Bike Dissertation

Manchester Metropolitan University Youth and Community Work BA (Hons) 2006

How Youth and Community Workers Can Encourage Cycling in Manchester

Vanessa Brierley

Tutor: Dianne Watt

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A study into the attitudes towards cycling and how to encourage cycling in Manchester

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Contents Page Abstract

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Acknowledgements

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Statement of Ownership

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Chapter One: Introduction

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Chapter Two: Literary Review

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Chapter Three: Methodology

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Chapter Four: Welfare Provision and Policy

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Chapter Five: Research Findings

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Chapter Six: Conclusions and recommendations

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Abstract

This study looks at cycling as a mode of transport and how it can be encouraged, especially by youth and community workers.

The thesis investigates secondary research that have taken place that relate to this study, looking specifically at the organisation that carried it out, their stated aims of carrying out the survey, their key findings, the methodologies used, any identified differences according to possible power differences (such as ethnicity, gender, age and social status) and what their recommendations.

The secondary research showed that the majority of people have a positive attitude toward cycling yet find the car culture heightens the problems associated with bicycles, such poor facilities. Many suggestions to encourage cycling, through a variety of methods of research were made which add to the validity of suggestions made in the primary research of this study.

The third chapter discusses the methodology of this study, explaining the use of focus groups and depth interviews. Why they were chosen and any problems encountered during the research.

The fourth chapter contains an in depth look at the policies applicable to this study, including the National Cycling Strategy and also the welfare provision available in Manchester such the Bike It schemes in schools.

The fifth chapter contains the findings of the primary research of this dissertation. This shows people’s attitudes towards cycling and what would encourage them to cycle or to cycle more often. It is a qualitative study and therefore concentrates on the opinions of those participating in the research.

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The final chapter consists of the recommendations and conclusions which recommends how the suggestions made by those participating in the primary research and from the secondary evidence may be put in to practise, particularly by youth and community workers.

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Acknowledgements

I would like to thank the research team and those that participated in the bicycle research.

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Statement of Ownership

I certify

1. that this dissertation is my own account, based upon work actually carried out by me and that all sources of material, not resulting from my own investigation, including observational information, have been clearly indicated.

2. that no part of this work incorporated in the Dissertation is a quotation from published or

unpublished sources, except where it has

been

clearly

acknowledged as such, and that any specific direction or advice received is also properly acknowledged

Signed

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Chapter One Introduction

This study consists of six chapters including the introduction, which shall investigate the reasons for undertaking this study. It will look at what has inspired me and how it relates to my professional practise as a youth worker.

The second chapter will look at secondary research. Within this I shall review the other studies and pieces of research that have taken place relating to this study, looking specifically at the organisation that carried it out, their stated aims of carrying out the survey, their key findings, the methodologies used, any identified differences according to possible power differences (such as ethnicity, gender, age and social status) and what their recommendations are.

The third chapter will look at the methodology of this study. I shall look at the methods used and why I have chosen them. The things that worked well and any problems I encountered in using these techniques.

The fourth chapter contains an in depth look at the policies and welfare provision applicable to this study, including the National Cycling Strategy.

In the fifth chapter I shall look at the results of my primary research and analyse my findings.

The final chapter shall consist of recommendations and conclusions according to the information I have looked at and the results of the primary research.

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Youth and Community Work and Cycling This study will investigate people’s attitudes towards cycling in Manchester. This will assist a further insight into how to encourage cycling, looking at both the physical aspects, such as cycle lanes, and the social aspects, such as creating a more positive image of cycling.

Environment

My main interests in the youth and community work profession lie in environmental education and so encouraging people I work with to use a sustainable mode of transport is extremely important.

The Manchester City Council Youth Service states the importance of the environment, which includes global issues, outdoor education, resources, road safety and conservation.

In addition to providing informal education in the subjects in the youth work curriculum, the DfES (2002) also describes how youth workers should “encourage young people’s preparation for the responsibilities, opportunities and expectations of adulthood and citizenship.”

A main role in community work is to “enable a lifestyle that minimises negative environmental opportunities

impact for

and

enhances

positive

impacts

(e.g.

by

creating

walking and cycling, and reducing noise pollution

and

dependence on cars)” (Office of the Deputy Prime Minister, March 2005).

These show how it is essential for a youth and community worker to encourage the people they work with to be active members in their community and to be

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aware of environmental issues and take action to create a more sustainable and environmentally friendly community.

Cycling is a method of transport that enables us to travel in a way that doesn’t pollute the environment, is sustainable and should therefore be the mode of transport encouraged by youth and community workers alike. Bicycling can be encouraged when youth workers look at ways for young people to take environmental action in their communities and by community workers when working with community and town planners to create more sustainable communities.

Health In addition to the positive environmental implications, cycling also helps to keep us fit and healthy, enables us to travel and socialise with strangers at the same time. The bicycle provides transport that is more universally available to all ages of the population and to those of all socio-economic groups than motor transport.

Pledges in Transforming Youth Work (DfES, 2001) state, “We want to help each young person to be somebody who not only enjoys life but is in good health, studying to the best of their ability, is challenged and stretched mentally and physically”. Yet England has witnessed the fastest growth in obesity in Europe and childhood obesity has tripled in twenty years.

The British Nutrition Foundation suggests that children cycle instead of using a car (2005), the House of Commons (2004) select committee on health stated: “We believe that providing safe routes to school for walking and cycling, adequate and safe play areas in and out of school is very important in the battle against obesity” (Paragraph 284).

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These recommendations show the importance of young people using more active methods of transport, to improve their health. Cycling is a way that can also be easily encouraged due to it being a fun and sociable way to travel.

Road Safety I have chosen this subject for my study due to my great love of bicycling and my concerns about other forms of transport. Currently our roads and our lives are dominated by car culture.

As a youth and community worker I am concerned with the safety of those using roads. In 2003 there were a total of 1095 people killed or seriously injured in road accidents in Greater Manchester (Department for Transport, 2005), not only should we as professionals teach our service users about road safety but we should also promote alternatives to more dangerous forms of transport.

Social Exclusion Another influencing factor is that cycling is an inexpensive way for people to travel and one that is, therefore, available to many marginalised groups. 30% of the UK population do not own a car, and only half of the female population holds a driving licence (Department of the Environment, Transport and the Regions, 1998). The National Travel Survey, 2002, also shows that 80% of white people aged 17 and over in Britain lived in a household with a car in 2002, compared with 73% of people of Asian background and 61% of people of other ethnic groups.

In addition to this, the women’s liberation movement holds the bicycle responsible for its early victories and changes.

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“The bicycle has been responsible for more movement in manners and morals than anything since Charles the Second… in four words, the emancipation of women.” (Galsworthy, 1890)

Despite cycling being so important to women historically, the number of women currently cycling is dropping. A Department for Transport survey in 2002 showed that men cycle more than women, with 16% of men cycling at least once a week compared with only 10% of women. It is therefore important that youth and community workers share information with women about the usefulness of cycling and encourage them to take up this form of transport that is not only a healthy, safe and inexpensive way of travelling, but also an important part of their history.

Rationale As a cyclist it is difficult to look at the bicycle from ‘the other side’. To discredit it is difficult because of my own opinions but also because so many seem to love it. Even those that drive Sports Utility Vehicles on the school run are likely to take joy in teaching their children how to ride their first bike. Therefore this study will look at the problems associated with using bicycles on a daily basis, to replace car culture. I shall look at ways to overcome these problems in my primary research by asking those participating for solutions.

This study is not only to look at whether bicycling is a good or bad mode of transport as that has already been determined by many, some I have mentioned. It is also about how cycling can be encouraged, especially by youth and community workers. In this way it is less important that my passion to encourage cycling will affect people’s opinions. For example if I were to ask whether cycling

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was good or not, my own opinion may be more difficult to conceal and would, therefore affect the participants responses.

This study shall not only be a works for a dissertation, it shall also, hopefully, be a useful tool for cycle advocacy. It may be used in funding bids for cycling projects that I would like to do in the future as it will enable me to gain information about the needs of cyclists and future-cyclists in order to provide the services that are needed.

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Chapter Two Literary Review

To gain the benefits of a broader survey, more time and expertise, a number of similar studies were looked at. These include studies carried out by government bodies, corporations and consumer marketers.

