, protected cycle lanes on key urban corridors for workers and students, versus maintaining scenic leisure routes that attract tourism and serve health/recreation needs.

In summary, Wirral’s population of 320k skews older and has pockets of high deprivation – factors that underscore the need for inclusive active travel planning. Current cycling participation lags behind walking and car use, but there is evidence of growth. With better infrastructure (as planned in the CATN) and supportive policies, the borough aims to raise cycling rates closer to those seen in more bike-friendly UK towns. As context, places like Chester (just south of Wirral) have achieved around 4–5% of trips by bike after investing in networks, and Liverpool is pushing ahead with new bike lanes. Wirral’s demographic mix – from schoolchildren to pensioners – stands to benefit from cycling, whether it’s kids biking safely to school or older adults maintaining independence with e-bikes on greenway routes. Plans for training (e.g. Bikeability in schools) and promotion will likely accompany the hard infrastructure to ensure these groups gain confidence to cycle.

Economic and Tourism Impact of Cycling

Investment in cycling infrastructure can yield significant economic benefits for Wirral in both the short and long term. One immediate impact is job creation and economic activity from construction – building cycle lanes, paths, and associated facilities employs engineers, construction workers, and suppliers (materials, signage, etc.). For example, the £10m Birkenhead to Liscard scheme will involve local contractors for roadworks, traffic signals, landscaping and so on, supporting jobs during the build phase. In the longer term, better cycling conditions can boost the local economy by increasing high street footfall and supporting local businesses. Studies have found that people who walk or cycle to shops tend to spend more over time than those who drive. In London, people walking, cycling or using public transport spend 40% more in local shops each month than motorists do​. [forbes.com]

The logic is that active travel users make smaller but more frequent purchases and help create lively, people-friendly town centres. In Wirral, this could mean, for instance, that improved bike access to Liscard or Birkenhead markets leads to increased patronage of cafes, stores, and services there. Cycle parking provisions (racks, bike corrals) are relatively low-cost but enable riders to stop and spend money.

Cycling can also reduce certain costs for the local economy. More people cycling instead of driving can ease traffic congestion (improving productivity by reducing time wasted in jams) and lower road maintenance costs (bikes are lighter on infrastructure than cars). It also contributes to public health savings – regular cycling improves health and reduces burdens on the NHS. A healthier population means fewer sick days at work and higher productivity. These health and environmental benefits are quantified in economic appraisals: the Department for Transport typically finds very high benefit–cost ratios (BCRs) for cycling schemes. According to Cycling UK, walking/cycling investments return £5–6 in benefits for every £1 spent on average​ [cyclinguk.org], a “very high” value for money that outperforms many road or rail projects. Such benefits include healthcare savings, reduced pollution, carbon savings, and quality of life improvements. By this logic, Wirral’s £10m investment could generate on the order of £50m worth of societal benefits over its life through increased cycling – in addition to intangible gains like cleaner air in town centres.

The tourism and leisure economy in Wirral stands to gain significantly from cycling. Wirral already has a vibrant visitor economy (worth £426 million in 2017, up from £355m in 2014​ [wirral.moderngov.co.uk] driven by its coast, heritage and events. Cycling can enhance this by attracting visitors seeking scenic rides and outdoor activities.

The Wirral Circular Trail – a 35-mile loop around the peninsula combining coastal paths, the Wirral Way, and rural lanes – is a popular attraction for leisure cyclists and walkers. It is featured in local tourism guides and draws day-trippers from nearby areas (including across the Mersey and North West region) looking for a day of cycling with cafes and viewpoints along the way. Anecdotally, cycle-friendly cafes and hire shops have popped up along such routes (e.g. in Parkgate or West Kirby) to cater to this trade. With e-bikes growing in popularity, even the less fit tourists can tackle longer routes like the Circular Trail, potentially extending the time and money they spend in Wirral.

