2011-04-20 Final Report Issue Complete

Department for Transport New Ways to Increase Cycling Lessons from the 'Finding New Solutions' Programme
FNS Master Issue | April 2011
This report takes into account the particular instructions and requirements of our client. It is not intended for and should not be relied upon by any third party and no responsibility is undertaken to any third party. Ove Arup & Partners Ltd Arup Campus, Blythe Valley Park, Solihull, B90 8AE www.arup.com
Job number
207514-00
Department for Transport
New Ways to Increase Cycling Lessons from the 'Finding New Solutions' Programme
Contents
Page
Executive Summary 1 Introduction 1.1 1.2 1.3 2 Finding New Solutions Purpose of this report Report Structure
i 3 3 5 5 6 6 6 10 13 17 19 21 23 25 28
Planning and Managing the Project 2.1 2.2 2.3 2.4 2.5 2.6 2.7 2.8 2.9 Introduction Define the target audience Develop a customised package Establish partnership roles and responsibilities Provide appropriate skills and brief all project staff Develop contingency plans Develop realistic plans for start-up and long-term viability Provide opportunities for knowledge sharing Identify and cultivate Project Champions
Getting People Involved 3.1 3.2 3.3 3.4 3.5 3.6 3.7 3.8
Create a positive first impression 28 Obtain feedback from existing cyclists and would-be cyclists 33 Use appropriately tailored communications 36 Create and maintain a relationship with new cyclists 40 Use different goals as a means to promote cycling 42 Retain new cyclists after the initial introduction events 43 Follow up introductory offers with a commitment 45 Use incentives to maintain involvement 46 49 49 49 50 52 54 56 57 58 58
Leisure Cycling Projects 4.1 4.2 4.3 4.4 4.5 4.6 4.7 Introduction Summary of good practice advice Create opportunities to engage repeat visitors Work with the available audience Make the economic case for local cycling investment Provide supporting infrastructure and services for novices Use family-friendly activities to appeal to a wide audience
Workplace Cycling Projects 5.1 Introduction
FNS Master | Issue | 19 April 2011

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5.2 5.3 5.4 5.5 5.6 5.7 5.8 6
Summary of good practice advice 58 Use existing workplace travel planning resources 59 Develop specific measures for different parts of the workforce60 Integrate cycling into general planning and operations 62 Use good practice advice to address health and safety concerns 63 Start with leisure cycling, move onto commuting 64 Use existing cyclists to help with advice about site facilities 65 67
Bike n Ride Projects 6.1 6.2 6.3 6.4 6.5 6.6 6.7
Introduction 67 Summary of good practice advice 68 Employ people with specialist rail and cycle planning experience 69 Develop approaches suitable for an origin or a destination70 Target communications at existing rail users 73 Use partner organisations to develop and refine the project 75 Check the viability of new ideas with key decision makers 77

List of Appendices A1 Summary of Finding New Solutions Projects A2 Partners Reports A3 - Sustrans Interim Evaluation Report A4 Challenge for Change Interim Evaluation report

New Ways to Increase Cycling Lessons from the Finding New Solutions Programme
Executive Summary
Finding New Solutions sought to investigate what measures could be used most effectively to encourage cycling to workplaces and rail stations, and to encourage new and occasional leisure cyclists into more regular cycling. This report summarises the lessons learned and consequent good practice from the first 18 months of the projects up to the end of central DfT funding in March 2011. Most of the partners intend to continue their work next year with other sources of funding. The general good practice has been divided into the key areas listed below. Further lessons from each of the strands are included in the main report: Planning and Managing the Project Before the start of the project, define which target audience(s) will best deliver on the objectives, and how to effectively address their obstacles to greater cycle use. Having identified a target audience, there is usually existing information about what their barriers to cycling are likely to be, and what measures can be employed, based on others and past experience. Without this focus on people, a place and a journey purpose however, it is hard to seek out the appropriate guidance. Carry out an analysis prior to the start of your project, to fully understand what the constraints and opportunities affecting your location and circumstances are. Before embarking on a project carry out a whole-life cost estimate, including plans for how the on-going elements of it could be sustained. This should be reviewed once the project is underway and lessons are being learnt to plan effectively for the next phase. At the start of the project identify who the key partners are likely to be, then what they could contribute and how they might benefit. The latter is likely to be an important prerequisite to their involvement. Ensure those involved in delivering the project, particularly the project manager, are sufficiently skilled and knowledgeable. When developing a project plan for promotional campaigns or infrastructure projects, identify potential fast-track opportunities and delays in order to take advantage of the former and take steps to mitigate the latter. Establish networking arrangements to keep key players engaged, informed and enthused from the start. Ensure those with acute time-pressures / limited opportunities to travel to meetings can also participate remotely. Identify enthusiastic and influential project champions who can take responsibility to ensure the projects success, both at project management and senior officer levels
Getting people involved and keeping them engaged The target audience must have a very positive and professional engagement with cycling right from the start.

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Involve both cyclists and non-cyclists in the decision-making processes surrounding the project. Develop a communications strategy once you understand who your target audience is, with sufficient flexibility to enable good situations to be exploited. Understand the opportunities and constraints associated with different types of media, and vary the media and messages to reflect the context. In deciding what type of promotional cycling project to embark on, consider what relevant assets and opportunities the local context offers. Is it an viable area for leisure cycling, or are there a number of larger employers / local cycling groups willing to assist with delivery / promotion? If both are present, a project that feeds participants through leisure into utility cycling might be feasible. Look for Trojan Horses to sell the many benefits of cycling as a means of achieving a wide range of lifestyle aspirations. Develop a strategy to maintain engagement with your target audience throughout the year, taking advantage of seasonally-specific hooks. Once achieved, behaviour change then needs to be regularly rewarded to maintain the new cycling habit. Accommodate an element of try before you buy for free, or at a discounted rate, for goods and services associated with a cycling promotion project, but determine at what point in time, and at what level, a user contribution to help cover costs could be introduced to help sustain the project. Use incentives to nudge people into making changes and to reinforce the desired behaviour.

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1
1.1
Introduction
Finding New Solutions
Following its formation in 2005, Cycling England established six Cycling Demonstration Towns and also developed Bikeability, the national cycling proficiency standard. Sustrans Bike-It and Links to Schools programmes, supported by Cycling England, were also being implemented at this time. Evaluation of these initiatives revealed that significant increases in cycling are achieved with a specific group of people, by looking at hubs of activity and at why people travel. This enables a focused package of measures to be developed and is summarised as People, Place, and Purpose. A further conclusion from the early projects was that while infrastructure improvements or promotional programmes can help to increase cycling, the greatest success was achieved where infrastructure and revenue-funded activities were applied in combination. The Finding New Solutions strand started in September 2009, aiming to draw on the lessons learnt so far, and consider what package of measures works best to increase cycling at stations and workplaces, and to engage with people experiencing leisure cycling. The main intention of the leisure programme was to establish how the vast near market of beginner, occasional and weekend cyclists might be nudged into cycling for more everyday journeys as a result of having an initial, positive leisure cycling experience. A diverse range of project partners has been involved in the Finding New Solutions programme. The three leisure projects have been delivered by the Peak District National Park, Devon County Council and a consortium including the Forestry Commission England, in partnership with Hoseasons Holidays and the CTC Charitable Trust, The workplace partners include two individual hospitals in the South West selected for their specific barriers to cycling, six PCT regions in the South East, four acute hospital sites in the North East (covering 30,000 NHS staff in the region); and a teaching hospital and two universities in Nottingham. The four Train Operating Companies (TOCs) in the Bike n Ride project were selected due to the involvement of the Cycle Rail Integration Taskforce (CRIT), a forum comprising of Cycling England, the Association of Train Operating Companies, Network Rail, Passenger Focus, DfT and other stakeholders. They secured an additional 4 million from the DfT via Cycling England. The TOCs are South West Trains, Virgin Trains, Merseyrail and Northern Rail. The project locations are shown in the illustration below, while the contents of each project are summarised in Appendix A1.
Cycling England funding ended in March 2011, when most of the projects were completing their first full financial year. Projects of this nature tend to require the first six months as a start-up period where plans are developed into programmes of expenditure, and staff familiarise themselves with the project requirements. Therefore this report presents initial results and learning, based on what has been achieved in 18 months. A more comprehensive picture of the overall impact of the project interventions will emerge from those projects continuing into 2011/12, enabling the initial research questions to be answered in more depth. An interim report, detailing the results from the monitoring programme is included in Appendix A3 The partners own reports and case studies, in Appendix A2, provide more in-depth information about how the projects were set up, what was delivered, specific lessons learnt and overall results.

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Location of the Finding New Solutions Projects and Cycling City and Towns

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1.2
Purpose of this report
This report will be useful to anybody that wishes to implement measures to increase cycling within a local area or for a specific journey purpose, and is based on the experiences of Cycling Englands Finding New Solutions project partners. It investigates some common issues and how they were overcome, and includes case studies and anecdotes from the people directly involved in the project.
1.3
Report Structure
Chapters 2 and 3 consider some Key Lessons drawn from the various project teams and categorised broadly into issues related to setting up and managing the project, and those related to engaging with people to start them cycling and developing relationships with them to maintain their enthusiasm and reinforce the initial behaviour change. Each project (Workplace, Leisure and Rail) also brought some specific issues, and these are covered in chapters 4, 5 and 6. The Appendices include reports provided directly by the project partners, together with independent interim evaluation reports of progress and outcomes to date.

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2
2.1
Planning and Managing the Project

Introduction
The following selection of key lessons learnt across all three strands of the Finding New Solutions (FNS) programme offers good-practice advice for people looking to set-up similar initiatives. These lessons are supported by anecdotes, images and case studies from individual projects.
2.2
Define the target audience
Lesson: From the outset, there needs to be a clear understanding of who the target audience for the project is, what barriers to cycling that audience is likely to face, and why they might choose to cycle if nudged. People new to cycling often have different perceived needs and priorities to existing cyclists. The three FNS strands sought to encourage new and occasional cyclists, in order to get more people cycling, more safely, more often. Each strand offered a discrete entry point into cycling for this very large, generic target group, namely, cycling to work, leisure cycling, and cycling to connect to the rail network. Each project further refined its target audience in response to local circumstances such as policy objectives, existing infrastructure, and the available communication channels and opportunities to meet people who could persuaded to cycle. Leisure:
The Pedal Peak District team decided that the focus of their leisure cycling programme was, to some extent, to be aimed at types of people that the National Park Authority is already trying to engage with because they are under-represented among visitors, including young people, black and minority ethnic communities, and residents from disadvantaged inner city areas. This enabled them to draw upon previous experience to encourage visitors from these groups into the national park. They then sought specific advice on engaging people in cycling from the neighbouring towns of Derby and Stoke, to learn from their experience of involvement in the Cycling City and Towns project. The Cycle Devon team focussed on local residents in their five project hub towns Exeter, Exmouth, Barnstaple, Tavistock and Newton Abbot because this offered the best opportunity to build a relationship over a sustained period. They deliberately aimed many of their initiatives at families, confident that these type of activities would not only attract parents and children, but would also draw in other cyclists of all ages and abilities.

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Promotional flyer for a Cycle Devon leisure cycling initiative carefully targeted at families Workplace: The hospital-based workplace projects soon discovered that, within such a large workforce there were many different groups each presenting their own range of barriers and opportunities. Some of the hospital-based workplace cycling projects found nursing staff a rather reluctant audience that would require quite specific interventions. In addition to the fact that a high proportion are women (traditionally less inclined to cycle compared to men), with the complications of shift working (females generally have greater concerns about cycle use after dark), these are also a group of people on their feet for a good proportion of their working day, engaging in physically arduous tasks at times, and therefore less inclined to increase their level of physical activity by cycling to/from work. A focus on staff with regular work patterns and less physically challenging jobs is more likely to yield a high proportion of cyclists. The north-east hospitals workplace project attempted to define realistic, accessible organic cycling catchment areas to define their target audience. This used a selection of typical (i.e. old, young, male and female) cyclists who were instructed to identify what is for them the boundary of where they could cycle easy every day and then go slightly further out to the easy most days limit. This then identified the zones containing the highest number of potential cyclists. It included a time and distance basis (around 2.5 miles and 3.5 miles approximately) Critically, it also took account of physical conditions on the ground, such as hills, significant barriers (e.g. rivers and rail lines) and even the quality of the environment to define a fairly precise area (not just a circle) around a trip generator (e.g. a hospital) within which cycling would be feasible on most days. A key point about the organic catchment area is that it is also subjective and not only about physical conditions. One zone was narrow because nobody wanted to cycle through that estate, for example.
People living within the catchment area were sent personalised correspondence, with suggestions for a cycle-friendly route, the distance and how much time would be required for them to make their journey by bike.

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The easy everyday (solid blue) and easy most days (dashed) lines on the original Sunderland survey form
Rail: The Merseyrail Bike n Ride project targeted commuters within a 1.5 mile radius of the stations where improved secure cycle parking facilities were provided and direct mailed them all with information about the improvements. Sefton Council improved cycle routes and installed direction signs in the areas serving each station. This initiative was particularly aimed at commuters from Southport, many of whom drive through the congested town centre en-route to stations south of Southport where they can more easily park, because town centre car parking at their nearest station is expensive.
Direct mail leaflet sent to Merseyrail commuters within 1.5 miles of stations with improved facilities
Northern Rail made cycle parking improvements at around 100 stations. Of these, fourteen were selected for intensive marketing because they were believed to have greatest potential to
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increase cycling. This was based on a number of factors including; steady increase in passenger numbers in recent years, extensive new housing developments, difficulties with car parking, large local employers nearby, and opportunities to build activities onto existing initiatives such as local green groups, local supporters / champions and existing or new cycle routes to/from the station. South West Trains and Virgin Trains recognised that many commuters wish to have a bike available at both ends of their railway journey as this provides a fast and convenient travel combination. Peak time rail services cannot accommodate large numbers of conventional cycles. They therefore investigated ways to provide folding bicycles that could be carried on trains, including a self-manned, folding bike locker scheme at Manchester and Guildford.
Good practice advice: Before the start of the project, define which target audience(s) will best deliver on the objectives, and how to effectively address their obstacles to greater cycle use. Having identified a target audience, there is usually existing information about what their barriers to cycling are likely to be, and what measures can be employed, based on others and past experience. Without this focus on people, a place and a journey purpose however, it is hard to seek out the appropriate guidance.

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2.3
Develop a customised package
Lesson: No one size fits all. What package of measures is chosen to deliver a project depends on the range of opportunities and constraints associated with the delivery location. These include the scope for building partnerships, resource availability (staff and finances), culture, topography, project objectives, access to the target audience, timescales, etc. What works well in one area might not in another.
Leisure: The Pedal Peak District team took advantage of the network of traffic-free, relatively flat, trails through beautiful countryside, and its cycle hire outlets to offer a gold standard leisure cycling experience to its target audience, including a series of led rides. Some rides were further tailored to appeal to industrial history enthusiasts, nature lovers, foodies and led by local experts such as park rangers again capitalising on the availability of resources. Participants were also offered the opportunity to get some basic training in riding techniques, and free advice on bike sizing/positioning which both proved very popular.
Pedal Peak District leaflet that maximised opportunities for leisure cyclists to benefit from local food and drink providers
The Cycle Devon team made the most of the fact that Exeter had been one of the original Cycling Demonstration Towns and had thus enjoyed significant investment in cycling capital both hard and soft measures together with the build-up of extensive knowledge and expertise re cycling promotion. The launch of the FNS leisure programme in the county also coincided with the completion of the very attractive Exe Estuary Cycle Trail, running between two of its hub towns, Exeter and Exmouth, while the project also made good use of the well established Tarka Cycle Trail, serving the hub town of Barnstaple.
Workplace:
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Bournemouth Hospital held a discussion session at the outset to identify all the possible barriers to staff cycling to work and then endeavoured to put in place some means of addressing each barrier. A particularly innovative idea was born out of the fact that hospitals generally employ a relatively high proportion of female staff with childcare responsibilities. These were offered the opportunity to borrow a folding bike to enable them to park and cycle from the vicinity of a nursery, childminder or school where they had dropped off children. At Derriford Hospital, folding bikes were also used to provide a customised package. The hospital is situated on a significant hill in Plymouth, reasonably well-served by public transport. This workplace project found that a pool of folding bikes for loan extended the appeal and feasibility of cycle commuting for the slightly less energetic, who could enjoy a predominantly downhill journey home by bike, then return the next morning with a folded bike on the bus. At the James Cook Hospital, Middlesbrough, a personalised intervention involved a selfspecified cycle journey that was chosen by the user during a short engagement with a conversationalist. This was part of a Social Marketing campaign that used integrated marketing techniques with common communication themes, including the use of background priming messages. After testing various branding, the most popular was revealed to be the already recognised Bike 4 Life logo. Early results suggest an increase in cycle use by around 10% of participants for what was a very cheap (200 plus unskilled staff time) promotion.
Personalised Travel Planning at the JCUH: Postcard size record discussed with each participant. The top half was retained and the bottom (business card size) given to staff members interviewed. Rail: South West Trains actively sought out sites where cycle facilities could complement other initiatives. At Southampton Airport Parkway a new footbridge was installed with Access for All funding from Network Rail and cycle parking was then added into the works programme. At a number of other locations Sustrans and local authority partners offered route enhancements to improve access, such as at Hillsea, near Portsmouth. In Gillingham, new facilities were added to coincide with a bus / cycle / train travel promotion by North Dorset Council. A detailed discussion about what has worked well, or not so well in terms of cycle parking provision for the NHS NE hospital sites is given in Appendix A2.

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Southampton Airport Parkway Station local cycle route leads directly to/from the station platform and nearby cycle parking
Good practice advice: Carry out a Strengths, Weaknesses, Opportunities and Threats type analysis prior to the start of your project, to fully understand what the constraints and opportunities affecting your location and circumstances are.

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2.4
Establish partnership roles and responsibilities
Lesson: Partnerships are critical to the success of any project to promote cycling, i.e. constructive local and, if appropriate, national joint working, between the public, private and voluntary sectors; and internally between departments, and sites for larger organisations. Each partner brings a unique set of attributes, whether it is knowledge and skills, financial resources, or a remit to take action. The whole is greater than the sum of its parts. A mix of infrastructure and encouragement is usually the most effective way to increase cycling. The responsibility for implementing physical cycling measures usually falls to a different person than the one tasked with promoting their use, especially within big organisations. Similarly, organisations within partnerships may hold different roles. The two sides need to work collaboratively throughout the project, albeit the infrastructure delivery / management element and the marketing/communications element will be in the driving seat at different times. Different partner organisations are likely to be driven by different interests and motivations for engagement related to their core functions, for example rail operators provide cycle parking because they are interested in increasing rail patronage and managing demand for cycle carriage on trains, while local authorities may support cycle parking and access as part of an effort to reduce traffic congestion around station sites. These need to be identified at the outset, and kept in mind throughout project delivery, to maintain partner commitment. Securing buy-in via a contribution to the resources required to run the project, either direct or in-kind from each of the partners involved, will also help to ensure on-going, meaningful commitment on all sides. At the same time, it is also important to be honest with all involved in a partnership about what hasnt worked so well, to learn what to avoid in future, or how to improve the programme.
Leisure: The Cycle Xtra leisure project was built on a relationship between the CTC, the Forestry Commission and Hoseasons Holidays Ltd. The three parties explored the potential for a joint initiative to promote recreational cycling to novices, drawing on the CTCs expertise, the setting offered by the Forestry Commission, and the audience that Hoseasons could deliver. The three organisations different motivations for involvement were recognised and accommodated in the overall planning i.e. a public service interest to increase participation and visitors (CTC and the Forestry Commission) and Hoseasons offer to visitors as a commercial holiday provider. The value of this partnership is being realised, not just at a strategic level, but also locally. For example, the cycle hire centre at Halden Forest is benefiting from a pool of Cycle Xtra bikes on loan during the winter, in return for signing up participants to the Cycle Xtra programme. This results in a win-win situation, as the cycle hire centre gains from an expanded hire fleet from which it can generate revenue, while Cycle Xtra benefits from promotion of its objectives during the off-peak season, when staff are not active at the Hoseasons sites. However one set of partners in the project that were not fully engaged at the outset were the individual holiday site managers, who were tasked with frontline delivery. Providing with a strong business case for the promotion of Cycle Xtra to the holiday makers was overlooked when setting up the project and this resulted in a rather circumspect response to the initiative at some sites during the first season, which constrained it from reaching its full potential. The sites that did engage and were supportive from the outset were more successful.