Most of these previous studies have looked at the reasons why people cycle and why they don’t, concentrating mostly on the physical aspects of what could be improved or provided, and less on any social changes or implementations. The studies have been mostly quantitative using questionnaires and opinion polls rather than focus groups and interviews.

Attitudes towards cycling

Attitudes to Walking and Cycling is a paper whereby the results come from a wider survey for the Department for Transport in the Office for National Statistics’ October 2002 Omnibus Survey. It was a survey of 1850 adults in the form of a questionnaire.

The results found were for the attitudes to both walking and cycling, yet when collating useful knowledge to this study I concentrated on the cycling aspects of the study. 58% of respondents said they currently use a car to make journeys within cycling or walking distance. The average satisfaction rating for cycling conditions was 4.6 (where 0 was very dissatisfied and 10 was very satisfied). According to this study men cycle more, 16% of men cycle once a week compared with 10% of women. 65% of the people from most deprived areas never cycle, whilst 49% from the least deprived areas never cycle. The survey shows how people think encouraging cycling is important for health (87%), the

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environment (79%) and congestion (73%). Despite this, many thought the image of cycling could be better with 13% of people thought their friends would laugh at them if they cycled more.

The National Travel Survey (2002 and 2003) involved almost 15700 households who were involved in recording their transport habits in a travel diary, over a weeklong period. The stated aims of the survey were “to provide a better understanding of the use of transport facilities made by different sectors of the population, and trends in these patterns of demand.” The data from the study is used in a variety of texts, such as the London Cycling Action Plan (2004), in the report Making the connections: Final report on transport and social exclusion, published in February 2003.

In households with a car, adult males cycle three times as far as adult females, whilst in households without a car, the men cycle eight times as far as women do. 47% per cent of households owned at least one bicycle in 2002/03, comparing this to the National Travel Survey in 1992/1994, the numbers have increased from 37%. In 1992/94 29 bicycles were owned per 100 people which again rose to 38 bicycles in 2002/03. The survey showed that the majority of the bicycles in a household are only used by children, in 2002/2003 41% of children aged 5 and over owned a bicycle, and another 1.5% had access to one.

Despite this the research shows that in 2002/2003 5.1% of respondents recorded at least one bicycle trip in their travel diary whilst in 1992/94, 5.6 per cent of respondents did.

The Automobile Association carried out 'Cycling Motorists: How to encourage them' (1993), which was carried out with adult drivers who cycled for some journeys, in the form of 3 focus groups and quantitative results were obtained

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through interviews with 1000 motorists. The research was carried out to find out motorist’s attitudes to cycling.

The main reason given for not cycling was preference for a car or a motorcycle (28%) or because they were too old or unfit to cycle (29%), with 18% paradoxically not cycling because it was too dangerous or because there was too much traffic.

The survey found that of those who had not cycled in the last two years, 81% were unlikely to take it up again, compared to 11% who were ‘quite likely’ to. Those that said they would return to cycling said the things that would encourage them to do so were the need to get fit (11%), cycle lanes/ paths (5%), safer roads/ less traffic (4%) and loss of car (4%). Those that already cycle said that the things that would encourage them to cycle more were cycle lanes/ paths (23%), better weather (13%) and less traffic (10%).

The motorists perceptions of cyclists included 10% of motorists think people who cycle must be too poor to own a car, 58% of motorists who also cycled were concerned about the attitudes of motorists to them when they were cycling. 30% of motorists considered cyclists to be a ‘nuisance’, 65% agreed with the statement ‘Most drivers would rather cyclists were not on the roads at all’.

The study shows the differences in opinions between those that do and those that do not cycle. It shows how the needs of the two groups are different when trying to encourage them to cycle and to cycle more often. It shows how motorists view the social status of a cyclist and, in turn, the respect they have for cyclists is low.

In Social Status, a survey carried out in 1985 by Finch and Morgan, interviews and focus groups were carried out with children and adults in three locations. The

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study particularly concentrates on the branding and the social image of cycling, to discover the main factors influencing whether or not people cycle.

Peer pressure, for girls, was seen as a reason to stop cycling when a teenager, and generally giving up cycling was seen as part of growing up. The reasons given for not cycling were discomfort, impracticality and vulnerability to other road users. In addition to this, adults stated that the low social status of using a bicycle as a method of transport dissuaded them to cycle as much as the danger or discomfort.

Their study shows that social status of the bicycle is a major deterrent that would only be overcome when the number of cyclists on the roads is such that it becomes accepted and a ‘normal’ form of transport, or by creating a more fashionable image for cycling.

Suggestions to encourage cycling

Meaton and Anderson (1996) conducted Green Commuter, a study into environmental travel patterns. The way in which this was conducted was different to the other studies looked at, in that they provided a booklet, the ‘Green Journey Guide’, which gave respondents information about the environmental, financial and social implications of the way they travel. The survey set out to test their hypothesis that “the more people know about and understand the necessity for greener transport solutions, the more likely they are to accept them”.

The survey showed that the policies that enticed/pulled people to cycle were favourable to those that pushed them to. For example, over 80% of the respondents supported transport policy that would provide cycle parking and cycle paths, but only 25% believed that it would change their behaviour.

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The study shows that the information provided in the Green Journey Guide and, in general, being provided with factual information cannot, alone, change the attitudes and behaviour of people when considering cycling as a form of transport. Their conclusion is that the love for cars is ingrained.

In Sharing Road Space: Drivers and Cyclists as Equal Road Users (2001) Sue Granville, Fiona Rait, Mike Barber and Andra Laird look at the attitudes of road users. The methodologies involved a variety of interviews including focus groups, paired depths and triads spread across six locations in Edinburgh and Aberdeen. The aim of the report was to discover what barriers existed to increasing levels of cycling in Scotland.

Their recommendations to improve the attitude of other road users towards cyclists were: a need for cyclists to adhere to the laws of the road, for cyclists to follow the safety code both in terms of cycling behaviour and ensuring the roadworthiness of their bicycle. They were also encouraged to understand the needs of other road users and for cyclists to learn how to cycle in current road conditions and to be competent in their use of the roads.

Their main recommendations for motorists were: to recognise the role of cycling and to accept it as a sensible means of travel for both health and environmental benefits and to have a greater awareness of the vulnerability of cyclists in terms of blind spots, at road turnings and junctions.

Another very relevant study to this one, is the Transport Research Laboratory’s Attitudes to Cycling: A Qualitative Study and Conceptual Framework. This study was conducted for the Department of Transport to assist them in finding ways of encouraging cycling to assist the National Cycling Strategy’s targets.

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The survey was looking at qualitative attitudes to cycling through seven in depth interviews, thirteen focus groups and stated preference exercises.

Their results found that, in general, cycling is viewed positively as “healthy, a way to relieve stress and a good family activity” (page 5). The negative was that cycling was seen as a minority activity. The study looked at social and psychological reasons for cycling or not cycling and the main factors affecting this decision were found to be time pressure, stress, aggressive driver behaviour, personal security fears, out of town shopping and British drivers’ disregard for the Highway Code.

The survey also identified trends in attitudes to cycling according to Life Stage of the respondent. This shows the usual social and psychological factors that life stages have on people’s decisions to cycle or not. Traffic danger, image and car culture dominates the decision and has different amounts of influence according to the life stage a person is in. For example, during pubescence differences in attitude were identified for boys and girls, whereby males saw cycling as macho and females felt self conscious about how they looked when riding one.

The study looked in depth at the reasons why people chose to drive over cycling. Results showed that the car was seen as having a ‘halo effect’ whereby the disadvantages of the car where far less of a problem than those of the bicycle. The major direct deterrents to cycling were identified as cycling’s lack of status, danger from traffic, personal safety fears, sexual harassment, cycle theft and vandalism, traffic fumes, weather, hills, personal image, cycle technology, purchase and maintenance difficulties.

The survey also outlined gender

differences, whereby women felt more vulnerable to traffic danger, personal attack, sexual harassment and embarrassment than men.

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Their conclusions state that cycling, though seen in a positive light, is not seen as a normal way to travel, and the benefits of the car far outweigh those of the bicycle. Recommendations to encourage cycling according to their findings are to promote individual and social behaviour change, promote organisational change and implement situational and environmental measures. Specifically, “raising the status of cycling, cycle-friendly employer schemes and improved cycle security” (page 22).

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Chapter Three Methodology

This chapter will outline how the primary research for this study was conducted? I shall look at the rationale behind the research, the ethical considerations concerning how the research was carried out, the design and conduct of the focus groups and depth interviews and also the main strengths and weaknesses of the methodology.