Wirral’s unique geography – a peninsula with both river and sea frontages – makes coastal cycling very appealing. A safe cycle link from the Mersey Ferry at Seacombe through New Brighton and Hoylake to West Kirby could encourage visitors to “Ride the Wirral” as a complement to existing attractions (for instance, a family might take bikes on the ferry from Liverpool, cycle along the promenade to New Brighton’s restaurants and attractions, and take the train back – mixing transport modes easily). Furthermore, cycling events can draw tourism: the peninsula has hosted mass participation rides such as the annual Liverpool-Chester-Liverpool Bike Ride, which often routes through the Mersey Tunnel and along Wirral roads, attracting thousands of cyclists. Such events bring in visitors who spend on hospitality and often return for training rides. There is also potential to market Wirral’s cycle routes as part of wider touring routes – e.g. linking with Cheshire’s networks or NCN Route 56 which connects Chester through Wirral to Liverpool​.

From an economic standpoint, the costs vs. benefits of cycling infrastructure generally favor long-term gain. The upfront costs – e.g. several million pounds for new segregated lanes or junction upgrades – can seem high, but the projected benefits in reduced congestion, improved health, carbon reduction, and stimulated local spending typically outweigh costs by several times​.

For example, analysis for the proposed Birkenhead–New Brighton cycle route estimated an initial cost around £14 million and anticipated that meeting mode shift targets would justify this through very high BCR (likely >4:1, indicating £4 benefit per £1 cost)​.

Additionally, external funding can cover much of the capital cost: government grants and city region funds are paying for the lion’s share, meaning local taxpayers get the improvements at a fraction of the cost. Wirral’s challenge will be funding maintenance of new infrastructure in the long run, but maintenance of cycle routes tends to be cheaper than that for heavily used motor roads. Some local businesses, recognizing the benefits, have started to support cycling – for instance by sponsoring bike racks or cycle hire schemes – seeing it as a way to increase footfall. The visitor economy is explicitly linked to cycling in strategic plans: Wirral’s Green & Blue Infrastructure strategy notes that green travel routes can “boost the tourism economy” by connecting heritage sites and parks via walking/cycling trails​.

In summary, cycling investments in Wirral are expected to pay economic dividends by creating jobs during construction, sparking higher retail spending, increasing tourism appeal, and reducing costs associated with ill-health, accidents, and congestion. The concept of “build it and they will come” has an economic angle: quality cycle infrastructure can induce demand (more people cycling) which in turn supports businesses and creates a positive cycle (pun intended) of further investment. As Wirral implements its active travel network, monitoring these economic indicators – retail sales, tourism figures, health metrics – will be important to quantify the real-world impact.

Public Sentiment and Stakeholder Perspectives

Public opinion on new cycling initiatives in Wirral is divided, with passionate views on both sides. Supporters of expanded cycling infrastructure argue that it will make travel safer and healthier, and that most residents ultimately benefit from reduced traffic and pollution. In the recent Core Active Travel Network consultation, many respondents in favour emphasised that the project will “make cycling and walking safer, thus encouraging more people to adopt these modes”​.

They noted that creating safe bike routes could enhance connectivity between communities, boost local businesses (by bringing more customers past shops), and cut congestion for everyone​.

Environmental groups, cycling advocacy organisations, and public health voices have supported Wirral’s plans. For instance, Wirral Cycling Group (affiliated with Cycling UK) and the Merseyside Cycling Campaign have long lobbied for better bike lanes. The Wirral Green Party publicly welcomed the CATN decision as “a major step forward… vital if we’re serious about addressing climate change, improving public health, and creating safer streets for everyone”, in the words of Cllr Ed Lamb​.

These supporters often cite the silent majority who would cycle if it felt safe – parents who currently drive their kids to school but would let them cycle on protected lanes, or older residents who would ride short errands if bike parking and pavements were improved. Many also point out that public opinion can shift over time: what may start as controversial (e.g. a road diet to add a cycle lane) often becomes broadly accepted once people see the benefits and the world doesn’t end for drivers.