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Feather flags and leaflets for the Cycle Xtra partnership During the quieter visitor season Pedal Peak District engaged a cycling social enterprise from one of the neighbouring cities to deliver promotional events and cycle training to residents in some of the National Parks towns and villages. The Peak Park contributed local knowledge, contacts and financial resources, while the social enterprise brought expertise in delivering cycle training and promotional events.
Examples of 2 leaflets promoting activities for Peak District residents A recent partnership between DCC and the NT Killerton Estate has involved the creation of a new cycle route in Broadclyst near Exeter. A 5km muddy track had been sympathetically upgraded to allow multiuse activity including walking, cycling and horse riding. The upgraded, shared use path was officially opened during February 2011 half term holidays with a celebratory launch event that attracted over 500 visitors to the estate house and gardens. As part of a pilot phase, free cycle hire was provided with qualified cycle instructors on hand to give expert tips and advice on cycling. Most of the 286 people who took advantage of free

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cycle hire were non- regular cyclists and their feedback has been extremely positive. The recent joint working to promote sustainable transport, specifically cycling links at the National Trust Killerton Estate, has been key to a wider National Trust approach to sustainable visitor transport and community engagement, supporting the NTs Going Local theme.
The Cycle Devon team developed a very constructive relationship with the National Trust to help promote the concept of cycling to and, where feasible, around leisure destinations.
Workplace: The Royal Victoria Infirmary (RVI) in Newcastle established a strong, working relationship with a receptive local cycle shop, which provided bikes and equipment, together with expertise and advice tailored to personal requirements. The bike shop was particularly sensitive to the needs of new and novice cyclists, offering a service that was accessible, unintimidating and at the right level for each individual referred to them. The RVI was also very effective at drawing different internal departments and players into cycling promotion, utilising those concerned with staff health and wellbeing, for example. The Ucycle Nottingham project set up a steering group of key partners in the city, on whose cooperation and support it was realised at the outset the success of the project would likely depend. The group included the universities and hospital where the project was implemented, the City and County Councils, the Greater Nottingham Transport Partnership, RideWise (Nottinghams cycle training provider), together with the Sustrans project delivery team.
Ucycle Nottinghams working group and high-level steering group members attending the launch of the bike hire scheme.

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Rail: Merseyrail and local councils, together with Merseytravel worked closely to ensure that the Bike n Ride work contributed to the Local Transport Plan objectives for the area. Sefton and Wirral Councils were able to install waymarking and route improvements to the stations, while Merseyrail concentrated on facilities at the station. The local passenger transport authority, Merseytravel, was able to publicise improvements and events through its Merseyside TravelWise initiative. The cycle centre at Southport station also became the main base for a cycle hire scheme that was introduced by Sefton Council as part of its Cycling Town programme.
Good practice advice: At the start of the project identify who the key partners are likely to be, then what they could contribute and how they might benefit. The latter is likely to be an important prerequisite to their involvement.

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2.5
Provide appropriate skills and brief all project staff
Lesson: Ensure those involved in delivering the project, particularly the project manager, are sufficiently skilled in, and knowledgeable about, their areas of responsibility. There will, undoubtedly, be a need for some briefing and training, particularly for those new to the type of work, as well as for those drawn into the project on an ad-hoc basis, for which it is only one element of a wider remit.
Leisure: The Pedal Peak District team ran a series of workshops at its cycle hire centres, for relevant staff, to appraise them of the aims and objectives of the project, how it was being rolled-out, and how they could contribute. The volunteer trail rangers, who helped lead rides, were given national standards cycle instructor training and carefully briefed. They subsequently provided a valuable extension to the capacity of the project delivery team. Cycle Devon appointed two project managers with different, complementary skills, who subsequently worked collaboratively, playing to their individual strengths and knowledge base. Cycle Xtra staff were deployed to their Hoseasons holiday centres having received a comprehensive package of relevant skills training, including cycle instructor, bike mechanic, first aid, ride leader and IT skills where required.
Cycle Xtra staff member in the refurbished facility at Oakdene

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Workplace: A couple of the workplace programmes benefitted from project managers who had travel planning experience working with the organisations involved. They were able to draw on their relevant local contacts and knowledge to get up and running and make progress more quickly. However Darlington Memorial Hospital started their workplace project from, on their own admission, a low knowledge base in relation to promoting cycling. They subsequently appointed an advisor for a couple of days a week during the initial three months of their project to help bring them up to speed with what was required. A good practice guide to delivering cycle loan schemes through universities to staff and students has been developed, based on the experience of the Ucycle Nottingham project. This will be of assistance to those considering similar schemes in comparable locations.
Ucycle student loan bikes being assembled Rail: Northern Rail drew extensively on expertise from its Cycling Forum and from the Cycling England consultancy team to help to develop ideas. It was then able to give experienced contractors and managers a detailed brief for implementation of facilities. A similar process has been applied to its Bike n Ride marketing. An initial workshop was held to develop ideas with stakeholders from the Cycling Forum. This is now being acted on by staff and relevant contacts with experience in community railways and marketing.
Good practice advice: As part of the project set-up process undertake a knowledge and skills audit of those likely to be involved at different stages. Offer opportunities for those involved in project delivery to fill any knowledge or skills gaps. These should apply to those at the periphery as well as the epicentre. A variety of tools will be appropriate, including one-off workshops, as well as on-going mentoring via email and telephone to respond to quick queries.

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2.6
Develop contingency plans
Lesson: Wider policy / guidance and physical developments can affect the direction and viability of a cycling project. Some of these will have a positive influence whilst inevitably others will have a negative one. Leisure: The leisure cycling projects each faced challenges that they have had to deal with, and learn from over the course of the programme. In the first year, the Cycle Xtra project experienced several unanticipated events. Hoseasons was taken over by a US company at the project initiation stage, which delayed their full embrace and support of the initiative. The Hoseasons brochures, that advertise what is on offer at each holiday park site, are printed many months in advance of each season, and the Cycle Xtra sites therefore missed out on the opportunity to be included. Cycle Xtra have also learnt that the main audience for their activities and indeed Hoseasons holidays in general families dont arrive in any significant numbers until the start of the school summer break in mid July. Officers, who were in post from early summer, had a slack initial few weeks and could, with foresight, have sought other markets such as corporate day events at which to offer their cycling activities. The challenges faced by the Pedal Peak District project were mainly due to the complexity of what it was trying to achieve - an ambitious infrastructure programme within a limited time period ie. the reopening of four tunnels on the disused High Peak railway line to extend the network of novice-friendly off-road, multi-user routes in the Peak Park, between the towns of Buxton and Bakewell. Satisfying the planning requirements associated with the unique landscape, conservation and heritage features of the trail, tunnels and the surrounding area have inevitably required extensions to the initial, anticipated timelines. However, the other strand of activity: a programme of soft measures to promote cycling, such as led rides and training has exceeded its initial targets, at a lower overall cost. For further details about the lessons learnt from the Pedal Peak District project see Appendix A.
The initial clearance work of the disused Peak Railway line tunnels discovered 500 tonnes of waste that had to be removed before any surveying work could commence
Workplace: Several of the workplace projects have had to react to issues arising unpredictably related to the time of year or other organisations timetables. For example, several of the cycle promotional events associated with FNS projects have been compromised by adverse weather conditions. Aside from the obvious dampener that rain puts on outside activities at any time of year, it was
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discovered that outdoor cycle maintenance sessions, during which people are not particularly physically active, do not work well in cooler conditions. During autumn, winter and early spring it is preferable for such activity to take place in a sheltered indoor space.There were also conflicts with the inevitable demands of large workplaces, including completing the National Staff survey for which a high response rate influences NHS funding. One of the south-east workplace Cycle Challenges unfortunately took place just when a key cycle route serving the area was subject to closure due to wider road works. However, the relevant highway authority, once alerted to the problem, was quick to put in place remedial measures to minimise the disruption. The Ucycle Nottingham project managed to take advantage of timings for the announcement of the introduction of a workplace parking levy in Greater Nottingham to raise awareness about how the service it offers provides opportunities to circumvent the charge.
Rail: Virgin Trains experienced delays with obtaining planning permission and Transec security clearance at some sites. With a limited number of stations and a few crucial sites required to deliver their project, they had no alternative but to tackle these issues through lengthy negotiation and redesign. Some of the other train operators were simply able to reallocate funds from difficult sites and install facilities where a quick win was achievable.
Good practice advice: When developing a project plan for promotional campaigns or infrastructure projects, identify potential fast-track opportunities, as well as possible delays and complications, in order to fully capitalize on the former and take steps to mitigate the latter.

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2.7
Develop realistic plans for start-up and long-term viability
Lesson: Any cycling promotion programme will have a lifespan, and careful consideration needs to be given at the outset to meeting the resource requirements at each stage of the project. Generally, capital and revenue investment is highest during the first year or two, but prior to doing anything, a project will typically demand a planning and initiation phase of a few months. Successful pilot projects will require (and justify) on-going investment in revenue and maintenance beyond the initial grant-assisted start-up phase. Embedding the project into the practices and responsibilities of delivery partners also helps ensure sustainability. The time it takes to establish a project, to select and appoint a project team, set up partnerships and develop a relevant programme of actions, should not be under-estimated. The real impact of projects involving the provision of hard infrastructure is unlikely to be measurable until the scheme has been in place and used for a twelve-month period post installation, to allow for seasonal variations. Several of the projects invested a significant proportion of their resources in physical infrastructure, such as routes, cycle parking facilities, pool bikes and cycle access improvements. They will be utilising this capital in subsequent years as part of the foundations for more soft measures-focused cycle promotion initiatives, which tend to be less costly and easier to fund using existing staff resources. Owing to the short timeframe of the funding window, together with seasonal influences (i.e. the onset of Spring), most of the projects felt under pressure to start delivering initiatives on the ground before they were fully prepared. During the first few months, one of the leisure cycling partners invested heavily in a series of high-profile Cycling Fun Days to launch their campaign. Whilst successful, these were hugely resource intensive and consequently slowed down the process of delivering a rolling programme of continued promotion beyond the event launches. In retrospect, a more balanced portfolio of the two would have been preferable during the early stage of the project. A similar imbalance occurred with rail projects, with most concentrating almost exclusively on capital spend in the first year and not starting their promotional campaigns until spring 2011. In addition to these seasonal issues, infrastructure can be delayed due to planning constraints, unexpected costs or adverse weather. Major decisions may also be deferred or changed due to political issues, such as purdah in the run up to elections or a change of administration. However successful, projects with relatively small budget allocations can be more likely to suffer from lack of senior interest, internal profile and commitment and, as a consequence be lower priority for future funding. To help address this, ensure the value of the project is clearly documented and wellpublicised internally, promote quick wins whenever possible and make the best use of project champion(s) to maintain interest and profile of your initiatives. Workplace: The Ucycle Nottingham project team quickly discovered it would need to operate more in-tune with the university timetable. The most effective period for working with their target audience would be during the early half of the academic year, when students and staff are settling into a new routine, away from the distractions of study leave and exams. However, there are many months of the year when universities are fairly dormant. Consequently the project management team is exploring how it can maintain momentum out of term time, e.g. by hiring bikes out to Nottinghams summer visitors. Milton Keynes Council had, previously, undertaken a good deal of work with its many local employers to promote workplace travel planning. The local authority was, therefore, able to use

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established contacts and partnerships to quickly gain a foothold for the Cycle Challenge programme it was delivering as part of the FNS workplace programme. Rail: Virgin Trains is investing in a cycle parking, repair, and folding bike hire centre at Stoke on Trent station. The centre will be staffed by two trainees on an employment training scheme provided in partnership with the local authority. They will be also be offered comprehensive training by Brompton Ltd. It is envisaged that the centre will continue to provide training opportunities for young people in the future. Leeds CyclePoint was established by Northern Rail and also jointly funded by the Department for Transport, Network Rail and the regional development agency, Yorkshire Forward. The capital cost of the project was met by the joint funders. Northern Rail has taken on the ongoing revenue responsibility. The site is rented to a commercial cycle retailer who pays a premium to Northern Rail. The retailer has opened a large shop nearby, considers the prominent position of the CyclePoint to be advantageous in attracting business, and enables staff to share work between the two sites to accommodate busy and quiet periods. The CyclePoint itself takes a small income from cycle parking, but a more significant income from repairs and cycle hire.
Leeds Cyclepoint had capital finance from Network Rail and Northern Rail with ongoing costs met by a commercial operator Good practice advice: A projects planning stage should include a whole-life cost estimate with consideration about how its legacy will be continued once it has emerged from the initial seedcorn funding / subsidy / grant phase. This should be reviewed once the project is underway and lessons are being learnt to plan effectively for the next phase. Solutions should not be confined to casting around for more time-bound funding to continue with more of the same. Some creative thinking can often reveal hitherto untapped sources of support and resources, and also enable relevant knowledge, investment in infrastructure, effective partnerships and volunteer support secured through the start-up phase, as far as possible, be locked in for future benefit.

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2.8
Provide opportunities for knowledge sharing
Lesson: Networking forums enable knowledge sharing at national level for people undertaking similar projects in different geographical areas or in otherwise unrelated organisations. At a regional and project level, networking enables stakeholders to share in decision making and enables the lead organisation to utilise their local knowledge and specialist skills. Where people dont already know each other, networking needs to be carefully managed to ensure that people know what is expected of them and are able to get what they need out of the event. A less formal approach can be productive once a working group is established. Effective networking can also take place in a virtual environment, e.g. via conference calls and emails, and does not have to rely exclusively on face-to-face meetings. Those for whom delivery of cycling promotion projects is just part of their busy working lives, will often find it difficult to attend meetings and site visits that entail long distance travel and / or a day or more away from their wider job responsibilities. Leisure: The Peak District National Park Authority owns and manages several well-used recreational routes e.g. the High Peak, Manifold and Tissington trails together with supporting cycle hire centres. At the start of the project, the Pedal Peak District team brought together the staff and volunteer rangers who help maintain the trails and cycle hire centres, to enable them to share their ideas about how they could contribute to the leisure cycling project. Similarly, the Cycle Devon team used cycling enthusiasts from its five hub towns, with excellent local knowledge and contacts, to be the projects eyes and ears on the ground, and alert the delivery team to any relevant issues that arose.
Workplace: The Cycle Derriford project manager was only able to attend one centrally organised FNS meeting, which brought together all the workplace project partners to share information about good practice and progress. However he was able to use the knowledge gained at that event from those undertaking similar projects elsewhere to overcome hitherto unsolved obstacles to local delivery in Plymouth. At the same time, the six south-east workplace projects also set up their own series of regional meetings which involved NHS Trusts working in partnership with local authorities. They got together several times to share information about good practice and progress. These entailed relatively short local journeys for most participants, and there were many areas of commonality to discuss.
Rail: Northern Rail worked closely with its Cycle Forum to develop and deliver the project. The Forum meets quarterly and also has a web portal and e-mail distribution. It includes national and local rail and cycling organisations, local authorities, campaign groups and Northern Rail staff with an interest in cycling issues. In addition to the usual means of communication, Northern Rail arranged stakeholder site visits to every station to enable engineering staff, station managers, local authorities, cycle users and other interested parties to discuss and agree on the most appropriate location, type and amount of cycle parking at each station. The site reports and recommendations arising from these visits were circulated to a wider group to enable those not present to add any comments.

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Northern Rail staff and stakeholders survey Harrogate station Good practice advice: Establish networking arrangements to keep key players engaged, informed and enthused from the start. Ensure those with acute time-pressures / limited opportunities to travel to meetings can also participate remotely.

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2.9
Identify and cultivate Project Champions
Lesson: A project champion, usually seated within the main project delivery organisation, is an important asset able to lead, motivate and communicate effectively. They need to be of sufficient standing and influence to drive progress and decision making at the pace and in the direction required. Where a project is dependent on multiple organisations for delivery, it is common for one to assume the mantle of project champion or lead. Deputy project champions within partner organisations are also vital, as they will be far more effective at progressing internal decision-making than an outsider, however senior that outsider is within their own organisation. Projects that are managed, either by committed, knowledgeable and enthusiastic cyclists working within the delivery organisations, or appointed pro-cycling organisations are likely to be driven forward and deliver most effectively. Leisure: Cycle Devon has benefitted from senior level support, either from politicians, councillors or senior officers. This helped to raise the profile of the project locally, as well as obtain highlevel commitment from other key partners.
Devon Councils Head of Highways Management, councillors and the Mayor of Exeter posing for the local press on their bikes to show support for Exeters Cycle Fun Day
Workplace: The Bournemouth Hospital project team carried out a stakeholder mapping exercise at the beginning of their project to establish the extent of both internal and external allies i.e. other departments and organisations that could assist them in project delivery. This was followed-up by identifying potential champions within the allies, with whom effective relationships might be established. At the RVI a particularly enthusiastic radiographer took it upon himself to start to invite some of his work colleagues for a ride after work. This increased in popularity up to the point where he had 70+ people on his mailing list. A short newsletter Cycling Weakly (sic) has been produced and is sent to all subscribers. The Trust is in the process of transferring responsibility for the BUG to this cycling champion.