Rationale The focus groups and depth interviews looked at: •

General attitude of cycling as a mode of transport

•

What is good and bad about cycling as a mode of transport

•

Whether cycling is perceived to be cool/ fashionable

•

Whether cycling is seen as a male or female activity

•

Whether participants ever stopped cycling and why.

•

What structures could be improved to encourage cycling or make cycling a better experience

Ethics Ethics were considered throughout the research. This piece of research adheres to the guidelines that the National Youth Agency, The Social Research Association and other bodies that facilitate research work towards. These guidelines include confidentiality, anonymity, informed consent and human rights. These ethics ensure that the rights of all participants are upheld and that all those involved feel involved rather than ‘used’ for their information.

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In order to further increase this feeling of inclusion for respondents they were actively informed about the opportunity to be involved in collating the results and also obtaining a copy of the final results and analysis.

Representiveness

This study aims to gain the attitudes toward cycling with regards to those living in Manchester. To discover the opinions of a community of 432,400 people is a mammoth task, and one that is too big for this study. To overcome this, a sample of people were asked to participate who would give an idea of the shared attitudes and opinions people in Manchester have.

In order for this sample to reflect the larger community the use of secondary research into the makeup of Manchester was essential. For example the estimates for mid-2003, conducted by the Population Estimates Unit, ONS, showed that of all residents in Manchester 49.7% are male and 50.3% female, this meant that we would try to achieve a similar percentage of respondents in our survey.

To ensure that the research was representative of Manchester residents, with regards to age and gender, focus groups were organised in single sex and mixed groups, and also in adult groups and a youth group. As Manchester’s gender difference in population is almost split in half, the focus groups were made up of equal numbers of males and females- with 4 people in each single sex group and 2 of each gender in the mixed groups. It is important to note, also, that the gender of the participant was determined by the participant.

It was important to have the option for men and women who preferred to be in single sex groups, and those who preferred not to be, to be in those groups. It has been noted that people may feel more comfortable talking when it is with

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others of the same sex, and so this may help to make the participants feel more at ease. It also allowed me to compare the differences in results according to gender more easily.

Though the study specifically targeted participants through holding focus groups specific to age and gender, and looked for people according to those groups to interview, it did not target other groups that may be underrepresented. These may have included participants of different ethnicities, economic class, sexuality etc. The reason for this was that time and the size of the study was limited, yet it is noted that future studies to discover the statistical differences according to these factors would be highly beneficial and important.

Participation

Those researchers working in the field of community audits and social research have commented on the importance of participation. One of the main aims of this study was that it be a grassroots study, that represents the opinions of those living in Manchester, not to assist sales of bicycles or a piece of legislation but to be a true representation of the needs of people living in the city.

If this is to be done effectively, therefore it is essential that the whole research process is accessible and people are informed about the study and have the opportunity to participate (Henderson and Thomas, 2000). In order to ensure that people were able to participate the study was widely advertised through residents websites, email lists, posters in community centres, health centres and youth clubs around the city. These adverts stated the purpose of the research and to get involved at any level of participation, whether it be to assist in facilitating a focus group or to take part in one.

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It was felt that those involved in the research should feel involved and had ownership of the project. This was to encourage a greater amount of commitment and participation, which would not only lead to a better working environment but also enable those involved to gain skills from it. Stringer (1999) stated that in order for community research to be effective it must be “democratic, enabling the participation of all people… equitable, acknowledging people’s equality of worth…. Liberating, providing freedom from oppressive, debilitating conditions… life enhancing, enabling the expression of people’s full human potential.”

The group of people involved in facilitating the research included five people from different areas of Manchester. Of those involved all were interested in the project because of their joint interest in cycling and a wish to promote it. Though it was good to have a shared interest, it also raised a concern that the group would encourage biased answers from participants, and so the group agreed to try to appear neutral when facilitating focus groups and conducting interviews.

The research might have been more effective if every group member had been involved in the whole process, from devising questions and prompts to actually taking part in the focus groups. Despite this, the group felt that instead we would prefer to discover the attitudes of others and so only two people in this group participated in a focus group, whilst the others acted as facilitators.

The makeup of this group was important and it was felt that focus groups and interviews would be better if facilitated by a group member of the same sex of the group. Allan Brown (1994) suggests that in a mixed group a group works better with a male facilitator than with a female. This, he states, is due to a “perceived role incongruence causing group members to be more critical and testing” of females. Despite this, the facilitators in both of the mixed focus groups

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were female due to which of the group was able to attend. Though this may have made a difference no problems of the kind Brown describes were encountered.

Focus Groups

The focus groups consisted of: •

1 mixed gender and mixed cycling/ non cycling adults (over 18) group

•

1 female and mixed cycling/non cycling adults (over 18) group

•

1 male and mixed cycling/ non cycling adults (over 18) group

•

1 mixed gender and mixed cycling/ non cycling young people (under 16)

The focus groups were facilitated by one member of the research team and asked to sit in a circle so that everyone was able to make eye contact with each other. In addition to this Douglas (2000) describes how the circle represents democracy and that everyone in a circle is seen to have equal power. It was hoped that this would counteract the power and influence of the facilitator, if they were seen to hold any biased opinion that may sway the discussion, and also to diffuse any power imbalances caused by other factors such as class, ethnicity or a dominant personality.

The questions that were asked were open questions, as not only would these encourage longer answers, to spark a wider debate, but would also avoid the atmosphere of a formal interview or an interrogation (Lishmann, 1994), and so would make the participants more relaxed and likely to give their honest opinions.

The questions looked at the participants’ general attitude towards cycling as a mode of transport, the positive and negatives of cycling, the differences in

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opinions towards cycling throughout their life stages and projections for their future life stages and suggestions for strategies to encourage cycling.

The Focus Group was chosen as the main method of research due to the way that they enable participants to answer in their own words without the restrictions of writing in small boxes in a questionnaire. They also enable the participant to discuss their thoughts with others, think them through and explain themselves far better than absent-mindedly ticking answers.

Focus groups also allow participants to be actively involved and give them the opportunity to control the discussion, up to a certain point, meaning that participants are more interested and give more attention to the topic. When a group was working well together, rather than arguing or standing ground on an individual opinion, they discussed options whereby they could reach consensus. This worked in the same way that Kitzinger (1995) described whereby when trust develops the group may explore solutions to a particular problem as a unit rather than as individuals.

This meant that the problem of people having fixed opinions and then attempting to cater for each individual was overcome, as people shared ideas and opinions that affected those of the others, and they were, mostly, able to find a middle ground and work together on ideas for solutions that would be beneficial to all.

Despite all the apparent benefits of these focus groups some disadvantages also became apparent. One negative point was finding a time and a place that the participants could all attend. This took a few weeks of organising, cancelling and re-arranging, along with a focus group that was very poorly attended and had to be rescheduled.

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Another challenge was facilitating well enough to allow the participants to feel they had enough control of the discussion to talk freely and openly. The facilitator had to ask open questions and tried to have as little interference as possible, whilst also ensuring that participants stayed on topic and everyone in the group was given the opportunity to contribute. Quite often participants went off the topic and the facilitator found it difficult to get the group back. Morgan (1988) describes how this can also be a problem and can mean that a facilitator has less control over the data produced than by using other methods where the facilitator has more control such as one to one interviews and questionnaires.

Another problem was when a person in the focus group was seen to influence the opinions of others or to dominate the discussion. The facilitator, in this case, had to actively encourage those that had not spoken or had expressed a different opinion to speak. This problem also meant that some people may not have conveyed their true opinions and instead agreed with the participant that was the most vocal or persuasive.

As focus groups require people to speak in front of others, and express their opinions, which may differ from those they are with, those people with a lack of confidence and a fear of public speaking or those with communication problems or special needs may be less likely to participate, and so their opinions will not be represented.

This problem was recognised and was why we decided to offer one to one interviews to those that wanted to take part but didn’t want to participate in a group discussion. Despite this those people that didn’t cycle and those that did might have been better separated into different groups, as this may have created discomfort, especially where a cycle advocate was mouthing their negative opinions of motorists, and motorists that voiced their negative opinions about

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cyclists. A recommendation would be that this separation takes place in future study.

One to one interviews These interviews were with one male (adult) cyclist, one female (adult) noncyclist and one young female cyclist.