However, there is significant opposition from some residents and stakeholders, particularly regarding specific schemes that alter road layouts or parking. Common themes among opponents include: “lack of demand” – the belief that few people cycle now and new lanes will sit unused; disruption to traffic – fears that removing road space for cars will increase congestion; parking loss impacting local shops and residents; and concerns about cost and council priorities. In the CATN consultation feedback, a large contingent saw the network as “unnecessary and an impractical waste of taxpayer money,” arguing existing bike routes are underused and funds should go to road repairs or public services instead. They worry about “increased traffic congestion, reduced parking availability, negative impacts on local businesses, and safety hazards” if streets are reconfigured. This perspective – essentially that Wirral is not Amsterdam and people rely on cars – is strongly voiced in letters to local newspapers and on social media.

The local press has covered these debates. The Wirral Globe has published both supportive pieces and critical letters. Notably, one Globe reader penned a poem complaining about the council’s “cycle crusade” – illustrating the colorful nature of opposition. This poem, titled “Cycle lane controversy,” claimed the council will “carry on with their cycle crusade, while we’re stuck in the mess they made,” asserting that money was being wasted on empty bike lanes​.

It specifically blasted the Birkenhead–Liscard £10m scheme and lamented, “Now, where are these cyclists, you may ask? It’s spotting one that’s the real task. For the lanes sit empty, mile after mile.”​

Such sentiments resonate with some drivers frustrated by roadworks or fearing change. On social media forums (e.g. local Facebook groups, the comments section of news articles), one can frequently see arguments that “no one uses the cycle lane that’s already there”, or that “cyclists don’t even pay road tax” (a common misconception) – indicating a need for continued public education and engagement.

Political lines are also evident. The ruling administration (a Labour-led council in recent years) has generally championed active travel, aligning with city-region and national policy. Opposition parties, especially some Conservative councillors in affected wards, have been more skeptical. For example, in Moreton, where the Fender Lane cycle lane was introduced in 2020, local Conservative councillors have campaigned for its removal. Cllr Jeff Green, opposition leader, criticised the council for pushing schemes “nobody has asked for” and challenged them to abide by consultation results​.

After a council survey on Fender Lane drew over 1,000 responses, Cllr Green noted it “finally gave people the opportunity to say whether they wanted it to stay or go,” implying the initial implementation was done without sufficient consent​.

Another councillor called the cycle route “a white elephant and a waste of taxes,” claiming every resident who contacted him wanted it scrapped​.

These comments highlight how cycle projects can become local political flashpoints, symbolising wider issues of trust in the council and use of public funds.

Key stakeholder groups have taken sides. Businesses: Some shop owners worry that removing on-street parking for bike lanes could hurt trade (this was a concern in Liscard when the route was proposed through the shopping area). The Wirral Chamber of Commerce has cautiously supported active travel in principle – recognizing the long-term boost to town centres – but also relays members’ fears about short-term disruption. Public transport advocates generally support cycling as it complements bus/rail by solving “last mile” access, though there can be competition for road space (bus lanes vs cycle lanes). Disability groups sometimes express concern that poorly designed cycle schemes might inconvenience those with disabilities – for example, if pedestrian space is narrowed or if cyclists ride on pavements. Wirral’s plans try to address this by “wheeling” inclusion (ensuring routes are accessible to wheelchairs, mobility scooters, prams, etc.)​ , and by consulting the Wirral Disabled Residents’ Parliament on designs.