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The mayor of Milton Keynes offered valued support in her championing of the FNS workplace project that city hosted. She attended the two high-profile events that marked the launch and completion of the centrepiece Cycle Challenge programme, signed up for the Challenge herself, and even tweeted her progress through the Challenge period as an inspiration to others. In many UK towns and cities more men cycle than women. Influential female role models can be important in normalising cycling for people who may consider cultural and gender issues to be barriers to cycling, as well as demonstrating high-level support to the project. Social media can also be used to share practical information about personally overcoming barriers to cycling in order to help and encourage others.
The Mayor of Milton Keynes alongside Workplace Challenge winners and other project partners
The Ucycle Nottingham project secured senior level support from two of its three host organisations, with the Pro-Vice Chancellors of both universities involved with the projects high-level strategy group. They helped raise the profile of the project, particularly within the higher education world, by providing quotes, attending events and supporting the submission of the project for relevant awards. However, this level of senior support was not replicated by the third host, a teaching hospital, which also suffered from notably more delays and obstacles to project implementation. NottinghamTrent University was ranked the number one green university in the People and Planet Green League 2009. We take our responsibilities seriously and the Ucycle project sits perfectly in our push to reduce our environmental impacts. We are delighted with the progress the project has made to date, particularly with the imminent launch of loans of cycles to students. It will be great to see these bikes around our campuses in September and beyond. Professor Neil Gorman DL, Vice-Chancellor, Nottingham Trent University
Rail: Abellio is the Dutch parent company of both Northern Rail and Merseyrail. They have been keen to replicate elements of good practice from the Netherlands in the UK operations, as cycle access and parking in stations is essential to commercial success of the rail network in the Netherlands. To this end, they have taken senior staff on site visits to Holland. This very senior level commitment has had a direct influence on the staff running the projects, who have been encouraged to innovate and have been able to act with support from senior management. Without this level of support in a heavily regulated and process driven environment like the railway industry, it can be difficult to introduce new ideas or address common obstacles, such

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as planning permissions and security issues. Having an experienced and motivated project champion also enabled the most successful projects to access the best team of people, enabling staff to work to their strengths in infrastructure, community engagement and marketing rather than having just a single person trying to do everything. Northern Rail plans to extend the champions concept to individual stations. At selected stations it hopes to establish a Northern Rail Ranger in the community who will help to market cycling to the station at a local level, together with a Champion from within Northern Rail staff at each station who will support the external partners and act as liaison between the company and the community representative. Good practice advice: Identify a key project champion from within the main organisation responsible for delivering, or coordinating delivery, of the project. Ensure they are sufficiently motivated and influential to be effective in this role. They need to be highly committed to the aims and objectives of the project, good at networking with excellent interpersonal skills, innovative, but also possessing some gravitas, and an ability to hold the respect and ear of relevant colleagues and collaborators, secure funding and influence policy decisions. They should consider appointing deputy champions in partner organisations.

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3
3.1
Getting People Involved

Create a positive first impression
Lesson: First impressions count. The extent to which a programme of cycling promotion is successful in engaging with its target audience is significantly dependent on their initial contact with, and exposure to, the project. Clearly, this needs to be as positive as possible. A highimpact, personalised experience generates confidence and trust in both the cycling product and the organisations promoting it and is, thus, possiblymore likely to result in repeat and engaged consumers, willing to give the offer another go, than one that is low-key or very generalised. Leisure: Each leisure cycling project sought effective ways to ensure that participants had a positive initial leisure cycling experience. Pedal Peak District offered a package to new and novice cyclists, targeted particularly at those groups underrepresented among visitors to the National Park. This included a range of key ingredients: free cycle hire, personalised adjustments to participants bikes to ensure a good fit, basic bike handling and confidence training; a non-challenging, sociable 1-2 hour leisure ride on predominately traffic-free trails in attractive countryside, all rounded-off with tea n cake and a chat about how they might do more of this. Many of those who took up this offer where women, and it helped that the Pedal Peak District team member responsible for running many of the sessions is a committed cyclist, with an inspirational rather than overwhelming service delivery style.
Katrina Watson, a working mum from Sheffield, attended the Women on Wheels cycle ride in May 2010. This was a guided 10-mile ride from Parsley Hay via the High Peak Trail, quiet country roads and Hartington village.
Katrina said: Finding time to do some exercise can be tricky when youve got a family and a job; life just gets in the way sometimes. I needed the incentive of booking on the bike ride to get myself organised to get out and do it. My partner is a keen cyclist but when he took me out for what he called an easy ride we ended up doing a 30 mile round trip and I wasnt ready for going that far. The Women on Wheels ride was just right, not too far, plenty of rests and no pressure to go too fast, Ive really enjoyed it and Id like to do another one.
Cycle Xtra recruited, trained and deployed specialist staff at their five Hoseasons / Forestry Commission sites. These enthusiastic and very experienced cyclists were tasked with persuading Hoseasons holiday-makers to try a cycling activity during their stay. While they had fliers and posters at their disposal, advertising training, bike maintenance sessions, led rides, and other cycling activities, by far the most effective means of drumming up committed customers for their offer was a personalised approach, usually to families, within a day-or-so of their arrival. What ensued, on numerous occasions, was the building of a

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relationship between the family and Staff over a number of days, taking the non- and less-experienced riders through bike handling skills, thus opening up opportunities for parents to enjoy an activity with their children. Cycle Xtra participants were sent home, where the opportunity arose, with the CTCs introductory Cycling for Families Handbook, together with tailor-made information about types of bikes and where to ride to suit their needs. The following is a snapshot of some of the feedback from satisfied customers.
The Cycle Devon programme was launched with a series of Cycling Fun Days, one held in each of the five Hub Towns. These offered a mix of cycling-related activities, with an emphasis on encouraging new and This lady had two, one-hour sessions novice riders a chance to have-a-go, and extend their of Bikeability. She hadnt cycled for 35 cycling experiences to see just how easy, fun, versatile years. Then she did this 12 mile ride and inclusive cycling is. The Fun Days attracted almost along the Exe Estuary with myself and 6,000 members of the public, many of whom were keen her husbands support. They had such a to sign-up to the Cycle Devon leisure cycling good time. Cycle Xtra staff member programme of on-going support to enable them to cycle from Finlake more safely and more often. The free one-hour bike hire sessions were particularly successful with anecdotal evidence of many people wishing to purchase a bike immediately after their experience! Results from research conducted at the Cycle Devon Fun Days showed that the majority of people who had a positive cycling experience at one of the cycling events, or after hiring a bike, intend to cycle more often. More than half of the sample group (66%) claimed they would cycle more in the next four weeks. Many case studies and anecdotes about participants experiences from the three leisure projects are provided in Appendices A2.1, A2.2 and A2.3.
Workplace: The workplace projects adopted various approaches to establishing a strong relationship with their target audience. For example, the south-east workplace project relied, to a large extent, on the delivery of a Cycle Challenge programme within each of its six host locations. These offer, through workplace settings, an opportunity for non- and infrequent cyclists to identify their personal barriers to cycling, e.g. never learnt to ride, no bike, bike in poor condition, lack of confidence. These barriers are then addressed via practical solutions, e.g. cycle training, Dr Bike sessions, social leisure rides. Worksites are subsequently invited to sign up to take part in a time-bound Cycle Challenge, usually lasting a couple of weeks, where colleagues are encouraged to log the most collective cycle miles for an inter-organisational competition. The personalised warm-up to the Cycle Challenge, which makes particular efforts to reach out to novice cyclists, appears successful in generating an engaged audience for the Challenge period. A particular contribution to success appears to be the use of trusted sources, i.e. known work colleagues, to enthuse and encourage participation.

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A participant from the Isle of Wight Challenge increased his cycling confidence so much that he went on to join a cycling holiday in France
Many of the hospitals ran cycling road-shows, including Newcastle, Sunderland and Darlington. Bournemouth Hospital ran their cycling road-show on the (unused) top floor of its staff car park at the start of its project. Local bike shops were invited to bring a range of equipment and accessories for people to try, accompanied by knowledgeable staff to offer personalised advice, the police were on-hand to provide cycle security coding, cycle training opportunities were available, together with a host of other information to encourage and enable Trust staff to cycle to work. The offer of a free lunch ensured good attendance at the roadshow, and special effort was made to ensure that what was on offer was packaged in a way that made it easily accessible to those unfamiliar with cycling. One measure of success was that 200 bikes were subsequently sold through their Cycle to Work Scheme, during the year.
Electric bikes available for try-out sessions, bike-tagging by police plus other advice, available at a cycle road-show for staff at Bournemouth Hospital A number of workplace projects trialled bike-buddying schemes, through which a novice cyclist, unaccustomed to riding in urban conditions, is offered an experienced cycling partner
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to help build their confidence for on-road riding and to find cycle-friendly routes for their regular local journeys. This idea seemed only to work successfully where the buddies knew each other reasonably well, e.g. work colleagues, or they were offered an opportunity to get to know each other in a social setting, such as a leisure cycle ride group.
Ucycle Nottinghams leaflet to explain the concept of buddy biking and how to get involved
Rail: Setting up cycle hire and repair facilities at stations (and other journey attractors) potentially offers the operator thousands of passing customers, especially if the centres are in high visibility locations near the main entrance as at Leeds and Southport. Placing facilities remote from the main entrances and concourse significantly reduces the passing trade and requires additional high-profile publicity such as station banners, on-street advertising and direct mail to season ticket holders in order to generate trade. The premises themselves should be attractively fitted out and well lit to reassure users of the quality.

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Hire fleet at Southport Cycle Centre Good practice advice: The target audience must have a very positive and professional engagement with cycling right from the start. Invest in your project up-front in quality initial engagement opportunities, ensuring these are appropriate and likely to appeal to the target audience. Be aware of their starting point re cycling knowledge and experience, and any constraints they face, e.g. time, financial, or family commitments. While this approach is likely to require quite a heavy up-front investment of resources, experience suggests that this will pay dividends in terms of an engaged and malleable target audience. Allied to this point, the initial exposure experience needs to be open, voluntary and non-threatening to the participants, enabling them to try before they buy, ideally in a fun and sociable setting, and sample the offer without feeling under pressure to commit to anything.

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3.2
Obtain feedback from existing cyclists and would-be cyclists
Lesson: The views of both existing and would-be cyclists should be considered in the decisionmaking process about how the project evolves. The former will have valuable insight into what cyclists want and need. The latter will help identify the barriers to cycle use among the target audience, i.e. non- and irregular cyclists. Workplaces: A good number of the FNS workplace projects engaged Bicycle User Groups (BUGs) to help inform their decision-making. In some locations there was an existing BUG, in others one was established. Larger organisations, with disparate staff working patterns, did encounter some problems trying to convene meetings at times to suit all who wished to attend. Staff intranet sites and e-mail helped bridge such communication issues giving all those interested an opportunity to contribute. Rolling BUG meetings in a staff canteen, to which contributors come-and-go during their lunchtime worked in some cases to facilitate wider participation among larger employee groups. Although for this to function the structure needs to be more drop-in with your ideas and / or for an update, rather than trying to follow a set agenda. The Derriford Hospital BUG grew fast and has proved to be a very successful tool in shaping the Cycle Derriford project. For example, it has helped us identify several changing rooms with capacity to accommodate new lockers and changing facilities. Nearly half of our regular cyclists who responded to a recent survey indicated that the existence of the BUG has influenced them to cycle to work, not least as they now feel members of an appreciated group. (Project Manager, Derriford Hospital)
Bournemouth Hospitals BUG branding

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At the James Cook Hospital, Middlesbrough, a BUG meeting was allocated to the monitoring project and this enabled an investigation of what users wanted as a resource from the hospital. A series of open- ended questions and a voting system were used to produce the representation below:
Better conditions for cyclists on the roads outside Change car parking rules and costs Showers Monetary incentives and subsidies Place to get changed and store clothes Training and maintenance lessons (inc for car emphasise benefits such as fresh air and saving Improved bicycle parking incentives such as a bus pass or taxi for car exclusion zone Help with cycling insurance Park and Ride Flexible work hours 0 10 20 30 40 50 60 70 80 90
BUG members votes on what works best (Middlesbrough)
This was based on a group workshop exercise using voting and user-determined categorisation. The sample size was not large but this was countered by there being a clear understanding of the task. It also took place at a site with a good provision of bike parking already in place.
Leisure: Many of the FNS project teams included both experienced and inexperienced cyclists. As a representative from Cycle Xtra pointed out: This helped us look at issues from a variety of perspectives. The existing cyclists bring knowledge of how to do things. The non-cyclists are good at highlighting the barriers that prevent people cycling, which enables you to come up with solutions to tackle those. Cycle Devon and Pedal Peak District teams used established local cycling groups both leisure and campaigning as sounding boards to bounce ideas off and to help deliver aspects of their programmes, such as led rides, Dr Bike sessions, and cycle training. The programmes benefited from relevant local knowledge, e.g. good leisure ride routes for beginners, as well as increased human resource capacity; while the cycling groups welcomed an opportunity to promote their objectives, and might even have secured a few new members.

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Good practice advice: Involve both cyclists and non-cyclists in the decision-making processes surrounding the project. The former are usually well motivated to become involved, and just need constructive opportunities to do so. Drawing out the views of the latter is likely to require facilitation, but this will be rewarded with a programme that demonstrates it is genuinely responding to the needs and concerns of its target audience of would-be and occasional cyclists.

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3.3
Use appropriately tailored communications
Lesson: The communication tools employed need to acknowledge the audience type, while the messages should vary over time to tie in with wider developments and influences, such as a reduction in car parking spaces or seasonal changes. It is the norm that the recipient will need to hear a message numerous times before it sinks in. Moreover, take advantage of opportunities when your target audience is particularly susceptible to travel behaviour change, e.g. starting a new job, moving house, adversely affected by petrol, car-parking or public transport price hikes. Another important consideration regarding communication is to ensure the tools selected enable twoway flow between the delivery organisation and the projects target audience. This is essential to facilitate feedback from the customer to the service provider, to determine how the project is unfolding and thus enable refinements where necessary. Websites and social media: Several projects used websites and other e-media as their key information providing tools. This is a very cost-effective way to communicate with a wide audience, and overcomes the physical and time constraints that can impact on meetings. On-line forums and blogs can also help people to make initial contact with each other prior to participating in cycling, providing reassurance about what to expect. Pedal Peak District engaged social media specialists to assist with marketing their campaign via Facebook, Twitter, search engine optimisation, and the placing of blogs and stories on forums and sites likely to be used by (at least a segment of) their target audience. Online banner adverts appeared on over 50 sites ranging from Countrylife, Golf Monthly, Amateur Photographer, Women and Home, Rugby World, Living, Marie Claire, the Field as well as all the neighbouring town local papers.
A story about the Pedal Peak District project placed on the Ordnance Survey website The north-east FNS workplaces developed a regional website providing a one-stop shop for information on all aspects of cycling to work at the NHS Trust sites involved, including journey planning, relevant discounts, promotional events, the availability of training, etc. This is internet rather than intranet based, in response to the fact that only around 40% of staff at a

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typical hospital have access to a PC at work. Plus feedback indicated that many employees felt more inclined to peruse information relating to their commuting journeys in the comfort of their own homes, where they could also discuss choices with their families. Furthermore having an independent website, separate to the Trust intranet meant that there was more flexibility to be innovative with the content and format. The Cycle Derriford team took ownership of the Trusts rather neglected staff travel plan website. The revamped version, not surprisingly, included a good deal of promotional information about cycling.
Derriford Hospitals travel plan pages, including information on Cycle Derriford
Nudging people into direct contact: As with anything new, taking the initial move to try cycling can be difficult and daunting, and some people may require a nudge to get them started. Projects approached this in a number of different ways. An enterprising member of the Cycle Xtra staff wasnt getting much interest from the fliers and posters distributed around his host Hoseasons site, so decided a little more high-profile marketing was required. He placed a small, glittery pink bike near the holiday parks reception desk, complete with an invitation along the lines: Want to learn to ride this, for free? A gaggle of little girls, parents and siblings in tow, were soon beating a path to his door! Ucycle Nottinghams Everything you wanted to know about cycling but were too afraid to ask clinic proved very popular as it was clearly aimed at filling the knowledge gaps of those who knew little, if anything, about cycling but were curious in a non-intimidating environment. The project also considered where messages about cycling would stand-out and get the best chance of being read. They ensured they had a presence at student freshers fairs, information about the project was included in new staff induction packs, with pay cheques and as a screen saver on university computers.

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South West Trains successfully promoted its folding bike leasing scheme by direct e-mail to a database of season ticket holders. This in turn generated significant word of mouth publicity from happy customers resulting in further take up of the offer.
Print media and notice boards: Bournemouth Hospital featured regular articles in its bi-monthly staff newsletter, which is widely read. At the start of the project these addressed issues like choosing the right bike and accessories for your needs, route planning and cycle security. As the cycling programme evolved the articles moved on to feature the positive experiences of staff that had started cycling to work, seasonally specific topics (like being visible on your bike in winter), as well as the more general benefits of cycling, to encourage people to keep it up. Notice boards within large employers can become cluttered with a myriad of information about all sorts of topics, some of it dated, and is thus not always the best place to get messages across. However, as a high proportion of workers in some organisations, such as hospitals, dont have access to a computer at work, hard-copy information becomes essential. One of the north-east FNS workplaces circumvented this by having a special lockable cabinet displaying up to date information about sustainable travel, and situated on a busy staff thoroughfare. Northern Rail introduced a customer magazine last year, available on trains and at stations. This included a feature on the Bike n Ride initiative, announcing the plans to improve facilities and the opening of Leeds CyclePoint. Subsequent editions will include features on routes to satellite stations and profiles of Bike n Ride customers. On their website they have introduced a new cycling page with information about all aspects of their Bike n Ride work including a section on their cycle rangers, cycling strategy, facilities at each station, etc.
Northern Rail websites cycling page

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Target small changes in behaviour Train operators recognise that it is easier for them to get existing rail users to switch a short car journey to/from the station to cycling, potentially releasing car parking space to other (additional) passengers. They have many opportunities for contact with existing passengers through their websites, printed timetables, ticket halls, waiting areas and on-train media. It is harder to get an existing car commuter to switch an entire journey to Bike n Ride, but train operators are able to access such campaigns in partnership with local councils and passenger transport authorities.
Good practice advice: An holistic marketing strategy, that includes a comprehensive communications plan, is key to a projects success. To produce this you will need to have an indepth understanding of who your target audience is, and operate with sufficient flexibility to enable good situations to be exploited. Understand the opportunities and constraints associated with different types of media, and vary the media and messages to reflect the context.

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3.4
Create and maintain a relationship with new cyclists
Lesson: A closed community target audience, e.g. employees of a particular organisation, is easier to access, communicate with, and build and maintain a relationship with, compared to a group of people for whom the decision about if, how and when they access your project offer is voluntary and rests entirely with them, such as a leisure-based project. That said, it is much easier to get new and novice users cycling in a leisure context initially. Leisure: All the leisure projects, and one of the workplace projects, utilised the Challenge for Change web tool to build a relationship with their target audiences, providing promotional information about cycling relevant to the project setting, together with a means of recording resultant cycling activity. The workplaces used internal champions, peer encouragement, interorganisational competition and a relatively short time-bound Challenge period, and found it relatively easy to achieve their desired targets. By contrast, these key ingredients were absent from the leisure projects, for which the Challenge for Change web tool, in its current format worked rather less effectively. In retrospect, it was agreed that, to maximise the potential of offering a gold standard leisure cycling experience to new and novice cyclists, it is necessary to follow-up with personalised advice and information that would enable them to have another go. This is likely to necessitate a pro-active approach, utilising phone calls, emails, mail-outs, rather than relying on the target audience to go looking for the products and services on offer. The leisure projects responded to the challenge of providing positive leisure cycling experiences by starting to work through a number of discrete communities to try and build mini cycling support groups. For example, Cycle Devon engaged with local school sports partnerships, as well as the Sahara Project (an outreach service for isolated and disadvantaged black and minority ethnic people living in Devon); while Pedal Peak District reached out to hard-to-reach groups including older people, people with physical and mental disabilities, ethnic minorities, women and people with health problems from Sheffield, Manchester, Stoke, Derby and other nearby towns.
Participants from the Sahara Project, Devon about to go on a led ride

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Rail: A small cycle hire scheme was established at Richmond station. Initially this was unsuccessful in attracting local users, partly because Richmond is an origin station for many commuters into London, so there is little demand, and partly because the cycle hire facility was hidden at the edge of the main station. The Smarter Travel team started to market the cycle hire as part of the marketing of sustainable access to local destinations, and in partnership with South West Trains, established an information point at the main station concourse. The cycle hire proved more popular when aimed at visitors to Richmond most of whom arrive via the railway station. To support the hire scheme during the working week and winter months, the operator needs to develop repair and maintenance facilities at the site, and to offer a try before you buy facility for local employees.
Good practice advice: In deciding what type of promotional cycling project to embark on, consider what relevant assets and opportunities the local context offers. Is it a viable area for leisure cycling, or are there a number of larger employers / local cycling groups willing to assist with delivery / promotion? If both are present, a project that feeds participants through leisure into utility cycling might be feasible.