The interviews lasted around 15 minutes and the topics covered were the same as those covered in the focus group sessions. This time, though, it was more important for the facilitator to be aware of their body language. I organised a skill-sharing session for the research group to share our knowledge and experience of giving positive body language that would encourage those being interviewed to feel as relaxed and comfortable as possible.

One to one interviews may be seen by those being interviewed as intimidating and therefore this may affect their answers as they may feel a lack of trust or as though they have to give the ‘correct’ answer. For example, in order to dispel this we maintained a positive posture throughout the discussion, having uncrossed limbs and leaning slightly towards the person being interviewed, as Mehrabian (1972) described how this conveyed interest and positivity.

It was important that the interviewee felt comfortable enough to trust us and so it was highly important that we made them feel welcome from the start. In order to create a comfortable environment it was essential to give them a warm welcome and quick reception that conveyed respect and concern (Lishman, 1994)

Despite these concerns around one to one interviews possibly being intimidating they also have many positives. The depth interviews allowed us to gain a better

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idea of what the individuals opinions were, without interference from a groups reactions and also

The in-depth interview produces more comment from each participant than the group environment, as well as provides individual comments uninfluenced by a groups reaction.

Though this was not carried out in this study, the one to one interview allows an interview to take place over the telephone, which overcomes the barriers of organising times and places to meet people.

Recording The recording techniques took different forms during the research process. This was because there were different people participating in the research process, who had different preferences, and also because we felt that some methods worked better than others.

Although writing down every word someone said was very difficult, and possibly distracting it became clear that the interviews and focus groups recorded on the dictation machine were very difficult to understand in playback due to background noise. To overcome this problem we tried to ensure that in addition to having a facilitator at each focus group, it was also important for there to be a separate person taking notes about what people said. This meant that the facilitator could concentrate fully on their task and also would not distract the participants.

In addition to this, we only recorded the things that were said that were relevant to the study. For example, when the group got distracted and told long stories of

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fond childhood memories of bicycles this was not recorded other that a note to say the group looked fondly on bicycling in their childhood.

Qualitative Research In summary, we chose to use qualitative research methods as opposed to quantitative methods as it was a method that seemed to be least represented in other research and studies. In addition to this, the benefits of qualitative research include being able to explore the factors deemed important by those participating before defining the study, they enable participants to discuss their opinions, motivations, and thoughts, whilst allowing them to use their own words. This method also overcomes difficulties for those that have literacy problems and trouble filling in forms.

The main difficulties encountered using this type of method were that due to the unstructured and individual responses it is difficult to categorise them and analyse them. It is also difficult to generalise how people feel about a specific opinion, as is more possible when using a questionnaire to sample people’s opinions.

This method is also more time consuming for the facilitators, who have to write open questions, organise places and times that people can meet and facilitate the group. The analysis and collation of results is also more difficult, and therefore time consuming.

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Chapter Four

Welfare Provision and policy This chapter shall look at the policies that have been put in place to encourage cycling, and the schemes currently in place.

National Cycling Strategy (NCS)

The policy that has inspired much of the recent welfare provision around cycling is the National Cycling Strategy. The National Cycling Strategy was launched in July 1996 and was endorsed in the 1998 Transport White Paper (DETR 1998). The aims of the NCS were to increase the use of bicycles for all ages, to develop effective cycling policies and good practice and to discover ways to encourage cycling making it an accessible form of transport for all. The main aim of the National Cycling Strategy was to quadruple the number of cycle trips (on 1996 figures) by 2012.

The objectives of the strategy included taking action on Planning for sustainable access, Integration with other modes; Improve cycle safety; Vulnerable Road Users (VRUs); Create a cycle-friendly infrastructure; Provide for cycle parking; Reduce theft; Shift travel incentives; Raise public awareness; Unlock resources; Research and Development; and Monitor progress

In March 2005, Cycling England replaced the previous National Cycling Strategy Board. To take on the work of encouraging “more people to cycle more safely and more often”. Since being set up Cycling England have initiated a number of schemes to encourage cycling. One element of provision is the Cycling Demonstration Towns. These cycle demonstration towns include Aylesbury, Brighton & Hove, Darlington, Derby, Exeter and Lancaster with Morecambe.

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Cycling England aim to make these towns exemplary in their cycling facilities and standards through a variety of plans including working with local authorities to put the physical structures in place that will create a better physical cycling environment.

In these towns they are also offering local councils advice and solutions to provide better design and planning that includes cycling, support in research, the effect the changes have had in increasing cycling and promotion of these results. and residents the opportunity to take part in some of the other Cycling England initiatives such as the Bike It programmes for children.

They have pledged to contribute up to £500,000 per year, per town for three years, yet this funding must be matched by equal or greater funding from the local authority and its partners, and for councils that are struggling to find money this may prove to be a problem. Despite this the towns that have been involved seem to be providing a number of cycling activities with the project. For example in Derby the funding is going towards setting up another school bike club which will provide children with bikes and a coach so that young people can take cycling up as a sport too.

Some of these projects, despite being positive and a step towards encouraging cycling, seem to be a little tokenistic. Not only have only a handful of towns been picked but many of the projects that Cycling England claim to be setting up may have already been going ahead without them. In the case of Derby the new bike club is one of 4 that have already been set up, and Derby local council already had plans to increase this number to 27. Despite this I am sure that the extra funding that Cycling England provided was welcome.

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In addition to the Cycle Demonstration Towns Cycling England is giving funding to other projects such as Sustrans’ Bike It, they are providing bursaries for those that wish to take the training to become an accredited cycling instructor and supporting cycling celebration events such as Bike Week.

The targets that the National Cycling Strategy aims for have not been met, and most of the stakeholders involved In the NCS agree that the target of quadrupling the numbers of cyclists on the roads by 2012 is now unrealistic. A White Paper published by the Department for Transport in July 2004, The Future of Transport, stated that the Department has dropped the national target for cycling, “as part of a wider rationalisation of its suite of targets”. Instead the National Cycling strategy is targeting local cycle initiatives to improve cycling in the UK and urges local councils to use the original target figure as “something to aim for”.

The Delivery of the National Cycling Strategy: A review (2005) identifies a need for the change of structure to the National Cycling Strategy. It offers three options of change. These include working exclusively through NGOs; reform and refocus of the NCS Board; and new external delivery body.

The 1998 Transport White Paper

This paper followed from the 1996 National Cycling Strategy and recognised the role of cycling and its potential to help deliver the aims of an integrated transport system. The paper states how cycling is expected to make a key contribution towards achieving a range of government policies, including traffic reduction, air quality targets, and the health of the nation.

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An integral part of this White Paper is that it instructs local authorities to develop a Local Transport Plan. The White Paper encouraged local authorities developing this Local Transport Plan.

The Greater Manchester Cycling Strategy

The Local Transport Plan for Greater Manchester describes the influence of the National Cycling Strategy in their considerations about transport. Within this Local Transport Plan, Greater Manchester council outlines their cycling objectives:

•

“To increase the proportion of cycle trips throughout the conurbation

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To improve the levels of cyclists safety

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To improve integration with other modes of transport, where appropriate

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To minimise conflict with other transport modes, including vehicles and other vulnerable road users

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To ensure integration of cycling policies in other strategies, plans and funding bids

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To target resources strategically and in a cost-effective manner”

(The Greater Manchester Cycling Strategy, 2001/2002-2005/2006)

In addition to these policies and strategies a number of others include cycling. Transport 2010: the 10 year plan identifies cycling as an important mode of transport and encourages public and private funding to increase the amount of cycling facilities. And Saving Lives: Our Healthier Nation strategy recognises the importance of cycling as a way to increase fitness and people’s health.

There are a number of government bodies that encourage cycling and include it in their action plans and policies. These include The Highways Agency (such as cycling to work initiatives in the Green Travel Plan, 1999); The Department for

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Education and Skills (cycle to school initiatives such as Travelling to School: an action plan, September 2003); The Office of the Deputy Prime Minister (Urban White Paper, 2000 which looks at Improving the environment for cyclists and pedestrians, leading to trebling of the level of cycling by 2010).

In addition to government strategies and welfare provision, non-governmental organisations and groups are also providing a number of services to improve and encourage cycling.

Provision in Manchester

In Manchester there are a number of these non governmental groups actively encouraging cycling through a number of activities, such as developing school travel plans, organising recreational bicycle rides and campaigning for better cycling conditions.