It’s worth noting that public sentiment is not monolithic: there is a spectrum. Many residents are neutral or pragmatic – they may not cycle now but are open to it if it improves, or they drive but aren’t opposed to cycling facilities as long as their own travel isn’t overly inconvenienced. Indeed, some of the controversy comes when proposals are abstract; once built, perspectives can soften. For example, Liverpool experienced a backlash to some temporary cycle lanes in 2020, removing one route after complaints, but other routes that remained are now seeing growing usage and less criticism. Wirral may see a similar pattern: initial resistance fading as people adapt. The consultation for Birkenhead–Liscard in late 2023 actually showed a split opinion – 45% support vs 44% oppose (with the remainder neutral) among 366 responses​ [road.cc]

This roughly even split indicates no overwhelming consensus either way, meaning the council’s job is to continue engagement and make adjustments that address reasonable concerns (e.g. ensuring adequate parking/loading for businesses alongside new cycle tracks, and communicating the benefits).

Finally, advocacy groups are active in shaping the narrative. The Wirral Cycling Campaign (a volunteer group) and national groups like Cycling UK have written in support of schemes, providing evidence that bike lanes improve safety and can coexist with traffic flow. On the other side, informal groups of residents (often mobilized via Facebook or local forums) have organized petitions against certain routes – for instance, an online petition was circulated to “Remove the cycle lane on New Chester Road” after some felt it caused congestion. The council’s approach has been to run trials and gather data (e.g. on traffic flow and collisions) to inform decisions​.

That evidence-based approach showed, for example, that during the Fender Lane trial, traffic volumes adjusted and collision data did not worsen – information that may help counter some objections. The public discourse in local media now regularly features this tug-of-war: one week a Wirral View article will extol the benefits of active travel and invite input​, the next a Globe letter will decry a “crazy scheme.” Over time, as more people see or experience the new infrastructure, the hope is that supporters will grow in number. The council’s own polling indicates a majority do agree in principle with encouraging active travel; the disagreements are mostly about implementation details and priorities.

In conclusion, public sentiment on cycling in Wirral is mixed and evolving. Supporters (including health, environmental and cycling advocates) voice strong arguments about safer streets, climate action, and community benefits​ , while opponents (including some politicians and motorists) raise issues of cost, practicality and perceived neglect of drivers’ needs​.

The council is attempting to balance these views through consultation, phased rollout, and by highlighting success stories to win hearts and minds. Much like other UK regions implementing active travel changes, Wirral faces an adjustment period in public opinion – change can be contentious, but effective engagement and demonstrated benefits (e.g. a popular new cycle link that gets used by many) can gradually shift the narrative from controversy to pride.

Comparative Analysis with Neighbouring Regions

Comparing Wirral’s cycling policies and progress with neighboring areas provides context and lessons. Within the Liverpool City Region, approaches are being aligned through the shared LCWIP and funding, but each local authority has its own experiences:

• Liverpool: The city of Liverpool, directly across the Mersey, has in recent years implemented several high-profile cycling schemes. In 2020, Liverpool introduced a network of pop-up cycle lanes during the pandemic (e.g. on West Derby Road and Princes Avenue). Some were controversial – one lane was removed after public backlash – but others became permanent. Notably, Princes Avenue in Toxteth was redesigned into a beautiful tree-lined boulevard with a two-way segregated cycle track down the central reservation, completed in late 2020. This showed how cycle infrastructure could be integrated into street improvements that also benefit the community (in this case, creating a linear park feel). Liverpool has also built bike lanes on key radial routes like Vauxhall Road and is developing a “Green Cycle Corridor” parallel to the busy Strand waterfront. Politically, Liverpool’s leadership has been vocal about active travel, and it appointed an Active Travel Commissioner in 2019. However, Liverpool encountered issues with consultation – some residents felt changes came too suddenly. The lesson for Wirral is the importance of engaging early and adapting plans based on feedback (Wirral’s phased consultations reflect this learning). Liverpool’s current Cycling Strategy aims to significantly raise cycling’s share of commutes, and it has a City Centre Connectivity scheme that reallocated road space for walking/cycling. The outcomes in Liverpool (increase in cycling on routes like Princes Avenue, which saw notable usage by new cyclists) serve as proof-of-concept that “if you build safe infrastructure, cyclists will come.” Wirral can leverage Liverpool’s experience to counter the “no one will use it” argument – evidence from across the water shows usage climbs when good facilities are provided.

