getting moving: a manifesto for cycling in greater manchester

8/2/2019 Getting Moving: A Manifesto for Cycling in Greater Manchester

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A Manifesto for Cycling in

Getting Moving

Greater Manchester


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20% of Greater Manchesterjourneys under 5 miles by

bike by 2020.

Cycling.More people. More journeys. More of the time.

Economy.Build bikes. Make jobs. Revive communities.

Climate.No emissions. No fuss. No delays.

Health.Work out, dont pay out. Breathe clean air.

Social.For everyone, all the time.


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Cycling for All

Cycling is not only a fantastic leisure pursuit: its the perfect way

to get from A to B. This manifesto is about how to get more people

cycling, more of the time, and enjoying the benets of it.

For many, cycling offers an affordable way to get to work, school,

college and the shops. It keeps them active, saves money and

helps them to reduce their climate change emissions. With

healthy active staff and efciently running transport networks,

businesses can thrive.

Currently the modal share for cycling to work in Greater

Manchester is around 1%, much lower than the cities leading the

way in cycling (see below).

Climate

It has been estimated that

transport accounts for over 30%

of carbon emissions in Greater

Manchester1. With the UK

government striving to cut total

CO2

emissions by over 80% on 1990 levels by 2050,

low-carbon modes of transport are essential.

The impact of local transport is particularly signicant. In 2006,

57% of all trips in the UK (excluding cycling and walking), and56% of car journeys, were less than ve miles. These trips tend

to be less energy efcient than longer ones, as cars do fewer

miles per gallon in urban conditions than on motorways2 - and

such trips are perfect for cycling.

CYCLING FROM A TO B: AT THE CORE OF

CLIMATE, ENVIRONMENT AND HEALTH

Greater Manchester 1%

Edinburgh, UK 4%

Cambridge, UK 25%

Copenhagen, DK 36%

Mnster, DE 38%

How do cities compare?

* Because each city records its statistics

in a different way, these cycling modalshift gures are included to provide an

approximate comparison and show what

can be achieved.

The modal share for cyclingto work in Greater Manchestershould rise from 1% to 20%.

Health

An active lifestyle contributes to good physical and mental health.

An increase in sedentary lifestyles has been linked to the rise

in the use of motor vehicles. The GM Director of Public Health

argues that if one third of car journeys under ve miles were

transferred to foot or cycle it would save as many lives as all

other heart disease prevention measures put together.3 The cost

to the UK of treating obesity has been estimated at 4.2bn per

year and is predicted to double by 2050.

Economy

Cycling brings wide economic benets, including reduced health

bills, more disposable income and

reduced absenteeism: regular

cyclists take on average one

less sick day per year4. Road

congestion is rising and Greater

Manchester has some of the worst

levels5. It has been estimated that

trafc congestion will cost the UK economy 22 billion each year

by 20256.

Learning the Lessons

Many other cities have achieved much greater levels of cycling.

If it is to join them, Greater Manchester must identify and

address the barriers to cycling. The ve policies presented in this

manifesto are essential in getting to the point where 20% of all

journeys under ve miles are made by bike.


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CYCLING INFRASTRUCTURE SHOULD BE HIGHQUALITY, CONSISTENT AND APPROPRIATE.

Where We Are

Cycling infrastructure includes on-road cycle lanes, advanced

stop lines at junctions, off-road cycle routes and shared-use

(pedestrian/cycle) facilities as well as cycle parking and route

signage. The discussion in this section will relate mostly to cycle

lanes and routes.

Much of the cycling and walking infrastructure in Greater

Manchester is poor compared to best practice in other UK

cities. Many of the short sections of on-road cycle lane have

not met national guidance in terms of width or layout, and do

not provide continuous or coherent routes to key destinations.

Current GM parking standards and planning guidelines also lagbehind other UK cities, such as York and Cambridge.

The development of effective cycling infrastructure has also

been constrained by a lack of

long term strategic planning and a

poor level of integration with other

strategies and sectors: for example,

planning guidance on walking and

cycling not being implemented, poor

enforcement regarding vehicles

parking in cycle lanes, and poor integration within healthpromotion strategies.