Cyclists’ Touring Club

A group that works on both a national and local level and is involved with a great deal of cycle advocacy that aims to change policies to favour cyclists is the Cyclists’ Touring Club (CTC).

Amongst the CTC’s achievements is the introduction of the first cycling proficiency scheme in 1936 which was created at the time as a way of combating the amount of road accidents for cyclists, of course this still exists, yet is now run by The Royal Society for the Prevention of Accidents.

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Sustrans

Sustrans is a registered charity and delivers a number of services, the most well known being the network of cycle routes it works on. In addition to this, though, the group also runs a variety of other face to face activities to encourage cycling. One that is invaluable to young people is the Bike It scheme which seeks to encourage and support young people to travel to school by bicycle. There are forty schools in 11 authorities in the UK involved in the Bike It scheme, with their Schools Officers based in four cities around the UK including Manchester. The scheme appears to be highly successful and boasts that cycling levels have quadrupled in Bike It schools (Bike It – Project Review, September, 2005).

There are a great many other groups such as The Cycle Campaign Network, The Cyclists Public Affairs Group, the European Cyclists’ Federation and The London Cycle Campaign, who all provide a number of services to support cyclists and to encourage non cyclists to cycle.

Other Provision

Though these schemes work well for young people in statutory education and for some adults concerned about cycling conditions, there are few services readily available in Manchester to assist and encourage non-cyclists and cyclists.

For example there appears to be a shortage of free or inexpensive bicycle mechanics classes for adults. Classes were available at the Pankhurst centre (off Oxford Road) but were extremely oversubscribed and only open to women.

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Cycle instruction for adults that are afraid to ride in traffic are also lacking. Bike Links and Bike Right provide some training, yet their classes are quite expensive, a 3 hour course is charged at £40.

“Of the people in Manchester who were of working age (i.e. those aged 16 to 64 for men or 16 to 59 for women) the employment rate was 62 per cent during the Summer of 2004 (June to August)” (Office for National Statistics, 2004). With 38% of the population not in employment, it is essential that cycling as an inexpensive way to travel is made more freely or cheaply available, alongside services, such as bike mechanics classes and cycling safety classes.

Though some cycling groups, such as Bike It work in some schools in Manchester, cycling proficiency does not happen in every school and many schools don’t even have bike parking facilities. Manchester city councils Road Safety department only offers a limited number of safer cycle courses to children primarily in year 6. This training is not available at every school and is extremely rare to happen in later years than primary school.

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Chapter Five Results

This chapter shall explore the results of the primary research. Within this it shall look at the similarities and differences in opinions held by participants. In addition to this comparisons will be made with respect to difference in answers according to gender, age and those that cycle and those that don’t.

Participants Participants gave personal details, such as age gender and the part of Manchester they resided before the focus group session or interview in order to help with the statistical information. They also identified the type of cyclist they see themselves to be from a list.

Cycle every day/ most days

regular cyclist

A few times a month

occasional cyclist

Never cycle

non-cyclist

General opinion of cycling

The general attitudes toward cycling were extremely positive, with every participant, even those that do not cycle, expressing their belief that cycling is a good way to travel for a variety of reasons.

“It’s the best form of transport known to humanity” (male, 33, Longsight, regular cyclist)

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It was seen as a healthy way to travel, environmentally friendly, a way to reduce traffic, fun, inexpensive and good for short journeys. Despite everyone agreeing that cycling is a good form of transport, some identified it as having dangers.

“I’d like to go for a bike ride somewhere nice and quiet… but I wouldn’t like to cycle on a day to day basis as I would be scared to death to cycle on main roads” (female, 29, North Manchester, non cyclist)

Benefits of cycling A whole range of responses were given by participants about why they think cycling is important to them, and why they would like to cycle. Each focus group and interview identified some similar reasons. These included that it is an inexpensive way of travelling in comparison to the motorcar. Many also pointed out the health benefits, stating that it is a good way to keep fit without the expense of a gym as simply travelling around keeps them on top of their fitness levels. Others saw bicycling as a better way to connect and interact with their environment, they saw it as a more sociable way to travel and one that enabled journeys to be an adventure. “When you cycle you get the freedom, the fresh air, the observations” (Male, 23, fallowfield, occasional cyclist) In addition every group discussed the environmental benefits, and considered this to be paramount. They described how not only did it mean they weren’t polluting their environment but that it was also a more sustainable form of transport which was important to them due to their concerns about climate change and oil wars. The health benefits of cycling instead of driving with regards to the health problems caused by pollution were also often identified. “I think the important thing here is that it’s non-pollutive. It doesn't cause pollution and its great for me because I have asthma and 1 out of 3 children have asthma due to fumes.” (Female, 14, Wythenshawe, regular cyclist)

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Some respondents saw cycling as a quicker and more stress free way to travel in the city than by motorcar and it allowed them to travel more spontaneously than public transport allows. “When you’re in a car you’re stressed out by traffic jams and other crazy drivers. On the bus you always have to wait ages for one or its full of people and you’re crammed in, and they stop at a certain time so you have to make sure you get the last one. But with a bicycle you’re free from all that stress. It’s very liberating.” (Female, 32, Whalley Range, occasional cyclist)

Barriers to cycling The barriers to cycling were, again, very similar in each of the groups that participated. The barrier that concerned every participant was the safety aspect of cycling. Many of the cyclists discussed accidents and near misses they had had and non-cyclists described incidents their friends had encountered. “A friend of mine who used to cycle everywhere was killed by joyriders. Two other female friends have been knocked off their bikes and my husband once had a really bad accident too.” (female, 48, Withington, non-cyclist) Though everyone, including those that didn’t cycle, identified this aspect of cycling as being the biggest barrier they also identified the fault not being with the cyclist but with the motorist. “Every day I see motorists just ignoring bicycles and driving much too fast and too close to horses. The emphasis on safety is put squarely as the responsibility of the cyclist – but surely the motorist should have some simple rules and guidelines to help them use the same roads safely without endangering the lives of cyclists and riders” (Female, 49, N. Manchester, non cyclist) Another barrier that was identified by many participants was that it is not good for appearance, both when riding a bicycle and afterwards. Many people felt that they would arrive to work looking dishevelled and sweaty, which they felt would be unacceptable as there was nowhere at their workplace, school or university that they could shower or store clothes to change into.

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The pollution that cyclists are faced with was also a big problem for the participants, some stated that their asthma became worse when cycling in heavy traffic whilst others simply found it unpleasant and off putting. “Sitting in cars you inhale more pollution, three times more than people outside the car in heavy traffic, but it doesn’t feel like that sometimes when a load of black smoke oozes out of a bus and into your lungs. But it’s not really a reason to stop cycling it’s a reason to get more people doing it.” (Female, 26, Whalley Range, regular cyclist) Discussion, at this point, often came to the advantages of the car over the bicycle whereby those that cycled regularly or occasionally determined whether they would cycle according to the weather, and for everyone bad weather was a deterrent. Another major deterrent for all those participants that didn’t cycle was the dependence they had on their car. Many felt that it provided them with a higher status than a bicycle, whereby they may feel self conscious about the judgements other road users would make about them for riding a bicycle. Cyclists and noncyclists agreed that most motorists don’t see cycling as an alternative option to driving, which results in a lack of respect and an improbability of motorists becoming cyclists. “Car drivers see (cycling) as a childish hobby or a weekend activity. Everyone seems to see people that cycle as a way of getting around to be for people who are poor or who want a car but can’t afford one. It’s not seen as making a choice of a bicycle over the car.” (Male, 21, Ladybarn, occasional cyclist) In relation to this many participants also identified the car culture in Britain as being a large part of why they do not cycle. When growing up they felt that the car was the way they would travel around rather than the bicycle. They noted that bicycles are hardly ever seen in the media whilst cars dominate it. This was suggested as one main reason why cycling is little regarded as a mode of transport. When cycling was on television or in magazines it was depicted only as being a sport or leisure activity rather than a mode of transport

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Other problems that were identified were concerned with a lack of facilities for cyclists. Many identified bad cycle lanes that weren’t continuous or were in poor condition. “There doesn’t seem to be many cycle lanes and when there are cycle lanes they just end in the middle of nowhere.” (Female, 29, N. Manchester, non-cyclist) A lack of good cycle parking was also identified as a barrier to cycling, especially when the participant had an expensive bicycle, though most participants identified this as being a concern. “In our school there are no bicycle stands so you can’t use it to go to school.” (Male, 14, Benchill, regular cyclist) The need for a place to lock bikes that would be supervised was raised and agreed and many thought an additional need was somewhere to lock away cycling equipment, such as helmet and waterproof clothing, when not cycling. “If I don’t get to university in time to get one of the six racks to lock my bike to I can’t lock it up safely. There is no secure, supervised cycle parking and its not just because they get stolen, I know quite a few people who’s bikes have been vandalised as well, it makes me scared to leave my bike.” (Male, 21, Ladybarn, occasional cyclist) Other problems identified included not being able to carry as much on a bicycle than in a car, and the lack of availability of using or hiring a bicycle trailer. Many of the parents were afraid of their smaller children cycling on the roads with them. Yet they would have felt happier if they were in a trailer, but the expense of buying one for the short while they are small, and the lack of ability to hire one put them off cycling with their children altogether.