  
  

• Sefton (to the north) and St Helens/Knowsley (east in LCR): These boroughs, like Wirral, have a mix of urban and rural. Sefton has capitalized on leisure cycling with routes like the Sefton Coastal Path and has been developing routes linking into Southport and Crosby. One interesting initiative in Sefton is the Liveable Neighbourhoods project in Southport, trialing modal filters to create low-traffic routes that favor walking and cycling. This community-led approach offers a model for Wirral’s residential areas – engaging locals to identify where rat-running traffic can be removed to make streets cycle-friendly. St Helens and Knowsley have lower cycling rates historically but are planning routes connecting town centers to employment sites (e.g. a route from St Helens to Widnes through industrial estates). By comparing notes via the Combined Authority’s active travel forum, Wirral can adopt best practices (like Sefton’s approach to coastal tourism cycling or Knowsley’s work on segregated lanes along dual carriageways).

  
  

• Cheshire West and Chester: To Wirral’s south, CWAC (which includes Chester, Ellesmere Port, Neston) provides a useful comparison. Chester was a Cycling Demonstration Town from 2008–2011, investing around £4.4m in cycling infrastructure and promotion​. As a result, Chester developed the Millennium Greenway (a traffic-free path through the city), improved city centre cycle routes, and saw some increase in cycling trips. One reported outcome was more leisure and family cycling, though getting significant commuter modal shift proved challenging without continuous funding​. Chester’s experience shows the value of a connected network: the Greenway (linking to the Wirral border at Neston/Deeside) is heavily used and now forms part of NCN Route 568, drawing cyclists across the region​. Wirral can tie into this by ensuring the Wirral Way and other routes connect seamlessly to Chester’s network (there is indeed a plan to link the Wirral Way at Hooton to NCN routes toward Chester). Additionally, Cheshire West’s LCWIP (2020–2030) sets out a long-term plan for cycling similar to Wirral’s, including cross-boundary links – cooperation here can create a broader cycling region. Chester’s approach to integrating cycling with its heritage core (e.g. careful signage, allowing cycling in the city walls area at certain times) might inform how Wirral treats areas like Port Sunlight or Hamilton Square, where preserving character is important.
  

• North Wales: While not a direct neighbor by land, Wirral sits opposite Flintshire across the Dee Estuary. North Wales has invested in coastal cycling routes like the Dee Estuary Trail and NCN 5 along the coast to Prestatyn. This has created a continuous leisure route from Holyhead to the Wirral border. If Wirral completes gaps on its side (e.g. West Kirby to Burton Marshes), a continuous cross-border cycle route could be a tourism draw – effectively linking the North Wales Cycle Network with the Wirral Circular Trail. Coordination with Sustrans and Welsh authorities could thus amplify the tourism aspect for all.

  
  

• Greater Manchester: Though a bit further afield, Manchester’s ambitious Bee Network for cycling (with Chris Boardman’s influence) is often cited as best practice in urban Britain. They plan 1,800 miles of protected walking/cycling routes across GM. Already, routes like the Oxford Road “Cycling Corridor” and several suburban filtered neighborhoods have led to measurable cycling growth in parts of Manchester. One key lesson from Manchester is the importance of consistent branding and vision – by calling it the “Bee Network” and painting routes yellow, they created public recognition and political momentum. Wirral might not need a flashy brand, but ensuring the CATN routes are well-signed and marketed as a coherent network (perhaps under a name like “Wirral Active Travel Network”) could help public awareness. Manchester also set up cycle design standards and a dedicated delivery team, which could be something Wirral and LCR emulate through Active Travel England support.

