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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 4

Acknowledgements 6

Statement of Ownership 7

Chapter One: Introduction 8

Chapter Two: Literary Review 14

Chapter Three: Methodology 21

Chapter Four: Welfare Provision and Policy 31

Chapter Five: Research Findings 38

Chapter Six: Conclusions and recommendations 50

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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 impact and enhances positive impacts (e.g. by creating

opportunities for 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) non-

cyclist 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

30

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.

31

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.

32

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.

33

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.

34

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

• To improve the levels of cyclists safety

• To improve integration with other modes of transport, where appropriate

• To minimise conflict with other transport modes, including vehicles and other

vulnerable road users

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

bids

• 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

35

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.

36

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.

37

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.

38

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)

39

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)

40

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.

41

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 non-

cyclists 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

42

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

43

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

44

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)

45

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

46

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.

47

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

48

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.

49

Gender differences

Whilst danger was identified as a problem throughout all the focus groups and in-

depth 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

50

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.

51

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.

54

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

55

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

56

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

57

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: 49 Area of Manchester: N. Manchester Do you cycle? No Age: 52 Area of Manchester: Sale Do you cycle? Yes How often? Occasionally

Age:32 area of manchester:Whalley range do you cycle? used to (Non cyclist) Age: 48 Area of manchester: Withington Do you cycle? No 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. Carrying lots of extra baggage is much more difficult on a

bicycle. 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. There�s no fun in

getting wet through on your bike. 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.