Image of cycling

Cycling was not seen to be a particularly fashionable or cool way to travel and had connotations of low social status. Despite this many felt that cycling as a

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leisure activity or as a sport such as BMXing, mountain biking was seen to be cool.

“Cycling is only cool if you are on a full suspension mountain bike” (Male, 14, Benchill, regular cyclist)

Young people that participated in the survey identified the need to have a particular style of bike if it were to be accepted by their peers. They felt that this could be due to the lack of bicycles in the media and also because of car culture, which made them feel that they had to drive otherwise they would feel out of place or as part of a minority.

Why participants stopped cycling

Every participant had ridden a bicycle at some point in their childhood yet many had at some point stopped. Some stopped for a while and then cycled again, but for many they stopped and didn’t get back on a bicycle again.

Most adult participants stopped cycling in their teen years mostly due to the ability to drive or ride in a car instead. Many stated they felt stopping cycling and driving a car was part of becoming an adult. For others it was simply that they had grown out of their bicycle and didn’t get another one.

“I only cycled as a child. When I outgrew my bicycle I never replaced it with a larger one. Just because it was easier and I could carry more things around with me than I could on the bus or the train. It became a habit that I still fall into” (Female, 49, N. Manchester, non-cyclist)

Other reasons given for stopping cycling included getting another hobby that replaced it for getting around such as motor biking and skateboarding. Others

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stopped when they got jobs that were too far to cycle and found it easier to drive than get on the train with a bicycle, which they identified as difficult due to often having to book a bicycle on the train or because the train was too crowded.

Gender

Most people saw cycling as a mode of transport being a genderless activity. Yet they saw other parts connected to it as being male dominated. People felt that the bike professions were extremely male dominated and described how every bike mechanic, bike courier, cycle instructor that they had come across was male.

They also felt that the sporting side of cycling, such as BMX, mountain biking and racing were also seen as male and they felt that more men participated in these sports than women did.

Participants that did cycle felt that many women might be put off by the way cyclists look and their clothing, this was backed up by many of the non-cycling females, who felt that society had different expectations of them as women. They felt they had to be better dressed than men, who might be more likely to be accepted with messy hair and in cycling clothing.

“Women tend to wear much more impractical clothes for cycling than men and the societal view that women should attain a deity-like perfection, with their looks causes less women to ride bikes.” (Male, 21, Withington, frequent cyclist)

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What would make people cycle, or make cycling more enjoyable?

Physical/ Structural

Every participant stated the need for improved cycle lanes. This includes better road surface, cycle paths that are continuous, wider more predominant cycle lanes. It was also agreed that cycle lanes should be a standard feature on all roads, especially on new roads or roads that are resurfaced.

A problem with cycle lanes was that cars obstruct them by parking and driving in them. Ways to overcome this problem were identified as being to fine motorists that do so. It was also thought a good idea to have no parking style signs at the sides of the roads identifying the cycle lane and the risk of the fine if they are obstructed.

Many people also thought that a way of overcoming problems of breathing in pollution, dangerous driving and fears of cycling in traffic would be to have off road cycle paths, or cycle paths with a kerb between both the pavement and the road. It was also thought that cycle paths that went over the tops of junctions or had clear stop signs for cars where cycle paths met roads and junctions.

It was often suggested that reducing the number of cars on the roads would make cycling safer and a more accepted mode of transport.

“Cycling would be better if there were no cars on roads” (Female, 8, Manchester, regular cyclist)

Suggestions for ways in which this could work would be through congestion charges and by distributing more publicity about cycling instead of driving, with

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subsidies for those that did cycle instead of driving. Suggestions for subsidies included free or cheap bicycles or bicycle hire, affordable bicycle trailers and trailer hire, free bike mechanic and cycle instruction classes and free secure bike parking if it were available.

Following from this the next biggest need identified that would encourage people to cycle and to cycle more often was the increase in good bicycle parking. This did not only mean an increase in bike stands but it was also suggested that covered bike shelters be introduced. Many would like the use of a supervised bike parking scheme where they could feel that their bicycle would be as secure as they feel their car is in a supervised car park.

Something that was also see as an essential was the use of changing facilities and showers at schools, universities and workplaces. It was also expressed that this not only be provided in these places but there should also be a place in Central Manchester whereby all members of the public could use these facilities. This would mean that those in the centre for other reasons, such as shopping, would also benefit and be encouraged to cycle.

“There has recently been a demand for buildings to be adapted for use by disabled people. This had to include a toilet and washing facilities and it wouldn’t be too difficult to create a multi-purpose larger toilet cubicle to allow someone enough room to hang clothes and change, and to incorporate at least a wash basin, preferably a shower, into that same cubicle, for use by male or female cyclists” (Female, 49, N. Manchester, Non-cyclist)

It was agreed that the opportunity to hire cycling equipment such as bike trailers, panniers and bicycles should be affordable and readily available.

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Some described how many cycling projects are in smaller towns, the examples given were Ride Manchester (now closed) in Levenshulme and Bicycle Doctor (a bicycle co-operative) in Rusholme, whilst there were few centrally located bicycle shops that had a ‘social conscience’ and weren’t simply a profit making business. Their concerns were that if equipment were only available at similar locations then many people wouldn’t be able to use it unless they had alternative transport to get it.

“It would be great if there were bikes at the train stations for people coming off trains. That way you can still get the train but you don’t have to worry about there being space for a bicycle on it and locking it up in the city centre where it might get stolen. “Also if there was something like a bike library where you could get out a bicycle in the morning and take it back at night it would be great, especially along oxford Road. Then you could get it at the student halls ride down Oxford Road then hand it in at the university and then at night get another one to go back up. You wouldn’t have to worry about maintenance then or anything” (female, 26, Whalley Range, cyclist)

Social/ Educational Many people identified a need for greater information about cycling, aimed both at cyclists and at other road users. Firstly very few people knew of any cycling services available to them. They expressed a wish for a variety of services, such as cycling instruction, yet didn’t know how to find out about it or whether it even existed.

An information problem for many cyclists, and non-cyclists, were the laws about cycling with regards to their rights and responsibilities on the roads. Many didn’t know if there were specific rules for them and how to get hold of them. Some

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that knew to look for advice in the Highway Code but didn’t know if these were the only rules that applied to them.

One suggestion was that a booklet be produced for cyclists that outlines all this information, along with other things such as good off road routes and detailed maps of where the cycle paths are.

It was also felt that motorists should be provided with more information about cycling and cyclists, which may increase the amount of respect given to cyclists and therefore lessen the dangers.

Many people felt that cyclists were a minority which created a bad social image and disrespect from other road users and peers. Participants felt that there were ways to overcome this by creating a better social network for cyclists whereby they could meet and share experiences, ideas and equipment. It would also mean that they might meet other cyclists from their area with whom they could commute. It was felt that a commuting group would be highly beneficial as it would not only be more sociable and reduce the fear of cycling but it would also mean they were more visible to road users.

Comparatives

In order to discover whether there was a pattern in attitude amongst people from a particular group, such as age group, comparisons have been made to discover any difference.

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Gender differences

Whilst danger was identified as a problem throughout all the focus groups and indepth interviews, in both the female focus group and interview it was more prominent. Fear of cycling in traffic was a major concern for all women the participated.

Males seemed to concentrate most on barriers and solutions that were based around physical structures such as cycle lanes and bicycle parking. Whereas females were more concerned about the social implications of cycling and amenities, such as wanting facilities to wash and change and to keep their cycling clothing and equipment.