  
  

• Cambridge and London (not neighbors, but worth mentioning as benchmarks): Cambridge has the highest cycling rate in the UK (~30% commute by bike) due to decades of pro-cycling policy, flat terrain, and a large student population. London, through its Cycle Superhighways and Quietway networks, has seen cycling double in 10 years on key routes. Both cases show that significant shifts are possible in a UK context when continuous infrastructure is provided. While Wirral is smaller, elements (like high-quality segregated lanes and traffic-calmed side streets) can be replicated at scale. The “Mini-Holland” schemes in outer London boroughs (Waltham Forest etc.) particularly offer a model for suburban parts of Wirral: those schemes used modal filters and improved bike lanes to dramatically increase local cycling and walking, with positive business feedback afterward. Liverpool City Region actually bid for a Mini-Holland pilot – if funded, an area of Wirral could be chosen to showcase Dutch-style cycling environment in a township or neighbourhood.

In summary, Wirral is neither leading nor lagging dramatically in the cycling realm compared to its neighbors – it is roughly on par with the broader city region effort, behind places like Chester or Cambridge in cycling uptake, but now moving in the right direction. Key takeaways from nearby regions include: the value of integrated networks (learning from Chester and Liverpool that isolated lanes won’t do much without connectivity), the need for community engagement (learning from Liverpool’s mixed results and Sefton’s collaborative projects), and the importance of visionary leadership (as seen in Manchester’s Bee Network and London’s sustained push). By collaborating with and learning from its neighbors, Wirral can accelerate its progress. The LCWIP process is already ensuring some consistency (e.g. a common approach to route analysis and design across LCR​.

Going forward, sharing data – for instance, on how many people use the new Wirral lanes vs similar lanes in Sefton or Liverpool – will foster healthy competition and improvement.

Data-Driven Insights and Statistical Analysis

To support the findings in this report, a variety of data and statistics have been incorporated, illustrating trends and impacts.

• Population: Wirral has a slightly older population profile and higher car ownership than the national average, but also a large segment of car-free households in its more urban areas.

  
  

• Current Travel Mode Share (Wirral commuters): According to a 2017 survey, 72% of Wirral residents commute by car (driver or passenger), 15% by public transport (8% train, 7% bus), and the remainder by walking or other modes​. Cycling was not explicitly broken out, implying it was only around 1–2% of commutes. For all trips (not just work), walking accounts for about 21% of journeys in Wirral​, whereas cycling comprises a very small share (a few percent). These figures underscore the dominance of cars but also the sizeable portion of short trips (over one-fifth) done on foot, which cycling infrastructure could complement for slightly longer distances.

  
  

• Cycling Uptake and Growth: A local count-based index shows cycling levels +43% on Wirral (2009–2017) . If the baseline was 100 cyclists per day (for illustration) in 2009, it became 143 by 2017 – indicating growth, likely due to leisure use of trails and some new infrastructure.

  
  

  • 16% of Liverpool City Region adults cycled at least once a week in 2021​. If Wirral’s rate is similar, roughly 1 in 6 adults rides weekly. However, daily cycling is much lower (only ~4–5% regionally cycle five days a week)​.

  • The public consultations provide data on perceptions: 45% support vs 44% oppose in a Birkenhead-Liscard route survey (366 respondents)​, and 1,130 responses to the borough-wide CATN consultation​. That high response count suggests strong public engagement on the issue.

• Economic Benefit-Cost Ratio (BCR): Investments in cycling typically show BCRs in the 5:1 to 6:1 range​. By comparison, a major rail project like HS2 was about 2.3:1​. This means cycling schemes are expected to return £5–£6 in benefits for every £1 spent, when accounting for health, environment, and travel time improvements. For Wirral’s planned £14m of cycle routes (e.g. the New Brighton corridor)​ , a 5:1 BCR would imply around £70 million worth of benefits over the evaluation period – a strong economic case.