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3.5
Use different goals as a means to promote cycling
Lesson: For some target audience groups, selling cycling might best be achieved by concealing it within other lifestyle-enhancing-related messages, e.g. staff wellbeing, improving health and body shape, saving money, having fun, learning something new, spending quality time with friends and family. Events just promoting cycling will generally tend to attract existing cyclists. Providing improvements for cycling can often be incorporated within existing packages being delivered by other partners for instance: a public realm initiative, a maintenance contract, a bus corridor scheme, or an initiative to combat heart disease. This will extend the impact of your project without increasing the overall cost. Leisure: Pedal Peak District ran several themed cycling promotions, including one aimed at families and another at foodies. These encouraged their target markets to use bikes to have fun as a family, or build up an appetite / work off the effects of getting to one of the Peak Parks culinary gems. The cycling activity was incidental to the main theme which was about exploring local opportunities and attractions.
Workplace: The Royal Victoria Infirmary in Newcastle used a staff benefits day to promote cycling to work. The hospital brokers many perks for its employees, including discounted public transport tickets, pensions, childcare vouchers, etc. The wide range of benefits, together with a free hog roast, ensured a very good attendance at the event by non-cyclists ie. the target audience. Visits to the cycling-to-work information point by non cyclists were encouraged by having a free draw, with an attractive holiday as first prize, open only to those who attended (and collected a colour sticker from) certain displays including the bike one. Geoff attended a general staff welfare/benefits event and was offered a free blood pressure check. He realized he had a serious health problem, bought a bike through the cycle to work scheme and is now cycling regularly with hugely beneficial impact on his health. Workplace Travel Planner, RVI, Newcastle Bournemouth Hospital is now considering promoting walking alongside cycling as a healthy lifestyle choice for their staff. Walking is likely to be seen as a more accessible and attractive entry point for those unaccustomed to active commuter travel. The hope is that, once people have started to realise the benefits of active travel, and gained confidence in their ability to do it, they will start to explore the different and additional benefits cycling offers alongside walking.
Rail: A number of Northern Rail staff in Leeds have taken the opportunity to give up their partsubsidised car parking pass in exchange for a free pass to the CyclePoint secure cycle parking. This saves money for the individual commuters, but also saves Northern Rail money on paying for leasehold parking spaces.
Good practice advice: Look for Trojan Horses to sell the many benefits of cycling as a means of achieving a wide range of lifestyle aspirations.

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3.6
Retain new cyclists after the initial introduction events
Lesson: Once members of a target audience are engaged with a cycling promotional project, it is important to maintain that relationship throughout the year. Disengagement during the winter months, or the off-peak holiday season, will invariably result in a high drop-out rate. Appropriate rewards can help to underpin and reinforce the desired adopted behaviour, for instance, free / subsidised bike lights and winter cycling clothing, hot breakfasts on arrival at work and a work time allowance to shower and change. Leisure: All the leisure cycling project partners started and rolled out their campaigns during the Spring and Summer months. As they were interested in determining whether pleasurable leisure cycling experiences could lead to more habitual cycling for everyday journeys they realised that, come the autumn, they would need to adjust their promotional messages and supporting activities. This resulted in seasonally appropriate communications via the leisure cycling web tools, for example: The Devon leisure cycling project sent an email out to all participants encouraging them to take part in Devon Car Free Day (Wednesday 22nd September) - an annual event in which residents are encouraged to travel sustainably to work or school. Pedal and Pastry Rides were launched in Exeter on Saturdays throughout October. These informal guided leisure rides were offered following requests from new cyclists who took part in a Pedal it Pink Breast Cancer charity cycle ride in September. And where opportunities arose the partners also started working via channels to encourage everyday cycling. For example, the Cycle Devon team offered cycle training and promotional activities to families via School Sports Partnerships.
Workplace: The Ucycle Nottingham project was posed with the challenge that its primary target audience university students was available and most receptive to lifestyle messages during term time away from exam period, i.e. Autumn, Winter and early Spring. Traditionally not the preferred times to be encouraging cycling. However, students have a whole set of triggers that make cycling particularly appealing to them, whatever the weather, particularly getting something cheap or free. The project team has thus evolved a series of seasonally appropriate promotional activities and marketing messages likely to appeal to students on a tight budget.
A successful promotional campaign encouraging students to cycle safely during the winter months

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Good practice advice: Develop a strategy to maintain engagement with your target audience throughout the year, taking advantage of seasonally-specific hooks. Once achieved, behaviour change regularly rewarded can help to maintain the new cycling habit.

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3.7
Follow up introductory offers with a commitment
Lesson: While it is likely to be appropriate, necessary even, to offer goods and services related to a promotional cycling project initially free, or heavily subsidised, to enable your target audience to sample their benefits and kick-start a project, this is unlikely to be sustainable in the longterm. Moreover, it is wise to consider a nominal charge from the outset pointing out, where necessary, that this is well below commercial rates, as experience shows that completely free services are undervalued. Leisure: At the start of the project the Cycle Devon team offered numerous opportunities for families and individuals to try cycling, for free, in a relaxed, fun and enjoyable setting. Gradually small charges were introduced, such as 2 for coffee and cake rides, to help towards the event costs. During its second year of operation consideration is being given to making a charge for Cycle Xtra services delivered through Hoseasons Holiday Parks, and enabling site managers to keep a proportion of this in exchange for hosting. This will support efforts to persuade site managers of the business case for such a venture, bring Cycle Xtra into line with the charging model applied to most other optional extra activities offered through Hoseasons holidays and, hopefully, ensure a continuation of the project in the longer-term.
Workplace: The Ucycle Nottingham project offered a number of free cycle maintenance and repair sessions, which proved very popular with cash-strapped students. When the sessions became over-subscribed nominal charges were introduced to both enable an expansion of the service.
Bike maintenance training session underway at Nottingham University The Royal Victoria Infirmary, Newcastle employs a travel plan coordinator, who facilitated delivery of the workplace programme across the four NHS Trusts in the north-east. This role is significantly funded by top-slicing discounts secured for staff from public transport operators, which will enable continuation of cycling promotional activity in future years.
Good practice advice: Accommodate an element of try before you buy for free, or at a discounted rate, for goods and services associated with a cycling promotion project, but determine at what point in time, and at what level, a user contribution to help cover costs could be introduced to help sustain the project.

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3.8
Use incentives to maintain involvement
Lesson: Using incentives to nudge people into trying something out can be an effective way of facilitating behavioural change. Incentives that appear to work best offer an element of public appreciation for engaging in the desired behaviour; reinforce and underpin that behaviour by offering rewards that enable and encourage more of it; and, in some instances, introduce an element of friendly competition. Workplace: In order to encourage staff to cycle to work regularly Bournemouth Hospital implemented an incentive scheme called Pedal Points. One point was earned for each day that an employee cycled during the summer months. This was doubled for 4 months during the winter. On reaching 30 points, each scheme member was entitled to a goody bag containing various, seasonally appropriate cycling-related items. Points can then be accumulated and redeemed in exchange for bike services, cycling accessories, etc. The project coordinator commented: Our aim is to make cycling free for anyone who commits to it year-round as, during that time, they should earn enough points to cover the running costs of a typical commuting bicycle. The scheme has also engendered a competitive spirit in some departments where people have cycled even when not particularly in the mood, just to keep up their good record. The six PCTs engaged in the south-east workplace programme all employed the Challenge for Change model to foster increased cycle use. This utilises peer endorsement and interdepartmental / organisational competition to encourage people to try cycling, or do more cycling, during a defined Challenge period usually around three weeks in duration. A dedicated website enables participants in any particular Challenge to log their cycling activity, set goals and keep an eye on what others are up to. This model seems very effective at delivering good levels of participation and commitment, by generating peer-to-peer team spirit, support and fun. For example, the Isle of Wight Cycle Challenge got off to a fairly modest start among staff at the RNLI station in Cowes, as cycle commuting was undermined by their working hours and the islands hilly topography. However, the RNLI team started to sit up and take note when the Challenge website revealed that the local police service were in a commanding first place points lead. An exciting inter-organisational competition for first place in the Isle of Wight Cycle Challenge ensued.

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Promotional posters for two of the Workplace Cycle Challenges
The Ucycle Nottingham project ran a Do Something Different campaign, which invited participants to pledge to try something new, then set and achieve a relevant target relating to cycling, of course! It successfully generated about 450 pledges over a 6-week period. Maria from Nottingham University Hospital made a pledge to take her bike out of the shed and make it roadworthy. However she started by making her sons bike roadworthy and teaching him how to ride without stabilisers. The free cycle maintenance clinics offered made this easy for her. I did cycle to work but now I use every excuse available such as, it's too cold, it's too wet, the old bike is too slow, it's too heavy, there's too much traffic. I pledge to give up the excuses, buy a new bike and start riding again. Ucycle Nottinghams Something Different campaign participant.

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Nottingham University I Pledge publicity material
Good practice advice: Use incentives to influence behavioural change, but ensure these are relevant and reinforce the desired behaviour.

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4
4.1
Leisure Cycling Projects

Introduction
The main research objective of this project is: To what extent does a positive leisure experience, accompanied by follow-up support and interventions, lead to more habitual cycling? The following good-practice advice has been compiled based on selected lessons to show the relevance of leisure cycling for encouraging more regular cycling. These are supported by anecdotes, images and case studies from individual projects. Further background on each of the leisure projects can be found in the partners end-of-year reports see Appendix A.
4.2
Summary of good practice advice

Projects based on introducing people to leisure cycling, then converting them into everyday cyclists are likely to get positive outcomes, but there is a relatively lengthy gestation period from novice to regular cyclist. The quality of the initial cycling experience can help accelerate that process and should reward the early investment. There are different opportunities and constraints associated with building and sustaining a relationship with the different types of leisure cycling audience local residents, day visitors and staying visitors, and each project must adapt to these. Existing visitor data and local knowledge will help to identify the best opportunities. Research and marshal convincing arguments relating to the likely economic benefits to the local area before embarking on a proposed leisure cycling project,. This will greatly help in winning the support of potential delivery partners. Ensure that any leisure cycling project aimed at novices is located in an area that can offer a majority of the basic prerequisites e.g. a safe place to ride, cycle hire, route maps etc. Ensure family-friendly events and activities are included for novices, demonstrating that cycling is something the whole family can enjoy doing together.

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4.3
Create opportunities to engage repeat visitors
Lesson: It is unlikely that a single, positive leisure cycling experience, however well followed-up by support and interventions, will result in an everyday cyclist i.e. someone who uses a bike for daily journeys. It is more probable that a series of leisure cycling experiences, over a period of time, will nurture habitual cyclists who gradually come to realise their capabilities on a bike, and that of cycling as a means of transport in addition to a leisure activity. Nevertheless, this rule will not apply to all, and there will be those for whom cycling will never be an attractive option. The Cycle Devon team developed a database of visitors at its initial Cycling Fun Days who were willing to give their contact details in exchange for the promise of more opportunities to try leisure cycling. These people were subsequently sent invitations, primarily via email, to participate in numerous other cycling promotional activities, including a gradual introduction to cycling for journeys other than recreation. Predictably, the level of activity generated from this approach declined over time, especially once the summer months were over and a reduced emphasis was placed on leisure cycling. However, there were many encouraging examples for how new or novice cyclists were converted to making at least occasional utility trips by bicycle (see Appendix A for further discussion). The Pedal Peak District team made specific efforts to engage with demographic groups traditionally under-represented among visitors to the countryside, such as people with disabilities and those from more deprived backgrounds. However, these groups also tended to be faced with additional barriers to cycling e.g. reduced coordination, balance, physical fitness and limited financial resources - over-and-above those barriers commonly presented by the general population. (Appendix A2.3, case study 3 describes the experiences of a couple of retired ladies recovering from health problems). Cycle Xtra staff offered a very personalised and intensive opportunity for people to try cycling; with one-to-one training, led rides, fun skills, plus further follow-up activities during a weeks holiday at a Hoseasons site. Many of the Cycle Xtra participants had very little, or no, previous cycling experience and staff made impressive progress in nudging their clients from non-cyclist, through leisure cyclist, towards everyday cyclist, within the timeframe of the project. This approach is resource demanding, and not easily replicable in many situations, but the front-loaded investment seems to pay-off in the long-run with a number of participants subsequently reporting regular cycling.

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Receiving one-to-one training at Oakdene holiday camp, New Forest Good practice advice: Cycling promotion projects based on introducing people to leisure cycling, then converting them into everyday cyclists, should be optimistic about the outcomes but prepared for a relatively lengthy gestation period in many cases. However, as was outlined earlier in this report, under Engaging with People, the quality of the initial experience can help accelerate that process and should reward the early investment.

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4.4
Work with the available audience
Lesson: The target audience for a leisure cycling project could be local residents or visitors to an area. The latter can be further sub-divided between day and overnight visitors. The choice of target group particularly affects the opportunities presented for initial and on-going engagement. Local residents are the easiest group to build and sustain a relationship with, followed by overnight visitors, while day visitors are the most challenging to engage with longterm. The Cycle Devon team worked predominantly with local residents in five project hub towns. This enabled it to use local media and communications networks to publicise its offer. It also meant that it could provide an on-going programme of relevant activities and facilities readily accessible to its target audience. A website dedicated to promoting cycling in Devon provided information about local cycle shops, hire locations, where to ride (with a series of town cycle maps), what events were taking place, etc. A link was also established to Exeters Cycling Demonstration Town project to encourage that Citys residents and visitors to take advantage of the cycling-related interventions associated with that project as well.
Cycledevon.info a dedicated website for cycling in Devon

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Promoting the local rides in Tavistock, one of five leisure cycling hub towns in Devon Pedal Peak District concentrated during the summer months on the significant volume of day visitors the National Park receives. A high quality offer, e.g. led rides on free hire bikes with personalised training along beginner-friendly trails in stunning countryside, meant that participants invariably rated their initial experience very favourably. However, it was challenging for the Pedal Peak District team itself to provide the necessary follow-on experiences to move this group to more regular and utility cyclists. Closer cooperation with relevant partners where Peak District visitors live would help address this issue. During the winter months, when the number of day visitors declined, Pedal Peak District switched focus to working with local residents in Bakewell and Bradfield, utilising the services of a cycling promotion cooperative from Sheffield. Initiatives included free cycle training and bike maintenance, the setting up of Bike Hubs in the Bradfield area to promote the project to local people, school based activities to encourage pupils, staff and parents to learn cycling confidence skills together, themed rides and a trial of workplace based cycling in Bakewell. While this made some positive progress, the initiative was hindered by poor weather at that time of year. Cycle Xtra worked exclusively with staying visitors at Hoseasons holiday parks. This enabled the projects Staffs to build a strong relationship with their customers over a number of days. This relationship necessarily largely ceased at the end of the residential holiday, save for an occasional email exchange. However, a more pro-active follow-up period, with the staff providing direct practical advice and information relevant to where their customers live, would have expanded the value and influence of the very positive initial experience most Cycle Xtra participants enjoyed. All three Finding New Solutions leisure cycling projects experienced problems eliciting contact details from their target audiences, to enable them to provide follow-up information about their projects, until they had established a trusted relationship with them. It is understandable that individuals are reluctant to hand-out personal information until they know what they committing themselves to, yet the leisure cycling project teams were often in a position where they had only a very limited window of opportunity to impress their audience and win their trust.
Good practice advice: Be aware of the opportunities and constraints associated with building and sustaining a relationship with the different types of leisure cycling audience local residents, day visitors and staying visitors.
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4.5
Make the economic case for local cycling investment
Lesson: The strong economic arguments for the promotion of leisure cycling need to be identified and quantified for the specific host location to ensure good buy-in and support from potential delivery partners. The Cycle Devon project assisted the development of the Exe Cycle Route, an attractive multiuser trail along the east side of the River Exe estuary between Exeter and Exmouth. Completion of the route has resulted in numerous supporting business opportunities springing up, or expanding existing capacity, including tea shops, pubs, cycle-friendly Bed & Breakfast accommodation, cycle hire shops and retailers, and even mobile coffee and ice cream sellers stationed along the path. Existing businesses have presented their own promotional events, ferry companies on the Exe have seen an increase in passengers. Devon County Council is working with other partner organisations such as First Great Western and the National Trust to ensure that the cycle network is presented in an effective and engaging way, and adjacent visitor attractions can take advantage of increased visitor numbers.
Devons leisure cycle hub towns are shown here in relation to existing and proposed leisure cycling facilities.
Exe Estuary Cycle and Walkway

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The Pedal Peak District team realised from an early stage of the project that they should nurture a symbiotic relationship with local service providers, both to maximise their offer and to support the local, largely visitor-based, economy. Their promotional campaign included, for example, a cycling for foodies stream, with bike ride itineraries featuring local pubs and cafes offering good food. At the same time, through the main summer months they worked with Visit Peak District on a wide-ranging Saddle up for Summer campaign costing approximately 30,000. A detailed report estimated that the campaign contributed to 1,425 bed nights being booked in local accommodation providers, with an estimated economic benefit of 160,000.
South West Trains is considering opportunities to work collaboratively with local visitor attractions in and around Richmond-upon-Thames, including the Royal Botanic Gardens at Kew and Ham House a National Trust property. South West Trains would rent bicycles to the attraction for a season which can be picked up/dropped off at the station. The visitor attraction would in-turn rent them to visitors, adding to the range of activities on offer. Reciprocal promotion and discounts eg. on ticket packages or discount vouchers for each others services are also being explored. The Cycle Xtra project illustrates how the combined resources of several organisations in this case CTC, Hoseasons and the Forestry Commission can yield a delivery model that satisfies the disparate fiscal objectives of the parties involved. For the CTC, more cyclists means potentially more members and a strengthening of their grant-raising capabilities. For the Forestry Commission, more cyclists make their related franchises (e.g. cafes and cycle hire) commercially stronger, as well as helping to meet wider policy objectives regarding increased visitor numbers. For Hoseasons, a broader visitor offer, particularly one part-subsidised by outside bodies and thus relatively inexpensive to the consumer, is certain to yield more customers and adds to the activities on offer for families.
Good practice advice: Before embarking on a proposed leisure cycling project, research and marshal convincing arguments relating to the likely associated economic benefits that will ensue from its implementation, particularly to the local area. This will greatly help in winning the support of potential delivery partners.