Whilst most would agree that installing poor cycling

infrastructure is an ineffective use of funding, there is a lack of

coherence within the cycling community on the type of cycle

lanes and routes required or whether they should be installed

at all. Crudely put, there has been a divide between those

who argue that the road is the cycle network and cycle lane

infrastructure is unnecessary and/or dangerous and those

who advocate the development of a European-style cycling

infrastructure, separated from motorised trafc, which provides

direct routes that can be cycled at speed and are designed

around the needs of cyclists such as have often been

developed in northern European countries like the Netherlands

and Denmark.

Getting Moving

Alongside the other improvements advocated in this document,

there is a clear need for the development of a coherent and

consistent cycle network in Greater Manchester.

There is a clear need for acoherent and consistent cyclenetwork.

There is some recognition of this in the Local Transport Plan:

Our overall aim is to enable people to cycle safely on thewhole on and off-road network. However, as a priority the

local highway authorities will each continue to work towards

completing a core cycle network (of local, regional and

national routes) providing direct, continuous, safe, attractive,

comfortable and coherent cycle routes.7

It does not, however, indicate whether, in terms of the type of

cycle infrastructure installed, this core cycle network will be

business as usual, or will entail new designs and evidence new

thinking.

To encourage more people to cycle, the Greater Manchester

cycle network will need to include trafc-free facilities, be well

signposted and give priority to cyclists.

Developing such a GM-wide

cycle network will require

strategic thinking and

longer-term planning.

Short-term measures must

help to move in this direction

and could include increasing

access and permeability by creating more contra-ow routesand by both extending the Quality Bus Corridors and bus lane

networks and making them more cycle-friendly.

It is also vital that a generous amount of secure, covered

cycle parking is installed and that planning guidance sets high

standards for parking in residential and business buildings.


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CYCLING SHOULD BE FULLY INTEGRATED INTOTHE PUBLIC TRANSPORT SYSTEM.

Where We Are

The bicycle is an excellent method of transport for most people

for distances up to ve miles. Combined with other sustainable

transport modes, it becomes an even more exible tool.

In Greater Manchester, the transport system is not as integrated

as it could be. Currently bicycles are not allowed on GM bus

services or Metrolink trams and there is limited peak time

carriage on rail services. In addition, the provision of good

quality cycle parking at interchanges is not widespread.

Other cities have developed more progressive policies to

integrate cycling with public transport. The box below highlights

the contrast between the Copenhagen policy and the new

Greater Manchester Local Transport Plan (LTP3).

Combined with other transportmodes, the bicycle becomes aneven more exible tool.

Getting Moving

Examples of initiatives to improve integration of cycling with

public transport demonstrate that it can be instrumental in

increasing levels of cycling, with a corresponding reduction in car

journeys.

When Denver, USA, provided cycle carriage on all buses,

passenger numbers rose by 0.7%, with many of those surveyed

saying they would have taken a car if this facility were not

available10. In the case of Greater Manchesters Metrolink,

we estimate that this would equate to an additional 315,000

passenger journeys, 208,000 fewer car journeys and would

generate an extra 346,000 in revenue each year for Metrolink.

In addition to having the ability to convey cycles by train and

tram, it is important to provide good quality cycle parking (short

stay everywhere and long stay

capacity at major interchanges) at bus

and rail stations. Improved signage

and access to stations would also

encourage more people to cycle to

their nearest major public transport

facility.

For example, South West Trains, train operator in south-west

London, Surrey, Hampshire and Dorset, has made signicant

investment in cycle parking at some of its London suburban

stations. The rst of its kind in the UK, the double-deck cycle

parking facility was installed during 2004 at Surbiton Railway

Station providing covered, secure parking for 175 bicycles.

The station forecourt was also remodelled to reduce vehicle

volumes and speeds. A survey of users of the upgraded facility

showed that 25% occasionally drove to the station and 37% were

occasional car passengers. 10% of the cyclists using the facility

were regular car users prior to its introduction11

. Across Surrey,improved cycle parking at stations is reported to have increased

the number of journeys to railway stations undertaken by bicycle

by 30%12.

City of Copenhagen Cycle Policy 2002-2012

The Copenhagen Transport Public Transport Plan

(1998) takes a highly favourable view of combining

cycling and public transport and targets cyclists

as potential customers to a greater extent than in the past. This has

resulted in the removal of most restrictions applying to bicycles on

commuter trains. There are still some restrictions applying to rush

hours. However, the most recent development is that bicycles are now

allowed on commuter trains in rush hours when travelling in the opposite

direction to the main trafc. As more and more commuter trains of the

new type are acquired bicycles will eventually be allowed on the train at

all hours of the day. Bicycles will be permitted on the new Metro around

the clock.8

GM Local Transport Plan 2011 2025

Cycle carriage is permitted on Northern trains

(the major operator in Greater Manchester) but

overcrowding means that there are serious problems

in accommodating more than two bikes on some trains, and conductors

have the right to refuse access if the train is crowded. There is, however,

no restriction on the number of folding bikes carried.