Areas of Manchester

Those living in the south of Manchester tended to cycle more than those living in the North with further to travel where there were fewer cycle paths. This appears to be one of the main reasons for not cycling, in comparison to those that live in easy cycling distance in the south.

Though it was identified that the non cyclists in the North could travel some of the distance by train they found taking bicycles on the train difficult for a number of reasons, but mainly due to lack of space and it being more effort than simply getting into a car.

Cyclists and Non-cyclists

The differences between cyclists and non-cyclist appeared to be few, yet non cyclists had a tendency to prioritise an increase in safety on the roads, whilst

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some cyclists stated that they enjoyed weaving in and out of traffic. This may come from a confidence developed only through experiencing traffic as a cyclists first hand, and whilst it may appear to be scary once on the road this fear diminishes.

Many more non-cyclists than cyclists identified the need for more information about cycling and education about the laws and road rules affecting cyclists, and also details about how to access services, whilst some cyclists felt they didn’t need some services, such as cycle instruction, as much.

Many non-cyclists felt that bike hire should be available around the city, some discussed a bike scheme whereby bikes had been parked around the city centre whereby in order to hire it all that was required was a telephone call and a combination code was given to free the bicycle. Many thought it was a great idea but thought the bikes used were too big, heavy and unfashionable.

Age

Young people that took part in the study were most interested in the environmental benefits of cycling and the social aspects than older participants. They felt that cycling was a way to be independent and a way to travel without relying on adults or forms of transport that are more pollutant.

Older participants had more concerns about danger, especially parents, than the young people involved who hardly commented on cycling as being dangerous. They did, however, feel that their parents were concerned about their safety.

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Young people identified the need for more education in school about the benefits of cycling and many stated that cycle facilities and instruction at their schools were severely lacking, especially after primary school age.

Older participants tended to have stopped cycling during their teen years as they felt a push towards other modes of transport that they felt were more socially acceptable, namely the motorcar. Yet most of the young people, even those in their late teens thought that they would continue to cycle even when old enough to drive. Many that were old enough to drive had chosen not to take driving lessons as they felt cycling was an adequate way to travel around.

This could be due to either the increase in awareness about sustainability and climate change than was given when the older participants were young. It may also be due to the majority of young people being from Wythenshawe and Benchill. Benchill is the most deprived ward in England (Indices of Deprivation, 2000) and so this may also account for young people looking for a more inexpensive way to travel.

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Chapter Six

Conclusion and Recommendations

The secondary and primary research show that cycling itself is seen as a positive and beneficial mode of transport, yet there are a great many barriers that are stopping people from using it as a mode of transport.

Due to this interest and because of the benefits in health, the environment, road safety and positive social behaviour to communities and young people, youth and community workers should encourage their service users to cycle, and provide access to services and facilities to enable them to do so.

Every study identified similar needs that would encourage them to start cycling or to cycle more often. Cyclists and non-cyclists agree in what needs to be done to make cycling a more enjoyable experience, yet their priorities are different. This difference in priorities needs to be considered when promoting cycling in a targeted manner.

Youth and community workers may bring about the changes that have been identified working with their service users whilst utilising funding that has become available because of the National Cycling Strategy and also by working with groups trying to provide cycling services already, such as the Bike It scheme in schools.

The need for cycle instruction, bicycle mechanics, secure bicycle parking, a place to change and shower and also the need to build a stronger cycling community and point of information for cyclists and would-be cyclists could be easily achieved by a youth and community worker. Youth and community workers have

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the skills to facilitate a community space and, therefore, a physical space that could provide all of these services in a central location is highly recommended. The services in this space could be provided by a network of cycling service providers and facilitated by a youth and community worker.

The suggestion of a publication that outlines the cycling services available in Manchester should also be acted upon by local authorities as part of Greater Manchester’s Cycling Strategy’s longer term action plan to produce publicity leaflets about cycling. This publication could also be another way to encourage the local council, cycling groups, youth and community workers and individuals to work together to create a tool that is useful to everyone.

Working as part of a multi-disciplinary team in projects like a cycling community centre and creating a booklet could also provide a way to develop strong relationships between these groups in order to work together more effectively to improve cycling conditions in Manchester.

Working in a grassroots way, with individuals able to participate in deciding where the funding for cycling is channelled and being able to be involved in the implementation of services is extremely important to ensure that what is being provided is actually need and will be used.

Further research into the trends of the decisions made by non-cyclists and cyclists to use a bicycle is also recommended, especially amongst young people, who’s attitudes toward cycling seems to be more positive than those of the adults involved in the survey had at the same age. Researching the psychosocial reasons for choosing to cycle might give a further insight into ways of encouraging cycling effectively.

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List of References Chapter One

British Nutrition Foundation (2005) Overweight and Obesity, BNF

Department for Education and Employment (2001) Transforming Youth Work. Developing youth work for young people, London: Department for Education and Employment/ Connexions.

Department of the Environment, Transport and the Regions (1998) A New Deal for Transport: Better for Everyone London: The Stationery Office (The White Paper)

Department for Transport, 2003, Road Casualties in Great Britain TSO: Norwich

Galsworthy,J (1920) On Forsyte Change New York: Charles Scribner’s Sons

HM Government Department of Health, (2004), House of Commons Health Committee: Obesity. Third Report of Session 2003/4 Vol. 1

National Travel Survey (2002) Department for Transport

Office of the Deputy Prime Minister (March 2005) What Is A Sustainable Community

Sustrans (1997) Safety on the Streets for Children

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Chapter Two

Automobile Association (2003) Cycling Motorists: How to encourage them Basingstoke, Hampshire: AA Public Policy Group

Davies D G, Halliday M E, Mayes M, Pocock R L (1997) Attitudes to Cycling: A Qualitative Study and Conceptional Framework Berkshire: Transport Research Foundation

Department

for

Transport

(2002)

“Attitudes

to

Walking

and

Cycling”

http://www.dft.gov.uk/stellent/groups/dft_transstats/documents/page/dft_transs tats_023228.hcsp

Department for Transport (2004) National Travel Survey 2002/ 2003, DfT

Finch H and Morgan J (1985) Attitudes to Cycling Report RR14, Crowthorne: Transport Research Laboratory

Granville S, Rait F, Barber M and Laird A (2001) Sharing Road Space: Drivers and Cyclists as Equal Road Users Edinburgh: George Street Research Ltd

Meaton J and Anderson M (1996) Green Commuter Strategies, Travel Awareness Campaigns Conference, 13 March, Department of Civil Engineering, Aston University, Birmingham

Transport Research Laboratory’s Attitudes to Cycling: A Qualitative Study and Conceptual Framework

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Chapter Three

The National Youth Agency (2004) Ethical Conduct in Youth Work a statement of values and principles from The National Youth Agency Leicester: The National Youth Agency

The Social Research Association (2003) Ethical Guidelines London: SRA Population Estimates Unit, (2006) National Statistics Annual Report Norwich: Office of National Statistics

Chapter Four

The National Cycling Strategy

1998 Transport White Paper (DETR 1998)

The Department for Transport in July 2004, The Future of Transport

The Delivery of the National Cycling Strategy: A review (2005)

(The Greater Manchester Cycling Strategy, 2001/2002-2005/2006)

Transport 2010: the 10 year plan

Saving Lives: Our Healthier Nation

The Highways Agency, 1999, Green Travel Plan, London: The Stationery Office

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Travelling to School: an action plan, September 2003

The Office of the Deputy Prime Minister, 2000, Our Towns and Cities: The Future Delivering an Urban Renaissance (The Urban White Paper)

Bike It – Project Review, September, 2005

Chapter Five

Office for National Statistics, 2004

Measuring Multiple Deprivation at the Small Area Level: Indices of Deprivation, Dec 2000 published by DETR London

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Appendix 1 An example of a focus group discussion Age: 29 Area of Manchester: N Manchester Do you cycle? No

Age:32 area of manchester:Whalley range do you cycle? used to (Non cyclist)

Age: 49 Area of Manchester: N. Manchester Do you cycle? No

Age: 48 Area of manchester: Withington Do you cycle? No

Age: 52 Area of Manchester: Sale Do you cycle? Yes How often? Occasionally

Age: 49 Area of Manchester: N Manchester Do you cycle? No

GENERAL OPINION OF CYCLING: I think that cycling, as a mode of transport, is good for the environment because it reduces traffic and pollution. It also keeps people fit and although I, personally, would like to go for a bike ride somewhere nice and quiet on a nice day – I really wouldn’t like to cycle on a regular day to day basis, because I’d be scared to death to cycle on the main roads. I agree, it would be nice to cycle as a recreation, as a relaxing leisure activity, but I do think it would be hard work and I’m not sure that I’m as fit as I like to think I am. Yes, bicycling is good but I don’t think that enough provision has been made to help cyclists. Well, I really think that cycling is excellent – you can’t find any better way of travel that’s completely environmentally sound.