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4.6
Provide supporting infrastructure and services for novices
Lesson: There are a few basic prerequisites to a leisure cycling destination to grow novice riders: good public transport access and / or car parking, cycle hire, toilets; refreshments; attractive, cycle-friendly routes for beginners i.e. relatively flat, predominately traffic-free or lightly trafficked routes preferably enabling circular or out-and-back rides of up to five miles. The Cycle Devon team found that three of its five project hub towns stood out in terms of providing the best opportunities to encourage leisure cycling among novices, and subsequently generated the greatest activity. These three hubs also happened to be the ones served by high quality leisure cycle routes: the Exe Estuary Trail connecting Exeter and Exmouth, and the Tarka Trail through Barnstaple. Pedal Peak District was fortunate in being able to offer a high proportion of the ingredients required to nurture novice cyclists. Its network of high quality, traffic-free and gently graded cycle routes e.g. the Manifold, Tissington and High Peak trails together with its cycle hire centres, knowledgeable staff and volunteers, assorted accommodation and refreshment providers, all located in stunning scenery, ensured there was much to entice and delight the target audience. Refinements to the type and nature of led rides on offer were made as the project unfolded, to take account of target user feedback. In particular, it came to be appreciated that complete beginners need really short rides, less than five miles, with minimal hills, an emphasis on fun and sociability, frequent stops, all preceded by a personalised session of bike set-up and basic handling skills. However, a key weakness in the Peak District offer was limited public transport access. This was acknowledged, and the planned infrastructure works within the original Pedal Peak District proposal would have gone some considerable way to remedying this. However, these works were not fully delivered during the project timeframe, and thus remain an important missing piece of the jigsaw. Cycle Xtra offered novice and non-cycling Hoseasons holiday-makers an opportunity to acquire, or brush-up on, basic bike handling skills at the holiday park. They were then able to use neighbouring Forestry Commission sites to put these skills into practice to enjoy various leisure cycling activities, trails or mountain biking routes. However routes between the holiday parks and the Forestry Commission sites were not always appropriate for inexperienced cyclists and some of the holiday parks didnt have enough suitable on-site space for cycling activities issues the project is looking to address in the second year.
Good practice advice: Ensure that any leisure cycling project aimed at novices has the right tools and services available to provide the client with a convenient, high-quality, enjoyable and therefore successful experience.

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4.7
Use family-friendly activities to appeal to a wide audience
Lesson: Leisure cycling promotions aimed at novices are generally most successful if a significant element of their offer is aimed at families, with opportunities for engagement open to a range of physical abilities, enthusiasm and confidence. All three FNS leisure project teams observed that providing fun cycling opportunities for children was a good way of reaching out to adults i.e. their parents and carers too. There were many examples where families were drawn to cycling events in anticipation that they would provide something to amuse the kids for an hour or so, and were pleasantly surprised that what was on offer applied and appealed to the grown-ups as well. We had a great time on the cycling activities, they really couldn't have been better from our point of view and especially as we were a small group enabling you to help us in the areas we most needed. The children have found a love for cycling and now understand that they need to respect the road, but that they can also ride on tougher tracks which they didn't think they were ready for, they have a new confidence and hunger for cycling. As for Andrea and me, we were also inspired which leads us to your questions....we realised on the activities that the bikes that the older two children have are too small so we will have replaced them by next spring which will also give us time to buy a car rack capable of transporting 5 bikes. We fully intend on many more family cycling activities and I can honestly say it is all down to you and the activities you ran. (Cycle Xtra participant) Providing hire bikes is very important for family groups. It allows them to try a range of equipment, before deciding what would best suit their needs. Many families with more than one or two children are also presented with problems transporting them, either by car or public transport, to novice-friendly leisure cycling destinations. Traffic-free cycle trails / opportunities are vital for younger child novice cyclists. Even when they have acquired good bike handling skills, they invariably do not possess the road sense and attention span to enable relaxed rides of any significant length on road.
Family trying out a tag-along trailer for free at one of Cycle Devons leisure cycling events Good practice advice: Ensure family-friendly events and activities are included in any leisure cycling promotional programme aimed at novices. These should enable both parents and children to participate, demonstrating that cycling is something they can all discover and continue to enjoy together.
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5
5.1
Workplace Cycling Projects

Introduction
The best-practice advice listed below is based on the initial findings from the first year of the Finding New Solutions programme which go some way to answering the research objective of this project: What package of measures works best to encourage more cycling at major workplaces? These findings are supported by anecdotes, images and case studies from individual projects. Further background on each of the workplace projects can be found in Appendix A.
5.2


Link into information networks that offer an opportunity to learn from others experience, and provide access to how to guidance. For workplace cycling promotional projects, fully exploit the communication opportunities presented by such closed communities, to abstract information that will be of value in steering decision-making and resource deployment. Ensure that at least some of the facilities and activities implemented as part of a workplace cycling project have the capacity to be embedded into the culture and practices of the host organisation. Be aware of the range of possible concerns relating to liability that could adversely affect a workplace cycling promotion campaign, and know how to respond with reasoned argument to deflect or deflate any adverse influence these may have. Be aware that the vast majority of irregular and non-cyclists will perceive cycle commuting as a very significant challenge. If they were convinced it is a viable option they would already be doing it. It will be necessary to work with them in incremental stages, taking them on a journey from feeling comfortable on a bike in an unchallenging setting, to being physically and mentally confident to cycling regularly in peak hour traffic conditions. Utilise site-specific cycling knowledge to help deliver the optimum combination of physical measures to promote cycling. If necessary and feasible, introduce measures incrementally to test their viability, or in a way that enables refinements to them in response to user demands and feedback.

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5.3
Use existing workplace travel planning resources
Lesson: A good deal of advice and information already exists relating to workplace cycling promotions. Rather than re-inventing the wheel, organisations considering embarking on such projects should seek out, and share good practice and experience from each other. A number of the workplace programme partners benefited from workshops, lead by the Cycling England Professional Support Team, on how to promote cycle commuting, including both hard (physical infrastructure) and soft (promotional) measures. The Cycling England website (some content available from www.cilt.org.uk from 1st April 2011) also yielded a good deal of information of relevance to workplace partners, particularly the Design Checklist, as well as the Smart Measures Portfolio. The Ucycle Nottingham programme, coordinated by Sustrans, drew on the experience of that organisation in delivering similar initiatives at Leeds and Lincoln universities. Lessons from all three projects are being compiled into a generic good-practice guide. The Challenge for Change formula, run at all the south-east FNS workplaces, had previously been tried-and-tested extensively elsewhere, with positive results to illustrate its effectiveness. The Cycle Derriford team was working with a limited budget and struggled to find innovative / creative, cheap solutions. They feel there is the need for a central pool of ideas, in which lowcost initiatives/measures, especially those that are not very labour intensive but still efficient, are listed with a short description. ....it can be hard to come up with these kinds of interventions yourself (and why reinvent the wheel?). There is obviously a wealth of information online from all the cycling towns and much more, however this information is scattered and it can take a while to find things. (Cycle Derriford)
Good practice advice: Utilise all the information networks and discussion forums that offer an opportunity to learn from others experience and provide how to guidance.

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5.4
Develop specific measures for different parts of the workforce
Lesson: The closed community, together with communication opportunities presented by a worksite offers a valuable opportunity to drill down to obtain a good understanding of the target audience, in particular what their motivations and barriers to cycling might be. For example, women, shift workers, contractors, manual labourers or people living in flats with limited cycle storage opportunities may require specific interventions and marketing messages to illustrate how their potential barriers to cycling have been addressed and turned into a positive. Given the short timescale for implementation of the workplace projects, around 12 months, overall rather less attention was devoted to understanding the target audiences and responding to the needs of specific segments than would have been the case with a longer and more measured project timeframe. Many of the workplace project sites devoted most of their time and energies to installing infrastructure, such as secure parking, to facilitate cycling. However, this does leave those sites with a physical legacy on which to continue to grow their promotional programmes in future years. All the NHS Trust workplaces faced two common hurdles to increasing cycle commuting: a high proportion of female staff, who are generally less enthusiastic about cycle commuting compared to male staff; and many shift workers. Bournemouth Hospital did devote time at the start of their project to considering all possible barriers to cycling that their workforce was likely to be presented with, and tried to come up with solutions to as many of these as possible. To female staff, for example, it suggested cycle training and buddying schemes, as well as riding part of the way to work, from where they deliver children to school or nursery. Regarding shift working, there was the offer of discounted bike lights and hi-vis clothing, together with the idea that staff cycle only when their shift patterns allow them to commute during daylight hours. The north-east workplaces pooled a good proportion of their marketing resources to develop a Cycling to NHS Trust sites regional website that will, in time, be extended to other NHS areas. Each hospital has discrete pages devoted to their site-specific issues, including information about the location of cycle parking, showers and lockers; any Bicycle User Group (BUG) activity; the availability of cycle training and maintenance sessions; bike buddying; social rides and events; Cycle to Work Scheme; discounts offered by local bike shops; etc. The website has a generic front-end, offering general advice of relevance to anyone employed by an NHS Trust considering cycle commuting. It is anticipated that the website will provide a valuable opportunity to gather existing and potential cycle user feedback regarding both issues faced by those at specific sites as well as certain types of employees irrespective of their workplace location.

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Newcastle Upon Tyne NHS Trust draft web page
The Milton Keynes project started recruiting employers for its planned Summer Workplace Cycle Challenge during the Spring. A coordinator was identified from within each organisation that signed up to the Challenge, to help spread the word and generate enthusiasm. The overall project manager, an employee of Milton Keynes Council, was very proactive during the preChallenge preparation period, constantly liaising with the team of employer-based coordinators, trying to ensure that any identified needs that emerged from different employee groups _ such as cycle training, route planning, maps and Dr Bike clinics, etc were met as far as possible. One unanticipated request to emerge was a desire for some leisure cycle rides among a group of females, largely new to cycling, to enable them to build up their cycling confidence and fitness in a fun and social setting, prior to the Workplace Challenge. The Ucycle Nottingham project initially divided its target audience into two broad groups, staff and students. As the project unfolded, it became clear that the very diverse student cohort needed to be subdivided into a range of sub-groups. A survey of staff and students was undertaken during the initial Autumn term, to determine barriers to cycling and what might encourage people to try cycling. This exercise yielded the Ucycle team with numerous sub-sets of staff and students who were willing to consider cycling as a means of transport (e.g. male / female, UK / overseas, novice / experienced, living in student hall / private landlord accommodation). The survey provided an insight into the obstacles and incentives relevant to each group, and specific interventions were then offered to address their needs.
Good practice advice: For workplace cycling promotional projects, fully exploit the communication opportunities presented by such closed communities, to abstract information that will be of value in steering decision-making and resource deployment.
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5.5
Integrate cycling into general planning and operations
Lesson: Workplace cycling schemes need to be owned by the organisation, preferably at a high level. Employers inevitably experience a turnover of staff over time. To maintain the objectives of a promotional cycling programme in the medium to long term, it will therefore be necessary to embed pro-cycling policies and practices into the culture and ways of working of the host organisation. The north-east NHS Trusts cycling to work website will host travel survey tools that will enable standardised data to be gathered for the region, and thus comparisons to be made over a sustained period of time and between different Trust sites. Bournemouth Hospital has included a responsibility for carbon reduction within the job descriptions of senior managers. Supporting measures to promote a modal shift away from motor vehicles for commuting and work-related travel will assist in meeting this responsibility. The Ucycle Nottingham team asked the three delivery organisations the University of Nottingham, Nottingham Trent University and Nottingham University Hospital to host a project officer. It is felt that this certainly helped facilitate progress, as having somebody working within the delivery partners enabled useful networking, provided eyes and ears on the ground, and raised the physical profile of the project team. Moreover, the Ucycle team discovered that piggy-backing on existing initiatives, such as freshers fairs and student environmental group activities, was an effective means of reaching a wide audience, utilising established publicity channels and event management resources. Milton Keynes Council is inviting all organisations that took part in the Finding New Solutions workplace Cycle Challenge programme to get involved in a cycle-friendly employer award scheme that it is developing. This will offer Bronze, Silver or Gold accreditation to organisations meeting different standards for facilitating cycle commuting.
Good practice advice: Ensure that as many as possible of the successful initiatives implemented as part of a workplace cycling project are built-in to the culture and practices of the host organisation, for lasting impact.

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5.6
Use good practice advice to address health and safety concerns
Lesson: Concerns relating to legal issues such as liability and contracts can hinder the progress of cycling promotion projects based at workplaces. This issue commonly raises its head in relation to cycle training, together with cycle loan and hire schemes, where these services are provided, or facilitated, by the employer. However, it is not unknown for some to question whether employers should be encouraging people to use bikes (their own or borrowed) for workrelated journeys at all, owing to the perceived attendant risks. Bournemouth Hospital asked its pool bike users to sign a disclaimer, to the effect that people were utilising the bikes at their own risk and that they consider themselves sufficiently competent to do so. The wording of the disclaimer had been tried and tested successfully elsewhere by other large organisations. Any employers that signed up to the south-east workplace Cycle Challenges and were nervous about any aspects of the programme, were given strong reassurances from the CTC and Challenge for Change about the relatively very low risks involved, based on their extensive experience of delivering the initiative elsewhere. The experience of delivering the Ucycle Nottingham project is helping to shape a good-practice guide to similar initiatives, including advice on smoothing out the legal and contractual issues that invariably crop up in relation to bike hire and loan schemes. The Darlington Memorial Hospital sent four members of staff from the Estates Department on a cycle maintenance course. It is now part of their responsibility to check over the Trusts pool and loan bikes as required, and ensure any maintenance issues and repairs are attended to.
Good practice advice: Be aware of the range of possible concerns relating to liability that could adversely affect a workplace cycling promotion campaign, and know how to respond with reasoned argument to deflect or deflate any adverse influence these may have.

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5.7
Start with leisure cycling, move onto commuting
Lesson: Encouraging commuter cycling among irregular and non-cyclists may not start with cycling to work initiatives per se. For these groups there often needs to be a much gentler introduction via leisure cycling opportunities in an unthreatening environment. Cycling to and from work during rush hour motor traffic in an urban setting is a huge step for those that have never before, or rarely, been on a bike. The success of the NHS SE Workplace Challenge, in terms of getting non-cyclists to try cycling, appears to be rooted in the way it presents a very easy entry point. Simply, it asks people to try riding a bike (provided), for ten minutes (not much out of their day), in an unthreatening environment (e.g. a staff car-park), with an element of fun thrown in (other noncycling colleagues are also having a go). Both Bournemouth and Derriford Hospitals came to independent conclusions that they needed to focus initially on providing leisure cycling events for their workforces that were fun, including some out-of-hours and weekend activities that involved employees families too. The intention is that these will gradually be followed-up by initiatives aimed at encouraging cycle commuting. A consequence of including all the family is that decisions about how to organise family travel patterns to accommodate cycling for journeys to work become a shared process that is better understood and might therefore be more positively addressed. Bournemouth Hospital is launching the 2011/12 programme with a Start Cycling Week in March 2011. This will be aimed at non- and irregular cyclists as well as those returning to cycling after the winter break. Events for this week will include: a family bike ride which will be off-road (forest or beach promenade) and suitable for less confident riders, with an opportunity to try out some continental child carrying bike/buggies; as well as cycle training, talks, try-out sessions, equipment sales, Dr. Bike and maintenance sessions, plus a static bike fund-raising challenge. Derriford Hospital has improved cycle route links to, and upgraded a path to shared use in their site grounds. These offer an opportunity to encourage cycling and walking as gentle lunchtime exercises, particularly for those with sedentary commuting habits. It is hoped that this will then translate into greater take-up of active travel for work once people become familiar with the benefits of, as well as their abilities, cycling and walking.
Good practice advice: Be aware that the vast majority of irregular and non-cyclists will perceive cycle commuting as a very significant challenge. If they were convinced it is a viable option they would already be doing it. It will be necessary to work with them in incremental stages, taking them on a journey from feeling comfortable on a bike in an unchallenging setting, to being physically and mentally confident to cycling regularly in peak hour traffic conditions.

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5.8
Use existing cyclists to help with advice about site facilities
Lesson: Common components of many major workplace projects are combinations of cycle parking at locations around the site, together with pool / hire bike schemes. The challenge is to determine the optimum quantity, type, location and management of such facilities across the project area, rather than just implementing them where there is space and permission to do so. There is no one-size-fits-all solution. Project delivery teams that comprised, or at least included, experienced cyclists, benefited from the knowledge that these people brought regarding the type, location and management of physical measures most likely to work. Several of the FNS project delivery teams consulted with bicycle user groups on their proposed package of physical measures, often resulting in some useful fine-tuning. Optimum arrangements were nevertheless often compromised by sitespecific constraints. Bournemouth Hospital opted for a system that enabled employees to loan a bike, for free, for a certain number of days, to enable them to see whether cycling was for them and, if so, what type of equipment would best suit them. They did not, however, require people to use the loan bikes for commuting. Rather they allowed them to utilise them as they pleased, conscious that most novice cyclists would probably like to try them for relaxed leisure rides initially. The hospital included a number of mountain bikes among the fleet of loan bikes it purchased to enable staff to try before they buy. The project team would not have chosen such bikes for commuting, but were conscious this type of bike appealed to non-cyclists, i.e. their target audience. People who initially borrowed the mountain bikes, and subsequently went on to purchase a bike to commute, were consequently able to appreciate the design limitations and chose to purchase a more appropriate cycle for commuting. In Darlington the pool of bikes serves a dual purpose in that they were available for business use, but when not needed bikes were also loaned to staff on a rolling two-week loan period. This allowed potential new cyclists to try before they buy. During the winter months user loan periods were extended slightly between reviews, thus reducing the amount of storage and handling needed by Trust staff. The borrowers accept that a bike can be called in if reserved for a business user or by mutual agreement if the bike is no longer needed. As a result the pool bikes have been in use for about three quarters of the days when they have been available. Sunderland replicated the Darlington model and took advice from the local bike shop as to which bikes were currently in fashion and hence most likely to be popular (Dawes Diploma for women and Giant Seek for men, apparently). The Ucycle Nottingham project discovered that, irrespective of what is provided for cyclists at the trip-end, if trip-start provision is lacking then promoting this mode as a viable option is very difficult. Specifically, it found that cycle parking / storage facilities were poor or nonexistent at a good proportion of student privately rented accommodation. Ucycle responded by engaging with the Nottingham landlord association to try and improve the situation. A household full of students with bikes is surely a better neighbour than a multiple car-owning one. Ucycle Nottingham initially adopted a long-term (12 month) loan arrangement for students. However, students are absent from university for around half the calendar year, which meant the bikes were under-utilised for long periods of time, and often students only need a taster session to convince them to cycle. In subsequent years Ucycle is likely to issue bikes for shorter terms, and introduce an element of try-before you buy, which will also give more students access to a loan bike over the academic year.

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Good practice advice: Utilise site-specific cycling knowledge to help deliver the optimum combination of physical measures to promote cycling. If necessary and feasible, introduce measures incrementally to test their viability, or in a way that enables refinements to them in response to user demands and feedback.

