England and the UK

Sharing Road Space (Granville et al., 2001)

• In the words of TRL (1997), “the implication would seem to be that informational strategies alone are insufficient to change behaviour significantly”.
• Thus, to effectively encourage greater incidence of cycling, a three pronged strategy should be implemented:
  • supplying information to the individual and society promoting the benefits of cycling and
  • informing them on the costs of other forms of transport, plus a change in the attitudes other road users have towards cyclists;
  • encouraging employers, colleges and other organisations to make it easier for people to cycle while giving cycling equal status with the car;
  • making cycling safer, therefore reducing the biggest perceived deterrents to uptake

(Ogilvie, Egan, Hamilton, & Petticrew, 2004)

• “We found some evidence that targeted behaviour change programmes can change the behaviour of motivated subgroups, resulting (in the largest study, TravelSmart) in a shift of around 5% of all trips at a population level.”
  • These programmes aimed to change people’s travel behaviour by offering an intervention only to a motivated subgroup of the population or by offering information and advice tailored to people’s particular requirements, or both
  • Volunteers participating in trials experienced short term improvements in certain measures of health or fitness after taking up active commuting. Single studies of commuter subsidies and a new train station have also shown positive shifts of 1% and 5% of trips, respectively.
• “The balance of best available evidence about agents of change, publicity campaigns, engineering measures, and charging road users suggests that they have not been effective…”

(McGrath, )
How much change is possible?

• In a 2001 report, Roger Mackett of the U.K.’s Centre for Transport Studies found that in the urban areas he studied in England, about 7% of automobile trips could be shifted to walking or biking through infrastructure improvements and social marketing. Litman and VTPI found that even more change is possible. They estimate that percentage of trips taken by bike or on foot could be increased to 10-35% if infrastructure improvements and social marketing is combined with market reforms such as accurate pricing parking for cars.

(Cavill & Davis, 2008b).

• A Norwegian study of pedestrian and cycling track networks in three cities reported that the net benefit/cost ratio for each was: 4.09 in Hokksund; 14.34 in Hamer; and 2.94 in Trondheim. The author concluded that: “The investment in walking and cycle track networks in the three Norwegian cities appear to be highly beneficial to society.”
  • An important point, longer term, is that a shift towards streets where a ‘critical mass’ of cyclists and pedestrians were allocated a more equitable portion of road space would lead to lower motor traffic speeds and volumes, and a reduction in the risks to cyclists per kilometre travelled
• Case study: Odense 
  • 35 million new trips by bicycle (or 25,000 new cycling trips per day)
  • A 20% increase in cycling, which now accounts for a share of 25% of urban trips
  • More than half of the new trips being substitutes for trips that would have been undertaken by car
  • A 20% reduction in road traffic injuries involving cyclists, in spite of the overall increase in cycling
  • 500 years of lifetime added to the total lifetime of the citizens of Odense, corresponding to five months longer life for males
  • A 20% mortality reduction among those aged 15-49
  • A DKK 33 million saving (€4.5 million) resulting from the health gains achieved through the project.
• Case study: York City Council priorities
  • Over time, this has led to a reduction in road casualties well above the national average. The priorities are set out below:
    • 1. Pedestrians
    • 2. People with disabilities
    • 3. Cyclists
• The hierarchy reviews and challenges a widely held – if generally unconscious – bias towards car travellers in transport planning practice.

(Cavill & Davis, 2008a)

• Case studies (PCTs promoting cycling):
  • Liverpool PCT is one of the few to employ a full-time cycling officer to promote cycling and coordinate a programme of led rides for priority target groups.
  • Nottingham: developing an innovative approach to promoting cycling through working with NHS Health Trainers, who will be encouraged to offer cycling as a core part of their public health work alongside issues such as smoking prevention and promotion of healthy eating.
  • Bolton: working closely with cycling and mental health charities to offer ten week led ride programmes to mental health service users. The programme offers the opportunity for participants to rediscover the joy of cycling and the benefits to their mental wellbeing in a safe and supportive environment.
  • Northamptonshire: The “Easy Rider” programme will offer guided leisure cycling rides, access to cycles at low or no cost, and transport for cycles to safe places to ride.

(Northern Ireland Cycling Initiative, 2008) – Planning for Cycling

• The Atkins report also considered there “to be a poor understanding of the links between interventions and outcomes, particularly for public transport, walking, cycling etc.
  • We conclude that a lack of evidence is hindering both the effective planning for cycling and could be a cause of weaker political will.
• According to national data, the majority of adults agree that everyone should be encouraged to cycle to assist their health (87%), help the environment (79%) and ease congestion (73%). Around 37% of people agree that that they could easily walk or cycle on journeys they currently make by car. Further there is public support for taking measures to improve conditions for cyclists. Just over two-thirds (68%) of respondents agree that  ‘cyclists should be given more priority’, while only 11% felt that ‘cycle lanes on roads simply reduce space’
• It is important to note that the greatest impact that cycling has is on the health benefits of additional cyclists.
• Unless planners and developers are aware of the full economic benefits it is difficult to ensure that the costs and benefits of cycling investment will be considered fairly.

(The Times, 2012) – The Times Cities fit for Cycling manifesto

The Times is committed to achieving its eight point manifesto calling for cities to be made fit for cyclists.

1. Lorriesentering a city centre should be required by law to fit sensors, audible turning alarms, extra mirrors and safety bars to stop cyclists being thrown under the wheels.
2. The 500 most dangerous road junctions must be identified, redesigned or fitted with priority traffic lights for cyclists and Trixi mirrors that allow lorry drivers to see cyclists on their near-side.
3. A national audit of cycling to find out how many people cycle in Britain and how cyclists are killed or injured should be held to underpin effective cycle safety.
4. Two per cent of the Highways Agency budget should be earmarked for next generation cycle routes, providing £100 million a year towards world-class cycling infrastructure. Each year cities should be graded on the quality of cycling provision.
5. The training of cyclists and drivers must improve and cycle safety should become a core part of the driving test.
6. 20mph should become the default speed limit in residential areas where there are no cycle lanes.
7. Businesses should be invited to sponsor cycleways and cycling super-highways, mirroring the Barclays-backed bicycle hire scheme in London.
8. Every city, even those without an elected mayor, should appoint a cycling commissioner to push home reforms.