• Traffic and Safety Data: Wirral has the second-highest traffic volume in LCR (after Liverpool) with 90,000 vehicles per day using the Mersey Tunnels and key highways (pre-pandemic. Managing this alongside promoting cycling is a challenge. Road safety stats show injury collisions have fallen (from 1,379 in 2000 to 430 in 2018 in Wirral)​, partly due to 20mph zones and safety measures. Introducing cycle infrastructure can further improve safety by reducing conflicts. The council will be monitoring accident rates involving cyclists; ideally, providing protected lanes will reduce cyclist casualties (currently, cyclist injuries are disproportionate in many areas due to exposure on busy roads – baseline data for Wirral cyclist injuries could be included in future evaluations to measure improvement).

Table: Proposed Core Active Travel Network (Examples)

To illustrate the scope of Wirral’s CATN, here is a sample of proposed routes, their approximate length, phase, and key destinations:

Route (CATN ID)	Start – End	Phase	Length (approx)	Notes / Key Destinations
1. Liscard – Birkenhead	Liscard Village to Birkenhead Town Ctr​	Phase 1	5.5 km	Via Seacombe Ferry (connects Wallasey to ferry)​
5. Duke St – Birkenhead Park	Wirral Waters (Dock Rd) to Birkenhead Park stn​	Phase 1	2 km	Links docklands development to park & town (Duke St improvements)​
9. Conway St – Moreton	Birkenhead (Conway St) to Moreton	Phase 3	~8 km	Would create a north-south spine through Wirral.
15. Claughton – Greasby	Claughton/Birkenhead to Greasby/Upton​	Phase 3/4	~7 km	Two-phase route, connecting central Wirral communities.
19. Liscard – New Brighton	Liscard Town Centre to New Brighton​	Phase 2	3 km	Coastal extension to resort area of New Brighton.
25. Clatterbridge – Gayton	Clatterbridge Hospital to Gayton	Phase 5	~6 km	Ties into Wirral’s rural south and Dee estuary path.

• Table: Selection of routes from Wirral’s Core Active Travel Network. Phase 1 routes (e.g. IDs 1, 5) are priorities for the next 1–3 years, often aligned with funded projects. Later phase routes extend the network borough-wide over 10–15 years​.

  
  

• Public Health and Environment:

  One impetus for these cycling measures is health data: Only 62% of Wirral adults are physically active (2019 figure), and 28% of adults are obese. Increasing cycling and walking can help improve these metrics. Air quality data shows higher NO₂ and PM levels along congested corridors like the A41; mode shift to cycling will help reduce emissions. Wirral has a carbon emission target aligned with the LCR Net Zero by 2040 goal​.

  
  

  Transport currently accounts for ~30% of CO₂ emissions – hence the push for active travel as part of the solution. These numbers provide a baseline to gauge progress as cycling increases.

  
  

• Monitoring and Future Data Visualisations:

  Wirral Council and LCR will be monitoring cycling usage through automated cycle counters on new routes, annual user surveys, and traffic counts. We can expect to see data such as “cycle flow on Seacombe corridor up X% post-implementation” or “X number of bike trips recorded through Birkenhead Tunnel (which currently allows cycles at certain times)”. Future reports might include charts of cycling counts before/after interventions, or maps showing accessibility improvements (e.g. % of population within 500m of a safe cycle route).

In conclusion, the quantitative data supports the narrative that Wirral is on the cusp of change. Demographics indicate who could benefit most (e.g. large youth and car-free segments), current low cycling rates show room for growth, and economic numbers make a compelling case for investment. The council’s commitment to data-driven policy (as seen by commissioning surveys and technical reports​ means progress will be tracked in numbers, not just words. This blend of hard data and strategic vision will guide Wirral as it shifts towards a more cycle-friendly future, learning from each intervention and continuously making the case – to funders and to the public – that cycling is a smart investment for all.

Sources: The information above is drawn from local government reports, official statistics, and news articles, including Wirral Council documents on the Active Travel Network​.

📢 Want to learn more about the future of cycling in Wirral?

Read our Future of Cycling On Wirral whitepaper at www.inkbyte.co.uk/cycling to explore better alternatives for road safety, infrastructure, and active travel planning.