The carriage of bicycles on Metrolink is prohibited under the by-laws due

to constraints on space on the existing trams, unless they are folded and

fully encased. This policy was recently re-afrmed following a review.

Bus operators in Greater Manchester do not permit cycle carriage.9


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Where We Are

Provision of cycle training is a vital component of any plan to

increase cycling levels. Heavy trafc volumes and decades of

car-centric planning mean that the speed and volume of trafc

on Greater Manchesters roads are real barriers to cycling

and, whilst it is important to address these, it is also vital that

individuals are given the skills and condence they need to cycle

on the road.

The Bikeability programme for children addresses the training

needs for those who are of school age and we fully support the

continuation and extension of such programmes. There is also a

need for free training for adults.

Getting Moving

Programmes for adult cycle training are being piloted in

Manchester, with excellent take up, and we strongly support

the provision of these subsidised training sessions being made

available on an ongoing basis across all Greater Manchester

boroughs. This would ensure that new cyclists, and those

returning to cycling, could gain the skills they need to cycle

condently and safely on our roads.

Starting in July 2010, Manchester City Council provided funding

for 700 adult cycle training places. The Freewheeling cycle

training has been delivered by BikeRight!, a Manchester-based

company. By September 2011, the project had delivered all

700 cycle training places. Since then Freewheeling has been

supported via Local Sustainable Transport Funding (LSTF) and

has been available for people across Greater Manchester. So

far, over 1000 cycle training places have been delivered.

Nearly 24% of training places have been Learn to Ride

sessions literally, teaching people how to ride a bike.

Nearly 11% of the participating adults had never learnt how to

cycle. The participants represented a wide range of age groups:

18-30 years (27%), 31-40 years (29%), 41-50 years (24%),

51-60 years (17%). Over 72% were women.

The adult cycle training was initially for anyone who lives, or

works, in Manchester. Since September 2011 it was available

for anyone in Greater Manchester. The greatest proportion of

participants have been Manchester residents (54%), followed

by Trafford (12%) and Stockport (8%), but there have been

participants from all 10 Greater Manchester areas indicating

a demand for such adult cycle training in all GM local authority

areas.

ON-ROAD CYCLE TRAINING COURSES SHOULDBE PROVIDED FREE OF CHARGE FOR ADULTS.

...of participants agree

or strongly agree thatthe training helped them

feel safer and increased

competence and condence.

...agree or strongly agree

that the cycle training

encouraged them to cycle

more often.

64%

18%cyclingto

work

A survey of GM adult cycle

trainees in December 2010

found that people changed

how they travelled.

It is vital that people are giventhe skills and condence to cycleon the roads.

tak

ingcar

tow

ork


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100

10 20 30 40 50 6000

The Effect of Speed on Pedestrian Fatalities:% occuring at impact speeds below the level shown

(18.6mph) (31.1mph)Impact Speed (kmh)

Where We Are

Trafc speed is a barrier to cycling. In 2007 a survey carried

out by the Department of Transport found that 47% of those

surveyed strongly agreed with the statement: The idea of

cycling on busy roads frightens me.13

In 1934 with about 1.5 million cars on the road, no speed limits

and a high fatality rate, a 30 mph speed limit was adopted as

the default for built up areas. Since this time, the UK has seen a

20-fold increase in motor vehicle use and the 30 mph limit can

now be considered outdated.

The North West Public Health

Observatory has highlighted

compelling evidence that

introducing 20 mph speed

limits in residential areas

would save lives and reduce

injuries. Their research found

that introducing 20 mph speed limits could reduce the number of

pedestrians of all ages killed or seriously injured by 26% and the

number of cyclists of all ages killed or seriously injured by 14% 13.

In a recent British social attitudes survey 74% thought that 20

mph was the appropriate speed for residential areas, including70% of drivers questioned15.

RESIDENTIAL AREAS SHOULD HAVE A DEFAULTSPEED LIMIT OF 20MPH.