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6
6.1
Bike n Ride Projects

Introduction
The research objective of this project was to identify what package of measures works best to encourage more cycling to / from rail stations. Around 60% of the UK population lives within a 15 minute bike ride of a mainline station, offering a huge potential for Bike n Ride from existing train passengers and other people living close to stations. Rail patronage has increased very rapidly in recent years to the highest levels since the 1920s, but access to stations can be problematic, particularly during off-peak daytime hours when car parks are full and public transport services may be less frequent. Cycling has the potential to overcome these problems to enable more people to access the rail network. Larger stations are also significant local employment sites that generate their own commuter journeys. Network Rail is one of the UKs biggest land owners, and the stations leased by TOCs often include large areas of land or buildings that have become redundant and irrelevant to modern operations. Merseyrail in particular have taken the opportunity to bring disused station buildings back into use as secure cycle parks, providing a new lease of life to many dilapidated buildings. As with other Finding New Solutions projects, train operators generally lacked the basic infrastructure to enable cycling to the station. Consequently the majority of the funding and initial effort was spent in providing safe and secure cycle parking facilities, improving and extending cycle parking capacity. With this in place, train operators then investigated ways to engage with people to encourage them to cycle to and from the station. Research has recognised the importance of a hub of activity around which to build sustainable transport interventions. Stations provide a very specific geographic hub with a definite purpose as an origin and destination for rail journeys. Unlike a workplace, the people using a station dont have any common bond, and are generally passing through, so opportunities to engage with them directly and build a relationship with them as a group are limited. This presents a challenge for those trying to apply behaviour change techniques to persuade people to try cycling. On the positive side however, a station offers the potential to make contact with large numbers of individual regular users, and train operators already have a lot of communications expertise and media available to them including station billboards, websites, printed promotional leaflets, timetables and magazines. Regional rail operators were also able to use their expertise and contacts from fostering Community Railways to work with local groups interested in stations and services.

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6.2

Whether the station is the origin of their rail journey, or the destination, cyclists need to feel confident that the parking is secure enough to leave a bike for several hours and perhaps overnight. Without this basic offer it is difficult to increase cycling through encouragement measures. The projects demanded an understanding of the cyclists perspective, to ensure that barriers to cycling to the station, and parking at the stations, were being fully addressed. Early engagement with station users, cycling groups, local authority officers and friends of stations helped the various parties to understand important issues and opportunities at each site. The interactions of rail staff, contractors, local authorities and cycle campaigners helped shape a better product and in some cases stakeholders became directly involved in delivering the outcomes. The cycle-friendliness of a station is affected by factors outside the railway land such as accessibility and the provision of nearby cycle routes, which can be provided when there is a strong partnership with local authorities and Sustrans. Partnerships can unlock match-funding and payments in kind, as well as properly actively engaging stakeholders in a project and using their expertise rather than just seeking their approval as consultees. The security rating and management of stations (whether staffed or unstaffed for example) has an impact on what facilities are feasible. Prior to embarking on a project, local managers and national organisations such as Transec should be consulted to ensure that the concept is acceptable and workable. Working in the highly regulated and process driven rail environment requires a project Champion who is able to marshall appropriate expertise to deal with technical and planning issues, as well as following this up with measures to engage the project partners and public. The most successful projects used rail expertise to understand the limitations of what could be achieved for cyclists within stations, including knowledge of security, heritage and public safety issues. Services such as cycle hire, repairs, long-term cycle leasing and sales particularly appeal to new and occasional cyclists by providing low-cost access to cycles and convenient support at a destination (station) and from a provider (Train Operator) that they already use for their rail journey. Direct marketing to the rail customer database by the TOC is an effective way to target the trips to/from the station for promoting schemes such as cycle leasing and cycle parking centres. Rail customers increasingly use websites and SMS services for up to date travel information, and a link to a specialist cycling page offers a shop window for cycling initiatives on the operators home page.

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6.3
Employ people with specialist rail and cycle planning experience
Lesson: An enthusiastic and knowledgeable team is required to develop designs, achieve planning consent and mobilise implementation quickly. During the 18 month period from the award of funding to the end of March 2011 the four TOCs have installed over 3,000 new cycle parking spaces, made around 200 bikes available for hire and have refurbished and improved existing parking at many sites. This achievement is testament to their ability to plan and execute infrastructure programmes. Installing cycle parking is a relatively inexpensive and simple procedure compared to most railway projects, but nevertheless requires attention to detail and specialist knowledge to get it right. South West Trains, Merseyrail and Northern Rail were able to use an experienced inhouse engineering manager to work with their regular contractors. This meant that the installations procedure went very smoothly. However, the technical knowledge is just one element, and equally important was their experience in working with station managers, Network Rail and local authority planning officers to ensure that proposals were acceptable in the first place. Following some initial problems with listed buildings consent and security, Virgin Trains enlisted the help of a specialist with a lot of experience of cycle rail projects to help to overcome issues, finalise their designs and produce contract drawings. South West Trains, Virgin Trains and Network Rail are working closely with Transec and a cycle supplier to enable some trials of an innovative, self-manned locker scheme for folding bikes. In addition to the issues about meeting national standards for security, the equipment also needs to be compatible with the requirements of local station managers and their security and maintenance staff.
Good practice advice: Engaging staff or contractors with previous experience of similar projects ensures there is no delay in recruitment or training.

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6.4
Develop approaches suitable for an origin or a destination
Lesson: While the target audience of rail commuters is homogenous, a specific package of facilities, measures and communications is required for each station. Common components of many Bike n Ride projects are combinations of cycle parking and cycle hire across a network. The challenge is to determine the optimum quantity, type and location of facilities throughout the project area, rather than just putting facilities in where there is space and permission to do so. Cycle parking is generally most needed at origin stations, while cycle hire usually works best at destination stations. All of the TOCs have therefore worked with station managers, local authorities and stakeholders to gain a greater understanding of local issues in order to tailor their projects to the local market. While some TOCs have consulted with existing cyclists, none have actively asked other (noncycling) rail passengers what measures would enable them to cycle to the station. Surveys of season ticket holders or car park users may be an effective way to communicate with existing rail users who dont already cycle to the station. TOCs have made an assumption, in setting up cycle centres for example, that people who own higher value bikes may be tempted into Bike n Ride by more secure parking, and the initial feedback from Leeds and Southport Cycle Centres tends to support this. Many existing cyclists have a low value bike that is used specifically for Bike n Rail journeys because of the perceived risk of leaving a cycle locked at the station for long periods. When preparing their funding bid, Northern Rail set up a spreadsheet and categorised their stations into hubs, satellites and basic depending on the number of passengers (from the Office of Rail Regulation statistics). A basic station would be given a shelter, and five Sheffield stands with CCTV coverage, while the higher category stations would be given more capacity than this and greater security (lockers, secure compounds). This desktop study included a basic cost estimate to check the initial viability of the proposals. Northern Rail organised a series of site visits attended by local authorities, Passenger Transport Authorities, members of Northern Rails Cycle Forum, station staff and the engineer and contractor responsible for installations. These studies were undertaken by rail and/or minibus. Voluntary workers from Sustrans and CTC were provided with free rail tickets to help towards their expenses. The visits provided a reality check to ensure feasibility, as well as giving stakeholders the opportunity to determine the exact type and position of the cycle parking, in consultation with the design team. The contractor was then able to produce a short report for each station setting out the existing arrangements, the proposed changes and a cost estimate for the works. This enabled the project to be refined to stay within budget, and in response to constraints and opportunities identified in the site visits. The site visits were resource intensive for a few weeks, but gave all stakeholders a very direct and influential role in decision making prior to any (potentially abortive) design work, with differences of opinion discussed and resolved on site. Subsequent design and consultation issues were much more easily resolved, and planning consents were generally a formality because potentially contentious issues had already been recognised and addressed. The inclusion of local authorities and Sustrans at this early stage also helped identify complementary measures such as routes, access improvements and cycle parking areas outside the railway leasehold land. Merseyrail used the standard from the Better Rail Stations report (DfT, 2009), which suggests cycle parking provision for 5% of rail passenger footfall at each station. Most of the stations had some basic facilities in place, and the project sought to offer improved security with CCTV

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and limited access cycle parking, in addition to existing facilities. At many stations they have now achieved the 5% standard as well as enhancing security.
Example of Merseyrail analysis of potential demand (footfall) against provision Northern and South West Trains also took opportunities to add value to stations funded by Network Rails National Station Improvement Plan and Access for All schemes by providing or upgrading cycle facilities at these stations. One example of this is at Harrogate, where plans for an improved passenger shelter have been revised to incorporate an adjacent covered secure cycle store within the same structure at minimal cost. A number of stations do not easily fall into the category of origin or destination. For example, at Richmond station there is a definite tidal flow of commuters to central London each day, but Richmond is also a destination station as a local centre and, especially at weekends, due to the number of tourist attractions nearby. To this end, cycle parking was improved for those commuting out, while a partnership with the local authority Smarter
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Travel team enabled cycle hire and try a bike schemes to be targeted at visitors and local employees. Many stations targeted by the Bike n Ride project are also participating in the Station Travel Plans project, enabling the hard infrastructure funded by Bike n Ride to be complemented by local promotion of sustainable travel to the station. Good practice advice: A small amount of qualitative or quantitative research can help prioritise sites for area-wide interventions. Engagement with user groups and station managers will then further refine the information to ensure that the optimum package is developed for each station.

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6.5
Target communications at existing rail users
Lesson: There is a ready near market for cycling to the station by converting people who currently drive or use public transport to cycle instead. This requires a relatively minor change in individual behaviour, whereas converting a non-rail user to Bike n Ride requires several new behaviours. Converting existing passengers potentially releases capacity in car parks and on connecting bus services to attract new rail passengers. South West Trains used their season ticket mailing list as a way to promote their folding bike lease scheme and to publicise new cycle parking facilities at stations. Facilities were particularly targeted at stations where demand for car parking and cycle parking exceeded the existing capacity.
Folding lease bicycle painted in South West Trains livery. Northern Rail ran an article on the Leeds CyclePoint opening ceremony in its passenger magazine. This was subsequently followed-up with an article about the investment in cycle parking at other stations. For the coming year, a series of articles about the areas around 12 key stations is planned, to illustrate the number of places within a 15 20 minute ride of each station. Merseyrail and Sefton BC used 48 on-street advertising hoardings, bus mounted advertising and a four week advertising slot in local newspapers to promote the Southport Cycle Centre and other station facilities on surrounding streets and routes. This was part of a wider initiative to reduce car commuting through the town. A general mailshot was also undertaken, targeting households within 1.5km of each station based on MOSAIC data.

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Merseyrail bus back advertising on commuter routes Good practice advice: The target audience for a Bike n Ride project is generally quite specific, i.e. those living within a fifteen-minute cycle ride of a station, served by a cycle-friendly route. The vast majority will be existing rail users for whom cycling offers a quicker or lower cost way to access the station. Opportunities to communicate directly with this audience include season ticket mailing lists, TOC magazines, TOC websites and posters and leaflet dispensers within stations and station car parks.

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6.6
Use partner organisations to develop and refine the project
Lesson: Making the most of partnership working requires appropriate opportunities to engage with people throughout the project. This needs to be done right from the start, as a check on initial decisions and assumptions, and then at regular intervals in the delivery process. Partnerships can unlock additional capital and revenue funding, and enable people with appropriate expertise to contribute to the project. The fragmented nature of the UK rail industry creates communications challenges for people trying to implement the schemes, but it also means that there are established systems and procedures in place for partnership working between train operators and Network Rail. The extent and effectiveness with which operators engage local authorities and stakeholder groups in true partnership working is more mixed. Partnership working has been a feature of all of the projects. The TOCs deliberately chose to feature Cycling Towns in their projects for example including Stoke-on-Trent and Southport. Merseyrail worked most closely with Sefton Council and Merseytravel, the local PTA. For them this project was very much an equal and joint venture, with the council providing routes, signing and local publicity, and the PTA incorporating Bike n Ride into their long running Merseyside TravelWise campaign. Partnerships also bring in match-funding in either capital or payment in kind. South West Trains actively sought out opportunities to link with other funding including Station Improvement Plans, Access for All, Smarter Travel, Station Travel Plans and Cycling Towns. Merseyrail worked closely with Sefton Borough Council to ensure that their project was fully integrated into the Southport Cycling Town project, and also tied into the regional Merseytravel TravelWise initiative. Virgin Trains, Network Rail, Manchester City Council and Greater Manchester PTE are jointly funding improvements to cycle facilities at Manchester Piccadilly station, with each partner taking responsibility for a different part of the station. South West Trains and Northern Rail both operate a large number of stations across a wide area, giving them regular contact with local authorities. Northern Rail has a formal Cycle Forum which meets at quarterly intervals, and produces an annual Cycling Strategy with specific aims. South West Trains has a more ad-hoc arrangement with local authorities and campaign groups, but many long-standing and productive contacts. Virgin Trains only manages seventeen stations and tends to use contractors to deliver station projects. This appears to have put them at a disadvantage in anticipating and dealing with some of the challenges of introducing new infrastructure, as they dont have the same strength of working relationships with local authorities, Network Rail and Transec as the operators who have a large number of stations. In the latter stages of the project, Virgin Trains obtained help to overcome some issues by networking with more experienced TOCs. All TOCs are required to obtain Landlords Consent from Network Rail when making changes to stations. Some TOCs clearly have a strong working relationship with Network Rail, while others struggle with this process due to inexperience or lack of friendly contacts. Understandably, most rail staff have little experience of local authority issues relating to highways and planning. Those with better links through Passenger Transport Authorities, such as Merseyrail, were more able to understand the lead times and procedures required to make changes outside the railway land, such as direction signing, and to handle issues such as listed building consents. By contrast, one operator was about to purchase direction signs to give to local authorities, only to find that they would not be able to accept them without an approved schedule and design from the local authority officer.

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Northern Rail has benefitted from the direct input of local CTC Right to Ride representatives and Sustrans staff and volunteers to help shape proposals at each station alongside local authority staff. This has been particularly valuable in giving a user perspective to decisions about what equipment to install and where to put it, and avoiding money being wasted putting cycle parking in places where it will not be used.
Good practice advice: Partnerships can unlock expertise, match-funding and payments in kind, as well as properly actively engaging stakeholders in a project rather than just seeking their approval as consultees.

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6.7
Check the viability of new ideas with key decision makers
Lesson: The more experienced rail staff who knew their local network were aware in advance of stations with heritage issues. They made initial contacts with key decision makers to understand broadly what would be acceptable prior to undertaking any design work. When introducing new design ideas such as cycle centres or wheeling ramps to a non-specialist audience, it is also helpful to take along photographs and any existing design guidance to help to illustrate what will be done. For example there are many boutique cycle shops in historic buildings throughout the UK. This can help allay any fears about the unsuitability of such an activity in a heritage environment. The railway is highly regulated with many standards and procedures to follow. Any significant changes to infrastructure require Landlords Consent from Network Rail. In addition, any listed buildings or significant new structures are subject to local authority planning consent. The TOCs with responsibility for a large number of stations, or dealing with just one or two local authorities, generally had experienced staff with good local contacts able to resolve planning issues quickly. Another important factor was early consultation on ideas, for example, Northern Rail invited the Friends of Settle to Carlisle Line, the local planning authority and the Yorkshire Dales National Park to site visits in North Yorkshire, travelling to all stations in one day. This enabled many of the most sensitive historic station sites to be discussed prior to any plans so that no wasted effort was made at impossible sites and suitable compromises were reached at sites where more cycle parking was required. This exercise eliminated any potential objections to planning applications from the key stakeholders, speeding up the implementation process. Other sites did prove impossible to resolve however. An attractive old building in Harrogate appeared to have potential for refurbishment as a cycle centre, but preliminary estimates for refurbishment revealed that the costs would be significant. This idea is currently being investigated further with the local council and Network Rail. It is likely however, that the old building will be demolished and rebuilt, because the refurbishment costs are simply unviable. In the meantime Northern Rail have been able to work with contractors doing the National Station Improvement Plan work at the station to lever in some additional cycle parking in an innovative new modular combined waiting shelter and cycle compound.
Design for combined secure cycle parking/waiting area at Harrogate Station

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Virgin Trains had the opportunity to use an old retail shop to provide a cycle parking centre at Stoke station, but required Listed Buildings consent. Considerable time and effort was expended in developing proposals that would meet the exacting specifications required to achieve the transformation in line with the conditions set out by the planning officer. However, the enterprise was ultimately deemed to be an unsuitable use for the building by planning officers, suggesting that no amount of care in the design would have altered this decision. A more rigorous examination of what was acceptable in the first place might have avoided some of this wasted effort.
Car Park
Station Road
Buses & Drop Off Car Park
Cycle Hub
Existing Cycle Racks
Stoke on Trent Station

Cycle hub layout
Ticket Hall Concourse
Platform 1 Entrance
Overbridge
Fire Exit
Capacity 120 Cycles Exit Capacity 30 Cycles
Platform 2 Access controlled by key fob, registered users only. Space could be used for additional cycle storage , repair / shop or provision of information
Subway
New Cycle Racks 250m2 cycle hub Car Park
Initial concept illustration for Stoke on Trent Cycle Hub proved difficult to achieve in practice Network Rail, Virgin and Manchester City Council were able to agree joint responsibilities for developing different elements of the cycle parking and hire offer at Manchester station. This enabled greater capacity to be achieved and offered at 3 separate sites covering the main entry points within the station, whereas previously each organisation had been planning schemes in isolation. Wheeling ramps have proven to be a difficult issue. There is no standard design from Network Rail for such features and they also dont appear in any British Standards or Building Regulations relating to steps and handrails. Trips and slips are a major issue for station operators and they are therefore wary of adding wheeling ramps to steps. In addition, the age of the brick, wood or concrete structures at some sites would have required the steps to be fully refurbished in order to fit a simple low-cost ramp. Train operators used the Cycling England support team for guidance, and Merseyrail also used the wheeling ramp detail from the USA Highway Design Manual to help illustrate their proposal and gain consent. In the long term, additional national guidance from Network Rail would help future schemes, as consent presently appears to be arbitrary depending on the opinion of the individual handling the application. DfTs sustainable transport team has proved to be a valuable link to enable discussions with Transec to help develop and approve the use of automated cycle lockers for folding bike hire.
Good practice advice: Early consultation by an experienced team with a good working relationship with decision makers can avoid abortive work on innovative designs or at sites with heritage issues to ensure that proposals can be implemented. Having a Plan B or alternative site to fall back on reduces the risk that funding will be lost due to excessive delays where difficult issues cannot be resolved.