It’s cheaper than the bus, but I do agree that it’s crap it

you’ve got lots of stuff to take everywhere with you – but apart from that it beats everything. Purple: It’s just fantastic I know what you’re saying but to me it looks dangerous and a lot of hard work, it just puts me off. WHAT’S GOOD ABOUT IT? Where do I start? One, it’s good for the environment because it reduces traffic and pollution and two, it’s cheap – there are no parking fees, you don’t get caught up in traffic jams and also it’s very good exercise. I don’t have any kids but if I did I would encourage mine to cycle in the local area – in parks and on quiet streets away from the main roads. I think it’s really

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good for kids to get outside to play and to get good exercise at the same time – let them have some fun but make it safe fun. Yes it is good exercise and it’s also very handy for popping out to the pub – you can cycle off the calories on the way there and back. Of course it’s also cheap, once you’ve got a bike. I know it’s cheap but it’s also free from any emissions – no exhaust fumes from a bicycle. It’s a big thing really, that it doesn’t cost anything more than your own physical effort and you don’t have to hang around waiting for it – like a bus or a train – it’s always there, ready and waiting. I think it can even be quicker to get to places by bike than by bus or tram and you don’t have to listen to mobile phones ringing, you’re not restricted by the timetable, you can just go home whenever you’re ready, just when you want to.

And you can go out whenever you’re ready

too in the same fashion. Yes there is the fuel and environmental stuff and no parking prices and it’s not as expensive as vehicle maintenance.

You can be more naughty and get away

with it, because you’re only going to injure yourself if you fall off maybe, and bikes take up less space on the road. We all know that it’s non polluting, a bike is always ready to go, it’s quicker through traffic jams in town and it’s good exercise. It’s easier and cheaper to park a bike than a car, it’s just much much better in city traffic than a car is. WHAT’S BAD ABOUT IT? I worry about motor vehicle drivers awareness of cyclists, especially in icy or wet roads with the danger of skidding, either the bicycle skidding into another vehicle or them skidding into you. It’s the person who would come off worse, not the car. I know, I agree that it can be really dangerous in the city. A friend of mine who used to cycle everywhere was killed by joyriders.

That was terrible.

Two other female friends were also

knocked off their bikes by silly careless drivers, it’s really frightening when you think just how many cyclists have near misses so often and they are so close to serious physical danger. My husband once had a very bad accident on a bicycle and it really scared him. There’s also the weather, you’re much more open to the elements on a bike obviously, so when it’s raining, snowing or windy you feel the impact so much more than in the comfort of a car.

You might need to take a change of clothes around with you just in case the weather

catches you out. If you were on your way to work you’d need to have clean and tidy clothes

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to wear once you get there. bicycle.

Carrying lots of extra baggage is much more difficult on a

Shopping would be really hard, you’d have to make so many more trips to get all

your groceries. I know, it can be really dangerous cycling on main roads.

There are some cycles lanes but

just not enough and some of them just end in the middle of nowhere. getting wet through on your bike.

There’s no fun in

It takes longer to cycle somewhere than drive and when

you’re on a bicycle you’re so much closer to the exhaust fumes of motor vehicles and you’re just breathing them all in. I just can’t face getting cold and wet, it’s disgusting.

Everywhere seems such a long way

when you cycle it, compared to just a few moments in the car and it so dangerous. I find cycling quite hard work, then you’ve got the worry of security and making sure that your bicycle is safely parked and locked up.

On a bike you feel so

much closer to the weather. You were right about it being difficult to carry loads of stuff when you’re on a bicycle, what if you have asthma or you have to carry a laptop around with you – it’s not easy. You get wear and tear on your body too – bruises on your shins and breathing in all those fumes, then the bus drivers and rude boys cut you up and scare you half to death – you could be a nervous wreck. There aren’t enough cycle lanes, drivers really take advantage of cyclists and just cut them up. IS IT COOL? I think it used to be thought that cyclists were really “geeky” but more people are really into it now – saying that if fashion is Harvey Nic’s and limos then there wouldn’t be many advocates. I think it’s more than that, cycling is seen to be cool now, providing you have the right bike and there’s still a lot of one upmanship about styles of bikes among cyclists and you can spend a huge amount of money on bikes. I still don’t think that cycling is cool at all. Just look at how they dress, it’s still geeky. Pink: No I don’t think you’re right, there’s loads of youngsters skateboarding and they wear all the gear and they look really cool, and the mountain bikers are just the same, wearing cool gear and looking good. I think cycling has got caught up in the fashion and is now really cool. Well I don’t think it’s cool but it’s not uncool either – it just is.

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But so many people are cycling, not because of the look but because of what it does for them – like getting more healthy, and being aware of the environment and because it’s more economical – all those reasons are brill. GENDER OF CYCLISTS I don’t think it matters, I think both sexes ride cycles, there’s no difference. If you look at racing cycling – then that’s more for the boys, Tour de France etc and they are more prominent in the media for the boys. But if you look at the streets then I think it’s about equal, and just as many girls cycle as boys. When I think about it though, I do see more male than female cyclists on the roads. But I had thought they were about equal. I think it’s just the same, boys or girls, there’s no difference. WHY STOP CYCLING/DON’T CYCLE I only used to ride a bicycle when I was a child – once I outgrew my bike I never replaced it with a larger one. As I got older and learned to drive I found that so much easier and I could carry more stuff about with me in a car then I could on the bus or on a train. It just became a habit that I still fall into. I used to cycle all around the city for my job but now that I have to take piles of books to and from school it’s just too difficult and I can’t do it. Also when I’m doing supply teaching I have to travel to schools far and wide with little notice – I just don’t have time to get there by bicycle. I know, the only reason I stopped cycling was because I didn’t have enough money for a new bike or a bike lock and I have to carry some expensive equipment around. It just became a nightmare and too difficult. I changed from cycling as a means of transport to cycling purely for pleasure, because a car is just so much more convenient. I do still ride, but not as a form of transport only for the fun of it and the exercise. I think the road conditions have changed so much since I was young, and even then everyone just expected to progress to a car. You just moved on from a bike to the next thing – the car.

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I just never cycle at all. WHAT NEEDS TO BE DONE TO ENCOURAGE CYCLING? First of all, better cycle lanes.

It think cycling should be advertised more and people should

be encouraged to their bicycles more than their cars. I know, I can talk! I think car drivers need to have a better attitude and be more considerate towards cyclists. I know that I would be more likely to have a go on a bike if it were safer and more accepted. Once the safety angle is sorted then more and more people would be encouraged to try it and would then take up regular cycling. Yes, there should be proper cycle lanes and safe places to leave your bike.

If it became

more socially acceptable to arrive at meetings dressed in cycle clothes you’d get many more people doing it. What about cycle subsidy schemes to help with the cost of buying bikes to get to work with panniers and accessories provided to answer the problems of carrying stuff around. Ok yes, but there should be proper secure parking facilities because bikes are so expensive and so attractive to thieves, it would really put you off if your bike was nicked every time you went anywhere. They should allow cycling on cycle paths marked in the pavement, and have better routes alongside the Metro or along canals and railways with bike sheds at the station. I think the main thing really, is safer routes and special routes for bikes only, that would make more people give it a try and then they would just carry on, once they found it was safe. Yes, more cycle lands, I guess that’s an advertising thing and I have noticed recently that there is some advertising on the back of buses and I think that’s a really good initiative, it makes you think that it’s a good idea. They should widen the cycle lanes on the road, they’re just too narrow and the vehicles are just too close. There should be more information about the problems cyclists encounter. Make an issue and promote the improved health issue and the fellowship and friendliness of fellow cyclists. When you look back at the times before so many people had cars, there was a real social spirit in cycling, really friendly and that would make you want to join in.

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