OECD ECMT Transport Research Centre research found that

5% of pedestrian fatalities occur at impact speeds below 30kmh,

and that 85% occur at impact speeds between 30kmh and

60kmh.

There is compelling evidencethat 20 mph speed limits wouldsave lives and reduce injuries.

Getting Moving

The 20s Plenty16 campaign is now supported by voluntary

and road safety organisations. 20 mph is the norm in much of

Northern Europe and many local authorities throughout the UK,

for example Portsmouth and Liverpool, have committed to 20

mph default speed limits for residential areas.

This can be done without speed bumps and only needs a small

reminder sign on lampposts or painted on the road surface every

100 metres. Communities are recognising that, with so many

other holdups on the journey on todays congested roads, going

faster does not necessarily mean

arriving earlier. Lower speeds allow

everyone more time to respond to

incidents on the road and take action

to avoid crashes.

Lower speeds are not only safer for

pedestrians and cyclists, but also

more pleasant for residents, shoppers and other visitors and

result in fewer minor, but costly, bumps and scrapes. Whilst,

at worst, it adds a few seconds to general car journey times, it

gives everyone the freedom to walk and cycle on our roads.


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CAMPAIGNS TO PROMOTE CYCLING FROM ATO B SHOULD BE BOLD, SUSTAINED & TARGETED.

Where We Are

The UK is not alone in being saturated with marketing that

promotes the car. To many, the car has become an intrinsic

part of the way they work, shop and spend leisure time, to the

extent that they cannot see how they could manage without

it17. Research by the Department for Transport in 2004 found

that those involved in travel awareness campaigns frequently

referred to the need to counter the effects of commercial

advertising18.

There are many pervasive myths: that cycling is for the super t,

that it is unsafe, and that specialised, expensive equipment is

required. In a society in which people quickly form habits in theirdaily commuting and travel

choices19, cycling needs

prominent and well-argued

backing that cuts

through the media hype

surrounding the car and

challenges the common

perception that the bike is for leisure and sport rather than being

a healthy and affordable mode of transport that is suitable for

many people.

Reserved for

Climate Heroes

German

Environment

Ministry

Germany20

Catch up with

the Bicycle

Transport for

London21

photo: Ewan-M

Burn calories,

save cash, get

there on time.

Love Your Bike22,

Manchester

There are many pervasivemyths. Cycling needsprominent backing.

Getting Moving

Effective advertising campaigns can inform people about the

impacts of their travel choices and the benets of changing

practices. The Love Your Bike campaign, for example, was

launched in 2006 with a billboard campaign in Greater

Manchester with the slogan save cash, burn calories, get there

on time.

Campaigns are an important part of the package of measures

available to those aiming to increase cycling levels. The 2004

Department for Transport research found that travel awareness

campaigns can not only complement other policy initiatives

but also that they are at their most effective when linked toinfrastructure improvements. It also

raised the issue of perception mismatch

between changes and their benets,

nding that campaigns can help to make

potentially unpopular measures more

palatable.

Campaign approaches include traditional

billboard, TV and radio campaigns, and there are many other

ways to get the message across. A German campaign put

adverts on supermarket trolleys with the message The onlyvehicle youll need for this shopping placed a banner above

station cycle parking saying Reserved for Climate Heroes, and

created a cinema advert informing the viewer that their date

will be tter and more intelligent if she/he had cycled there. An

assessment of this campaign package found that almost one in

ve people surveyed had as a result reduced their car use for

shorter journeys. Other examples of awareness campaigns are

events such as the regular Bike Week, Sky Rides and European

Mobility Week.

It is important that campaigns reect consideration of their target

audience. People who already occasionally cycle may be more

open to the idea of cycle commuting, for example. Research by

Cycling England in London found that this group represented

70% of Londons cyclists but only accounted for 25% of trips 23.

These people are likely to be predisposed to the idea of cycling

and potentially receptive to campaigns that emphasise the

nancial and health benets of commuting to work.

Individualised travel marketing, in which information relevant

to specic journey requirements is provided, is a valuable

approach. Sustrans TravelSmart programme demonstrated that

this approach can bring about increases in trips by sustainable

transport modes by as much as 20%24.


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References1. Greater Manchester Local Transport Plan Draft Long-term Strategy,

October 2010. Page 8.