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List of Appendices A1 Summary of Finding New Solutions Projects A2 Partners Reports A3 - Sustrans Interim Evaluation Report A4 Challenge for Change Interim Evaluation report

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A1
Summary of Finding New Solutions Projects
Leisure destinations The partners explored the proposition that people who have had a positive leisure cycling experience are more likely to take up cycling on a more regular basis for everyday journeys. The key to answering this question was first to be able to keep in touch with the target audience on their return home and then to be able to monitor their cycling behaviour over a sufficiently long period after the event to get a robust picture of how their cycling habits have changed as a result. Each of the project partners either enhanced existing, or provided new leisure cycling facilities to enable non-/infrequent cyclists or people that currently only cycle for leisure to enjoy cycling in an attractive, recreational setting. The results have generated some valuable new evidence about the potential of leisure cycling as a route to regular, every day trips by bike, as well as general lessons about how to set up successful leisure cycling projects. The Peak District National Park Authority extended the Monsal Trail - an off-road, leisure cycling route on a disused railway line towards Buxton, opening up four major tunnels to the public. It developed a strong brand for the project Pedal Peak District with a website and other materials (leaflets, posters) to promote a package of leisure cycling initiatives to encourage a greater proportion of its day and staying visitors, as well as local residents to take up cycling. The programme has been accompanied by a focused marketing campaign in partnership with Visit Peak District. Devon County Council focused on improving leisure cycling facilities in five towns: Exeter, Exmouth, Newton Abbot, Tavistock & Barnstaple, plus new/improved leisure routes along the Exe Estuary, Teign Estuary and Sid Valley. The project provided a wide range of opportunities for leisure cycling for local residents including a series of Spring-time Cycle Fun Days, led rides and a package of promotional measures plus a new Cycle Devon website. The Forestry Commission England, in partnership with Hoseasons Holidays and the CTC Charitable Trust, offered cycling activities (skills training, Bikeability training, led rides, maintenance sessions, under the banner of Cycle Xtra at 5 holiday sites with links to off-road cycle routes at nearby Forestry Commission sites - near Newton Abbot (SW), Ringwood (South), Sherwood (Midlands), Kielder Water (NE), York (North)
Workplaces The projects, run by health organisations and higher education institutions, aimed to champion cycling to work and investigate ways to facilitate greater take-up amongst their staff, students and visitors. As major employment sites, often with thousands of staff, they have access to significant numbers of potential cyclists to engage with although they are also subject to conflicting pressures of growth, centralization, deliveries, building development and parking demands. The diversity of the partners, including individual hospitals in the South West selected for their specific barriers to cycling, six PCT regions in the South East, fiveacute hospital sites in the North East (covering 30,000 NHS staff in the region), and a teaching hospital and two universities in Nottingham has generated some valuable results on which measures to encourage workplace cycling can be best applied in different situations at major workplaces, and how to go about setting up such projects. In the South West, key components at Bournemouth Hospital have been their pool bike scheme, a incentivisation scheme called Pedal Points, information sessions and training
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opportunities. Plymouth Hospital focused on selling the health and fitness of benefits of cycling to new users, improved cycle parking facilities, provided a cycle journey planner and built on-site cycle trails. The 4 north-east NHS Trusts in Newcastle, South Tees, Sunderland and Darlington delivered a wide range of workplace cycling tools including secure cycle parking, cycle training, BUG groups and promotional events. They have also collaborated at a regional level on a shared one-stop-shop cycling website plus a set of consistent monitoring and evaluation techniques for the NE NHS region. In the South East 6 PCT/local authority partnerships have focused on working with public and private sector employers rather than NHS staff/visitors. They have each delivered a workplace cycle challenge plus accompanying promotional and follow-up events in Milton Keynes, Ashford, Oxford, Southampton, Chichester and the Isle of Wight. Nottingham Trent University, University of Nottingham and Nottingham University Teaching Hospital targeted journeys to, from and between premises and campuses for staff, visitors and students. A partnership between the universities/teaching hospital, Sustrans, Nottingham City Council and a local training company has delivered small and large scale infrastructure improvements on and between campuses (walking/cycling network links, permeability treatments, signage, secure bike compounds); a large scale cycle hire scheme; information materials, on-line mapping, incentives, seminars, events; as well as direct engagement activities including: training, maintenance sessions, buddy bike schemes, bike breakfasts, led rides and accompanying measures to reduce reliance on cars.
Train stations The four Train Operating Companies (TOCs) have been keen to investigate how improving cycling provision can help reduce door-to-door journey times a key incentive to encourage more travellers to switch to travelling by rail and hence increase passenger numbers. They have also been considering how installing cycle parking can help overcome issues with car parking and space constraints, whilst catering for potentially more customers. Working in partnership with local organisations, authorities and ATOC the TOCs have trialled a wide range of infrastructure improvements and some soft measures, including various types of cycle parking facilities, cycle hire at stations, cycle centres, and marketing initiatives. These have been closely evaluated to increase our understanding of how effective they are at encouraging more people to cycle to/from the station. South West Trains focused on heavily used commuter lines, introducing or upgrading different types of cycle parking, a leisure cycling hire scheme in Richmond, trialled a range of soft measures (Dr. Bike and bike tagging sessions) and an un-manned folding bike locker scheme at Guildford. Northern Rail has improved facilities (cycle parking, access) at between 60 - 100 local stations on a very busy network heading into/out of Leeds Station, where there is a complementary Cycle Point based on the Dutch-style cycle-rail experience offering parking, retail and servicing facilities. They have also selected 14 stations for a more intensive, community-led, targeted marketing package. Virgin Trains has delivered a series of access improvements and cycle parking at stations on the Stoke to Manchester rail corridor, including staffed indoor parking/folding bike bike hire at Stoke and an un-manned folding bike locker scheme at Manchester Piccadilly.

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Merseyrail built a Cycle Centre at Southport including cycle hire, repair services and secure bike parking. The hire facility at the station builds on an existing, council-led leisure hire initiative. On the lines into Liverpool from the north and south a variety of cycle parking, including swipe-card access compounds has been installed.

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A2
A2.1
Partners End of Year Reports

Cycle Devon Leisure Cycling Project

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Where Will You Cycle Today?

Finding New Solutions Leisure Cycling Project
End of Year report

March 2011
Devon County Council

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Foreword by Councillor Stuart Hughes, Devon County Council Cabinet

Member for Highways and Transportation
"The Leisure Cycling Project should be applauded for achieving some outstanding results. It has been incredibly encouraging to see thousands of people getting involved in the project by getting on their bikes to take part in the cycling fun days and guided cycle rides. "The feedback to the Cycle Devon team has been incredibly positive, with many beginners taking up cycling and others re-discovering their bikes to enjoy cycle routes where they live. "In places like Exmouth, where we have invested in the development of the Exe Estuary Trail, cycling journeys are up by 22% in some parts of the town. But we have seen an impressive increase in all of Devon's cycling hub towns created through this project. "Cycling can play an important role in our local economy, as well as benefiting our local environment and the health of residents, which is why Devon County Council is committed to making Devon a premier cycling destination.
March 2011
Summary
The aim of the Leisure Cycling Project has been to find out if a positive leisure cycling experience leads to increased cycling activity for everyday purposes such as cycling to shops and commuting. Project results show that increased cycle uptake has been achieved through a combination of initiatives including live promotion events, the provision of free guided leisure cycle rides during weekends, summer evenings or school holidays (particularly aimed at those with little or no cycle experience) and continued positive publicity and cycle information in the form of a dedicated website and innovative online diary facility. Altogether, nearly 1400 people signed up to our online programme with many more receiving information and encouragement through the wider campaign. Most people taking part in our online research stated that following the initial positive cycling experience, they intended to cycle more regularly. Information and advice delivered through our team of qualified cycle instructors has encouraged a sizeable number of new cyclists, particularly families, to pursue leisure cycling as a regular activity. The project year seemed to fly by, but in that time the Leisure Cycling team has been inspired and very encouraged by the feedback received from individuals who have started to cycle more often, including some who hadnt cycled for over thirty years. In the short time scale, it has not been possible to demonstrate that increased leisure cycling automatically leads to cycling for utility journeys. However, the Leisure Cycling project has proved that the provision of affordable cycling opportunities and the creation of a good cycle infrastructure can and will encourage many more people to increase their cycle use and enjoy the associated economic and health benefits that come with that.
Devon County Council March 2011
List of contents
Foreword by Devon County Council Cabinet Member Stuart Hughes ... 3
Summary .....5 Introduction .....7 Key Project Objective 1 1.1 Questionnaires .....8 1.2 On-line diaries ....10 1.3 Cycle Counter Data ...12 Key Project Objective 2 2.1 Improving the leisure network .....14 2.2 Promoting leisure cycling..15 A. Launch events .....16 B. Free guided rides ....17 C. Dr Bike/ Cycle Recycle project .....20 2.3 Providing information about leisure cycling . .21 Key Project Objective 3 3.1 Promoting everyday cycling .........22 Partnership work with the National Trust ..24 Partnership work with the School Sport Partnership ..28 Summary of component costs 30 Appendix 1: Strategic Cycle Route map of Devon ..31 Appendix 2: Questionnaire ........32 Appendix 3: Exe Estuary Partnership map35 Appendix 4: Infrastructure programme and costings...36 Appendix 5: Cycle Fun Day events anecdotes.37 Appendix 6: Monthly prize winners anecdotes.39 Appendix 7: Marketing leaflets and literature...40
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Finding New Solutions - Leisure Cycling Project End of Year report Introduction
Devons leisure cycling project is the result of a successful application to Cycling England for 2 million funding through their Finding New Solutions (FNS) programme. The programme was established in response to the Department for Transport ambition for sustained investment in cycling, as set out in a paper entitled Bike for the Future II. Cycling England identified the need to explore new ways of boosting cycle uptake and proposed a programme of pilot projects addressing three areas; Adults, Work and Leisure. Devons FNS Leisure Cycling Project operates under the title Cycle Devon. Project delivery started in February 2010 and will conclude in March 2011.
Structure
The Devon leisure cycling project established three key objectives. Project objectives Investigate the link between positive leisure cycling experience and uptake of everyday cycling Improve opportunities for leisure cycling Promote everyday cycling This report presents data, analyses and a number of case studies highlighting best practice. To keep the project manageable within the one year delivery timescale, five hub towns were established across Devon. Town selection was based on existing leisure cycling provision in the form of nearby cycle networks and local leisure destinations / attractions, which constituted an ideal base on which to start the project. The Cycle Hub Towns1 1. Exeter population: 120,000 With its successful Cycle Exeter project, popular Exe Valley cycle route and the recent development of the Exe Estuary Trail, Exeter is one of Devons main leisure cycling destinations. 2. Exmouth population: 36,000 Exmouth is a popular tourist destination with seafront cycle routes and is connected to the high profile Exe Estuary Trail which offers a traffic-free, family friendly cycling experience and varied transport options including bike, rail, bus and boat. 3. Newton Abbot population: 25,000 Linked by the National Cycle Network to other areas of South Devon, with a number of leisure destinations within reach by bike. The majority of existing cycle routes in Newton Abbot are along trafficked roads.
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Strategic Map of Devon attached appendix 1
4. Tavistock population: 12,200 The town itself currently has little in the way of dedicated cycle provision but is situated on the Coast to Coast Way which is a popular long distance cycle route in Devon. 5. Barnstaple population: 25,000 The town already has a fairly developed network of cycle routes with links to over 36 miles of traffic-free path way along the Tarka Trail. Bicycle hire facilities are already well established at Barnstaple rail station, presenting the ideal opportunity to encourage more visitors to try cycling.
Key Project Objective 1: Investigate the link between Leisure Cycling and Everyday Cycling.
How this will be achieved: 1.1 Questionnaires: Asking non-cyclists, existing everyday cyclists and leisure cyclists, to complete a target of 10,000 questionnaires to help determine the factors leading to increased leisure and everyday cycling and to identify barriers. 1.2 On-line diaries: Encouraging 1,000 leisure cyclists to complete monthly, on-line diaries to recording increased leisure or everyday cycling activity. 1.3 Cycle counters: The installation of automatic cycle counters at key, leisure and everyday cycle routes to monitor increases in cycling activity over the course of the project and beyond.
1.1 Evaluation of Objective 1.1: Questionnaires2

Our initial target was to engage 10,000 participants to complete cycle use questionnaires. It quickly became apparent that this figure was overly ambitious and the demographic too open and varied. Instead, a revised proposal was created targeting a minimum of 1,300 participants, all living within the county and currently cycling less than four times per week. This revised figure represents a sample size which is proportional to Devons overall population. Five Cycle Fun Days were presented throughout the hub towns, providing the ideal opportunity to recruit participants and launch the project. A local marketing company was employed to provide professional expertise in the creation of a questionnaire and the analysis of data. The companys research teams attended each cycle fun day, the Tour Series event in Exeter and the Devon County Show, where they recruited participants and completed questionnaires. The team also recruited participants at locations throughout the existing leisure cycle network and on high streets within the five hub towns. By summer 2010 they had achieved our target number and we were able to gather valuable data from approximately 1500 questionnaires. Further data was obtained from a large number of people registered with the Cycle Exeter database via email. Email mail shots proved very successful and generated a further 200 responses. We also attended several cycling events such as Exeters
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Appendix 4 contains the questionnaire. The full questionnaire summary report is available on request.
Cycle Sunday, the Tour of Britain cycle race celebrations in Teignmouth and Tavistock and a series of community play days and other pre-organised events. These additional events involved a mixture of face to face questioning and self completion questionnaires. To top up questionnaire numbers, we also launched a questionnaire campaign at bike hire shops in and around our five hub towns during the August bank holiday. Participating shops were paid 1 for each correctly completed questionnaire containing the email contact details of interested cyclists. Participating cyclists were also offered a complimentary granola bar. In practice this particular initiative yielded only 85 valid questionnaires. Research findings Our cycle questionnaires generated a lot of data and a full report is obtainable on request. The points below are those that proved most useful to us when shaping and developing our project:
The majority of people who had a positive cycling experience at either a cycle event, or after hiring a cycle, intended to cycle more often. More than half of the sample group (66%) claimed they would cycle more in the following four weeks. 30% of the respondents claimed they would cycle for utility journeys (such as cycle rides to shops or work). Barriers to cycling more regularly are governed by the individuals cycling ability or age group. Those who were not regular cyclists expressed a desire for training in order to increase confidence. In relation to motivation, one factor listed was lack of cycling companions and in this instance some form of cycling mentor might provide more opportunities to cycle. Some age groups (those aged 25-64) claimed they were too busy to cycle, and therefore didnt take part in leisure cycling. Through this project we hoped to integrate cycling into a number of leisure activities, for example combining beach, museum or other local attractions with cycle transport. Other barriers cited by the 25-64 age group include living some distance from the cycle network and not possessing equipment for carrying cycles (such as car racks etc.) In actual fact, our five hub towns are situated close to the leisure cycle network, and during this project we aimed to encourage people to use these more often. One in five participants listed the weather as a key factor in determining cycle use. The biggest barrier of all was cycle friendly provision and infrastructure and access to traffic free cycle paths.
The results of questionnaires confirmed our initial prediction of the types of barrier to cycling, as perceived by irregular or non cyclists. One key benefit of the questionnaire system is that it allowed us to encourage individuals to sign up to our online intervention programme (detailed Challenge for Change below). The system
was also useful in establishing a direct line of communication between project organisers and large numbers of potential cyclists. Research Costs Market research company Total cost Valid questionnaires completed Cost per head
13,500 1472 9
Limitations to Questionnaire programme We were presented with a very short timeframe in which to identify a capable and competitive marketing company, design questionnaires and set up market research. This meant that it was very difficult to make later changes to questionnaires and define questions more closely. Another considerable hurdle was that many participants were reluctant to surrender email / postal addresses which meant that we could not issue follow up questionnaires and that a significant amount of useful data had to be disregarded. Conclusion Face to face recruiting proved the most successful method of gathering valid questionnaires. The downside is however, that this is time consuming and expensive.
Evaluation of objective 1.2: On-line diaries

In order to keep track of increases in leisure or everyday cycling, and to monitor shifts in individual cycling habits, a market research company specialising in behavioural change monitoring was allocated to us. The organisation provided measuring tools for all of the three FNS projects: Devons Leisure Cycling Project, the Peak Districts Pedal Peak Project and the Forestry Commissions Cycle Extra Project. For the Devon Leisure Cycling project, data generated by the Challenge for Change system was designed to measure and illustrate the success of the Countys leisure cycling project in influencing the uptake of leisure and everyday cycling. Questionnaires completed at the beginning of the project were repeated three times throughout the year utilising the online programme. Challenge for Change Ltd, a New Zealand based company, created an online programme in which participants are able to create and access their own personal Cycle Devon activity diary which records cycle rides and sets personal goals. The system keeps details of an individuals progress which can involve anything from one to five planned cycle journeys per week. Participants can set personal goals or take part in county wide challenges. Each month a bicycle prize is issued at random to one contributing participant. The Challenge for Change project included a package of interventions designed to engage registered users and encourage regular cycle use. The interventions were outlined in the original contractual agreement adopted by the three FNS projects. Delivered in the form of emails, the interventions took the form of web based calls to
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action based on activities such as mileage goal setting, encouraging friends to take part and information on seasonal cycling such as safe cycling in winter conditions. In addition to the web based interventions offered by Challenge for Change, the Devon Leisure Cycling Project also offered a number of on the ground interventions, which involved calls to action delivered via mail shots or web notifications. Interventions specific to the Devon Leisure Cycling Project are detailed below under the second objective: Improving Opportunities for Leisure Cycling. Results For a detailed analysis of our project participants, see Challenge for Change February 2011 report. Available on request. Costs of Online Diary programme: Online Diaries Cost of two year programme (2010-2012) People registered to date Cost per head
24,000 1377 17
Limitations to Online Diaries Programme The Challenge for Change diary concept provided a good addition to our leisure cycling project with great potential to capture behaviour change in new leisure cyclists. Unfortunately, Challenge for Change and the Leisure Cycling Project communication strategies sometimes clashed leading to patchy campaign delivery. This means that the success of individual campaigns has been hard to measure. The Devon Leisure Cycling Project sought to offer tailor made solutions to overcoming personal barriers and to present individual opportunities to cycle. Details of these efforts were communicated in the form of emails or mail shots but often these failed to correspond with generic Challenge for Change emails. With hindsight a more flexible communication system would have been preferable. In addition to disparities in messaging, the overall web profiles of Challenge for Change and the Devon Leisure project were also slightly at odds. The former is referred to as cycledevontoday while the latter is known as cycledevon. Both sites communicate different messages with the Challenge for Change site being more generic and taking a national focus, while the Cycle Devon website targets residents at county level. Sadly, it has not been possible to merge the two websites successfully which may have generated a stronger and more coherent message. Conclusion In light of the above findings, the Challenge for Change intervention programme proved successful in some aspects of the Leisure Cycling Project, but a clash of communication strategies means monitoring behavioural change was somewhat unsatisfactory.
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Evaluation of objective 1.3: Cycle Counter Data