2. Towards a Sustainable Transport System, Department for Transport, 2007

3. GM Health Commission Programme, July 2010

4. The British Cycling Economy. Gross Cycling Product Report, London

School of Economics 2011

5. Europes Most Congested Cities, Forbes.com, April 2008.

http://www.forbes.com/2008/04/21/europe-commute-congestion-forbeslife-

cx_po_0421congestion.html

6. The Eddington Transport Study, Department of Transport, 2006

7. Greater Manchester Local Transport Plan Core Strategy, GMITA, 2011

www.tfgm.com/ltp3/documents/Greater_Manchester_Local_Transport_Plan_Core_Strategy.pdf

8. City of Copenhagen Cycle Policy 2002-2012 - Combining cycling and

public transport (page 28)

www.vejpark2.kk.dk/publikationer/pdf/413_cykelpolitik_uk.pdf

9. GM Local Transport Plan (LTP3) Integration with public transport, GMITA,

February 2011

www.gmita.gov.uk/downloads/le/3400/item_07_appendix_1

10. http://sites.google.com/site/fjohnboyle/denverbikeonbussurvey

11. All Party Parliamentary Group on Cycling

http://www.sirgeorgeyoung.org.uk/FAQ/newsitem.cfm?newsid=3001

12. CTC Press Archive - 31st January 2006

13. Cycling: Personal Travel Factsheeet, Department for Transport, 2007

14. Road trafc collisions and casualties in the North West of England, page

89, 24th January 2011

www.nwpho.org.uk/RTCs_NW

15. 2010 British Social Attitudes Survey

www.20splentyforus.org.uk/UsefulReports/BSocialAttitudes2010.pdf

16. 20s Plenty

www.20splentyforus.org.uk

17. Car Sick: Solutions for our Car-addicted Culture Lynn Sloman, Green

Books 2006

18. Smarter Choices - Changing the Way We Travel, Department for Trans-

port, 1994

http://www2.dft.gov.uk/pgr/sustainable/smarterchoices/ctwwt/

19. see www.bristol.gov.uk/ccm/cms-service/stream/asset/?asset_

id=29899545

for a summary of research on this issue

20. German Ministry for Environment, Nature Protection and Reaction

Security

www.kopf-an.de/ambient-medien

21. www.londoncyclist.co.uk/news/catch-up-with-the-bicycle-ad-campaign/

22. Love Your Bike Campaign, Manchester Friends of the Earth

www.loveyourbike.org

23. Smart Measures Cycling Portfolio - Understanding the Cycling Market,

Cycling England, 2008

24. TravelSmart in Gloucester: Barton, Tredworth and White City: Final Report

for the Individualised Travel Marketing Programme, Sustrans, 2006

www.sustrans.org.uk/assets/les/travelsmart/gloucester%20report/

Glos%20TravelSmart%20Final%20Report%20Oct%2006.pdf

Time to Step Up A Gear

Cycling needs to be given the green light.

Many people already cycle, and we know that many more

people want to. But they dont. They have their reasons, be it the

speed of trafc, the lack of dedicated cycle lanes, inadequate

bike storage and changing facilities at work, or concern that their

bike will be stolen.

Sometimes its the weather, which is likely to be outside the

control of the readers of this manifesto.

But this document presents things that we can, as a city region,

as local authorities, as businesses, as schools, colleges anduniversities, get on with now. Together we can make a real

difference and get more people cycling, more often, for more of

their journeys.

The benets will be immense. Whether its the reduction

in climate change emissions, the decrease in peak time

congestion, or the health benets that are passed on to

employers, investing in cycling is the way to a green, healthy

and prosperous future.

We need strong leadership, investment and co-ordinated action.

The challenge is clear.

What are you going to do to make it happen?


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Getting Moving, a Manifesto for Cycling in Greater Manchester, has been

produced by the Love Your Bike Campaign and is supported by the following

organisations. See loveyourbike.org for a full list of supporters.

March 2012

Cycling infrastructure should be high quality, consistent and appropriate.

Cycling should be fully integrated into the public transport system.

On-road cycling training courses should be provided free of charge for adults.

Residential areas should have a default speed limit of 20mph.

Campaigns to promote cycling from A to B should be bold, sustained and targeted.

Cycling from A to B: at the core of climate, environment and health.

University of ManchesterBicycle Users Group

Bolton Manchester Stockport

getting moving: a manifesto for cycling in greater manchester

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