Devon has approximately 100 automated cycle counters within the county, thirteen new cycle counters have been installed near the five hub towns along leisure cycle routes. The automatic cycle counters record data 24 hours a day. We have compared readings at key leisure cycle routes near each of the hub towns, and the following graph indicates an increase in cycling habits when comparing data on the previous year.
Comparable Data
200000
Cycle Count
160000 120000 80000 40000 0 April 09 - Oct 09 April 10 - Oct 10
Site Name
Exeter Exwick Playing Fields Exeter Salmon Pool Bridge Exmouth Marine Way Exmouth King George Playing Field Newton Abbot Mineva Way Newton Abbot Jetty Marsh Tavistock town based sites Barnstaple Civic Centre Barnstaple Pottington Ind Estate
Pl ay in Sa g Fi lm el on ds Po EX ol Br M EX id Ki M ge ng M ar G eo in e rg W e ay Pl ay in g Fi N A el d M in ev a W N Ta ay A vis Je tty to ck M ar -T sh he BS M ea TP BS do TP Po w Ci tti s ng vi c to C n en In tre du st ria lE st at e EX T
EX T
Ex w
ick
April 09 Oct 09 73,572 163,121 27,455 no readings 14,918 11,767 no readings 66,544 69,492
April 10 - Increase percentage Oct 10 74,420 178,718 33,451 44,240 15,993 13,037 4687 75,193 70,839 848 15,597 5,996 n/a 1,075 1,270 n/a 8,649 1,347 1% 10% 22% n/a 7% 11% n/a 13% 2%
Exeter: The Exwick Playing fields and Salmon Pool bridge counters are situated on the popular traffic free leisure cycling routes along the river. Two of the cycling events held in the area were situated near one of these counters. The routes serve leisure cyclists as well as commuters. A programme of leisure rides was rolled out during
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summer 2010, which were well attended. Cycle Exeters promotional campaigns have also positively influenced public cycling behaviour. Exmouth: Marine Way has seen a peak increase of 22% percent in cycle traffic compared to 2009. The cycle counter is positioned at the beginning of Exe Estuary cycle route. A cycle Fun Day event was presented near this cycle counter, new sections of the Exe Estuary path have been opened, and the path was one of the routes used for a series of guided rides during summer 2010. Newton Abbot: In Newton Abbot an 11% increase has been recorded at the cycle counter on Jetty Marsh Road, together with a 7% increase on the cycle counter at Mineva Way. Jetty Marsh is a business area, and it may be that more people have taken to cycling to work. The Jetty Marsh counter is also situated on the towns leisure cycle route. A series of guided rides was launched during the summer months, taking in areas of Jetty Marsh and Mineva way. In addition, increased cycle training was delivered which may have added to an increase in the number of local cyclists. Barnstaple: Barnstaple recorded a 13% increase in cycle traffic on their city centre cycle counter, and a 2% increase on the cycle counter located on the industrial estate. The Leisure Cycling Project presented a cycle event in May 2010 which attracted more than 2000 visitors. Many cycle training courses have been delivered and the courses have become particularly popular in this part of the county. A programme of leisure cycle rides was rolled out during the summer, which were well attended. The cycle counter located on the industrial estate indicates that more people appear to be cycling to work. Readings indicate that the majority of cycle counts at the Civic Centre counter have registered during commuter times (between 7AM and 9AM and 4PM and 6PM), which may indicate an increase in people using bicycles to travel to work. The Pottington Industrial Counter shows a very slight increase in cycle counts. It may be that during a future cycling project, work based cycle promotion could be emphasised in this industrial area. Two cycle counters along the Tarka trail approximately 4 miles outside Barnstaple town centre show a decrease in cycle traffic. It is unclear why there is an increase in cycle counts in the town centre and a decrease on one of the most popular leisure cycle routes in the county. Tavistock: Unfortunately, there is no comparable data in Tavistock and a subsequent change in cycling figures cannot be demonstrated. Exe Estuary: In addition to cycle count readings within hub towns, the Exe Estuary Cycle trail has become increasingly popular, and with the newly completed section between Exton and Topsham, it is expected that summer 2011 will see more users than ever cycling the path. Information gathered so far has shown that during the summer months 2010 an average of 14,000 people walked and cycled the section between Lympstone and Exmouth each month. As well as offering fantastic leisure cycling opportunities, the Exe trail connects approximately 80,000 Devon residents to Exeter. The path provides excellent multi-
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use with good accessibility points for all types of users. By providing a positive leisure experience we hope to encourage users to expand their range and use of cycles to cover domestic journeys and commuting.
Key Project Objective 2: Improve Opportunities for Leisure Cycling.

How this will be achieved 2.1 To make improvements both to and along the leisure network and provide easy access onto the cycling network 2.2 Promote leisure cycling opportunities. 2.3 Provide high quality information about the leisure cycling network
2.1 To make improvements both to and along the leisure network and provide easy access onto the cycling network.
A significant capital programme was established to deliver improvements aimed at enhancing leisure cycling experiences in the five hub towns. The programme can be broken down into the following categories. Improving existing leisure cycle routes (widening, upgrading, lighting etc.) Providing new links to leisure cycle routes (Tarka Trail and Exe Estuary) Maintenance of existing routes, replacement and new cycle counters Signage to the leisure routes Signage along the leisure routes Cycle parking and facilities Improving access for all
The programme was developed from Devons existing strategic cycling infrastructure programme3, which aims to construct a number of long distance, traffic free cycle ways across Devon. One example is the Coast to Coast route from Ilfracombe to Plymouth. This route stretches 101 miles and crosses two of our five hub towns, namely Barnstaple and Tavistock. The capital programme includes a mixture of small scale engineering projects or quick fixes, to enable easier access onto the cycle network, better signing and upgrades or improvements to the existing network. Notable successes within the project include accelerating completion of the missing link to the Exe Estuary path, which connects Exton to Topsham and allows cyclists to cycle from Exeter to Exmouth4. Upgrades and face lifts to traffic free paths in the Newton Abbot area have been well received with compliments given from members of the public. Cycle counters in the area suggest an increase in users compared to previous years. To compliment the existing shortlist of infrastructure work, detailed town audits have been carried out which aimed to identify how best to introduce quick- wins in local
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Map of strategic routes attached appendix 1 Map of Exe Estuary Route attached appendix 3
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towns beyond access and improvements to longer distance leisure cycling routes. The town audits were attended by project staff, engineers and local cycling enthusiasts and together a viable wish list was assembled adding to the existing leisure cycling infrastructure plan. Most of these items have been completed, with a small number of projects outstanding which will hopefully come to fruition in a future programme. A detailed infrastructure engineering report is attached in appendix 4.
2.2 Promote Leisure Cycling Opportunities

A key aim of the Devon Leisure Cycling Project is to demonstrate that offering individuals a pleasurable leisure cycling experience, followed by ongoing support and advice, can lead to the adoption of cycling for everyday journeys i.e. cycling to shops, school and work etc. Alongside infrastructure improvements, a programme of soft measures was introduced providing information and more opportunities for leisure cycling, and encouraging non cyclists or those who cycle very little to enjoy an initial cycling experience. Three soft measure initiatives are highlighted and analysed in this report. A: Launch events B: Guided Rides C: Recycle a cycle A. Launch Events The Leisure Cycling Project was launched with one high profile event in each of the five cycle hub towns. Events were designed to create maximum impact and attract a large new audience keen to participate in the project. Each event offered a variety of family friendly activities including a cycle circus, cycle training, de-stabiliser training, practical cycle maintenance sessions (such as puncture repair), cycle security marking sessions, information stalls, refreshments (local providers), Dr Bike services through cycle retailers, a smoothie bike, cycle stunt shows, and free bike hire. Activities were designed to entertain people and retain them on site long enough to enable us to inspire them to think about cycling regularly. The events were attended by the County Councils Chairman, Devons Cabinet Member for Highways and Transportation, several Councillors and local dignitaries. Overall the events were attended by almost 6000 members of the public. The majority of those attending were families with young children. Good news stories and comments were recorded at each and some of the more inspiring stories can be found in appendix 4. At each event we offered visitors free bike hire for one hour, and in return we asked them to complete a questionnaire. The majority of people who hired bicycles had not cycled for many years, or were completely new to cycling. After this positive experience, many said that they would consider cycling once again. Marketing and promotion A variety of marketing methods were employed including the production of flyers and posters, radio advertising, web promotion and advertisements positioned on the back of Devon buses.
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Launch Event Costs: Launch event costs Total cost Number of people attending (estimate) Cost per head Costs include advertising Five events 39,500 6000 6.50
Limitations to Launch Event Programme Events had to be planned within a limited time scale. The FNS project started at the end of February 2010, with events taking place on 5 April, 17 April, 24 April, 3 May and 29 May 2010. Altogether there were only five weeks to plan, advertise, promote and deliver the first of five official launch events. As the events were held outdoors, weather was an important factor. Fortunately the only event that saw heavy rain was Exmouth on 29 May 2010, which thankfully did not appear to suffer from lower attendance. Buy in from cycle retailers within hub towns proved difficult, as an existing rapport and relationship did not exist. Local residents attending events in towns that had not hosted previous cycling events didnt know what to expect, and this may have affected numbers somewhat. Those who did attend, thoroughly enjoyed themselves and the general verdict was that they would visit again if similar events were presented. In some towns, finding a suitable event site adjacent to the leisure cycle network proved to be very difficult. Conclusion Events were a very successful tool for launching the project and we generated a lot of interest and enthusiasm for cycling. We appear to have reached a huge number of people who are new to cycling, and who have subsequently decided to cycle more often. The short time frame and being obliged to prioritise event planning in the early stages of the project meant that other aspects of the project such as the development of an internet site, planning intervention programmes for the remainder of the year and establishing further partnership contacts had to be postponed until early summer 2010. Other events attended by the Leisure Cycling Project included Devon County Show, the Tour Series in Exeter, Cycle Sunday in Exeter, the Tour of Britain Race and a number of local events near cycling hub towns all of which were supplied with information and literature about Devons cycling routes, and allowed us to sign more people up to the Leisure Cycling programme.
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Barnstaple Cycle Fun Day attended by over 2000 visitors B. Free Guided rides during the summer holidays Following successful launch events with lots of people keen to cycle more often, we decided to use the summer holidays to host guided cycle rides. A programme of 26 rides within the five hub towns was launched. The guided rides were free of charge, and complimentary bike hire was offered. At each event a cycle instructor led the way and was specifically tasked to promote additional free cycle training and provide advice on cycling more generally. In total, more than 300 people attended the guided rides. We recorded good case studies including individuals who hadnt cycled for thirty years. One case study included a family with their social care worker, on a family training course who attended a ride as part of a social activity to strengthen family bonds. 5 Other interesting findings, apart from attracting lots of people who had not cycled for many years, was meeting participants who were delighted to discover good cycling routes near their homes and hadnt realise these cycling opportunities existed so close to home. Each guided ride participant who hadnt already signed up to the Cycle Devon programme was sent an email or follow up phone call with an invitation to become members of the Leisure Cycling Programme. Marketing and promotion: Flyers were produced; internet promotion and newspaper adverts were released. In addition a smart email was sent through the Challenge for Change programme.
Comments from satisfied customers can be found in appendix 5

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Programme Costs Guided ride costs Total cost Number of people attending Cost per head Costs include advertising 26 guided rides 7,500 306 24
Limitations to the guided ride programme Offering free guided rides proved a very successful intervention when encouraging new cyclists to cycle for leisure. Despite some great successes and excellent case studies, setting up the guided ride programme and staffing this with qualified cycle instructors proved challenging and time consuming. The main reason being that rides took place during summer holidays, on weekday evenings and during weekends, including bank holidays. This provided us with the right audience for leisure cycling, but local cycle retailers were not overly helpful or enthusiastic about the project. For bike shops, summer holidays are their busiest time, and hiring bikes to us was not something they necessarily considered beneficial to their business. The rides were well attended by new cyclists who wouldnt otherwise have taken part in this type of activity, however some people booked more than once. In future, a fee should perhaps be charged to those who have already enjoyed the opportunity of free cycle hire. Alternative group cycling During the guided ride initiative, The Leisure Cycling Project was approached by a number of individuals and groups interested in cycle training as part of a whole group activity. One such group was the Sahara charity. The charity is an outreach mentoring project for older people from Chinese, South Asian, and Arab ethnic backgrounds. The charity is based in two of our five hub towns; Barnstaple and Exeter, and both groups benefited from cycle training. Some individuals went on to complete further cycle training, and some signed up to the Leisure Cycling programme to keep up to date with cycling activities in Devon. Conclusion Following our successful guided ride events and interest from other groups, it was decided to establish guided or group rides as a core element of our project. The previously established Schools Sport Partnership (SSP) project was given a grant from the Leisure Cycling Project to deliver group cycling, guided rides and one training for adults which they will continue to manage for the remaining duration of the project. This will be offered alongside their existing package of measures to deliver Bikeability training to school children. A detailed write up of partnership work with SSP can be found under objective 3.
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Exeter Guided Ride 27 participants on 18 August 2010
Newton Abbot Guided ride popular with cyclists of all abilities July 2010
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Tavistock guided ride circular route to Brentor July 2010 C: Dr Bike/ Cycle Recycle project During summer 2010 detailed discussions and planning meetings were held concerning the launch of a Cycle Recycle project within the five hub towns. The project was based on an existing successful model in Ilfracombe and Barnstaple where groups of youngsters from disadvantaged areas are offered the opportunity to recycle a cycle which they can keep for personal use afterwards. The project had considerable merit and a delivery plan was developed for partnership working with the Leisure Cycling Project. Unfortunately when projections for the number of teenagers benefiting from the scheme were established, the delivery costs outweighed the benefits. An alternative, less costly initiative was launched during the summer months in the form of a mobile Dr Bike who visited an area of Newton Abbot that is classed as economically deprived. On a chosen school holiday weekday between 12noon and 6PM, a Dr Bike from a local bike shop carried out free cycle health checks for local residents and made small bicycle repairs. 1600 households were leafleted prior to the event and the response of most residents was very promising. Disappointingly only around 100 residents attended the event with just twenty eight bicycles safety checked. Case studies revealed that some residents attending the event do not own bicycles and have no financial means to purchase them. Other residents considered their bikes unfixable or were otherwise occupied. Opportunities to create a bike loan
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scheme in the area have been investigated with a local community group, but so far no commitment has been made. Through the School Sport Partnership project free one to one tuition, guided rides and group cycling have been offered in Newton Abbot free of charge, with cycle hire available at no extra cost.
Get your bikes fixed Mobile Dr Bike event in Newton Abbot: 11 August 2010
2.3 Provide high quality information about the leisure cycling network.
Branding At an early stage of the project the Cycle Devon brand was created and designed to fit in with the existing Visit Devon and Live Devon brands. This enabled both the website and printed material to be developed along the same lines and enabled an intuitive link to be made between websites and printed material. Website A website (www.cycledevon.info) was created to provide cycling information in Devon and allow people to sign up to the Cycle Devon programme (www.cycledevontoday.com). The Cycle Devon website includes details of guided ride opportunities; cycle town maps; suggested cycle routes; cycle training opportunities; a cycle journey planner, cycling holiday suggestions; an events page and cycling calendar. Communications targets at the outset of the project included 1,000 UK visits to the Cycle Devon website per month and lasting in excess of 1 minute for the duration of the project. In January 2011 there were 1,070 hits, and during February 2011 there
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were 1,613 hits. Average visiting time is 2.55 minutes. The most visited pages are organised rides; cycling events and cycle training. We regularly receive email correspondence from members of the public through our Cycle Devon business inbox, with over 1000 queries to date. The majority of emails request cycling infrastructure information; event queries and information about cycle training. Information distribution Throughout the 2010/11 year, the leisure cycling project has established good links with local tourist information centers in the hub towns, and other private businesses who regularly request leaflets and other information. Cycling maps and general information is also available on the website which is regularly updated and free to download. Advertising Different forms of advertising have been employed throughout the project, including radio adverts, newspaper advertising, leaflets and advertising on the rear of local buses. 6 A total of 57 articles have been generated in local press, with an estimated value of 56,000 income to Devon County Council.
Key Project Objective 3: Promote Everyday Cycling

How this will be achieved: 3.1 3.2 By providing information at leisure locations about everyday local cycle routes: e.g. maps, websites, journey planners etc. By providing information at leisure locations about everyday cycle training opportunities: e.g. for cycling on road or in urban areas;
Providing information at leisure locations For full details, see objective 2.3. Promoting everyday cycling In order to promote everyday cycling, the Leisure Cycling project launched a dedicated information page about cycling to work on the cycledevon.info website, accompanied by town cycle maps. A link was also established to Exeters Cycling Demonstration Town project to inspire Exeters residents to benefit from cycling packages and interventions through their project. In addition to providing information, an online promotional event was launched to encourage leisure cyclists to cycle to work. This incentive was delivered to coincide with Devon Car Free Day (Wednesday 22nd September), an annual event managed by Devon County Councils Travelwise project through which Devon residents are motivated to travel to work or school using carbon free transport.
6
examples of leaflets and literature can be found in appendix 7
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Emails were sent to all those signed up to the Cycle Devon Challenge for Change programme and prizes were offered to those who participated and recorded cycle rides online. Participants who already cycled to work were encouraged to cycle with another cyclist, new to cycling and could also benefit from a prize. The event success would be measured by increased cycle trips logged as cycled rides to work on the Challenge for Change programme profile pages. Results: It has been difficult to quantify the uptake of those cycling to work on Devon Car Free Day. Evidence based on personal journeys logged with the Cycle Devon profile page, suggest cycle use may have increased by 30 percent compared to the same day in the previous weeks. It is not possible however to identify how many people were specifically inspired by the Devon Car Free Day incentive as some who took part may not have logged their journeys online. Costs: Minimal, a small number of backpacks and cycle computers Conclusion: Statistics for the numbers of people cycling to work on a given day are difficult to measure as there are many variables that may have influenced results. One solution might be to link targeted cycle promotion for our online participants with other workplace/ travel promotion schemes within the local authority in order to allow more measurable results.
Cycle to work on Devon Car Free Day 22 September 2010 Catherine Jones: My colleague, Frances, and I cycled to work today. It was the first time Frances had cycled in over a year and she has also signed up to the Cycle Devon website.
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Working with Partners Working closely with partners was vital to the delivery of key project objectives. Partnership working offered numerous opportunities to promote cycling and improve access to leisure for residents and visitors of all abilities. Example partners include the National Trust and the Schools Sport Partnership project:
Partnership with National Trust The Killerton cycle project is a pioneering scheme and forms part of a wider National Trust approach to sustainable visitor transport and community interaction. As a high profile organisation with properties across the county and South West, the National Trust represents a great opportunity to further DCCs efforts to encourage healthy living and sustainable, non polluting transport. During a joint working group meeting, the Trust proposed upgrades to a 5km circular path within Killerton Estate parkland. Funding for this project was provided by the Devon Leisure Cycling project. They also expressed interest to run a cycle hire facility on their estate to encourage leisure cycling. The Leisure Cycling Project tested practical operation and NT commitment via a feasibility study carried out during the 2010 Christmas period. A series of guided rides were presented at Killerton along a 5km route with complimentary cycle hire provided. A promotional email was sent to the Cycle Devon participants reaching over 1300 people. Despite severe weather including snow, ice and regional flooding, seventy people signed up for the event. 41 out of 70 attendees completed questionnaires with 100% of participants giving positive feedback. Following the success of the December initiative, the National Trust made great efforts to upgrade the surface of the trail in time for the February 2011 half term holidays. Together, the Leisure Cycling project and National Trust presented an opening event, accompanied by week long, complimentary cycle hire during the February half term holidays. A key objective of the Killerton event was to launch the opening of the cycle way and cycle hire and generate positive publicity for the new activity on site. The event attracted over 500 people. During the week, 286 people took advantage of free bike hire, and an additional 70 members of the public brought along their own cycles to try out the trail. 135 questionnaires were completed after the cycle experience and 119 of these were completed by participants who cycled once a week or less. 21 participants had not cycled at all during the last 12 months. When asked if this experience will encourage more cycle uptake, 102 participants responded that they will intended to cycle more for leisure purposes, 27 participants intended to cycle more for daily journeys.
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In order to harness these intentions and maximise the potential for increased cycling, the Leisure Cycling project also funded the provision of an outdoor banner, an indoor pull up banner and a leaflet stand containing Devon cycling literature. The outdoor banner, to be displayed on site, gives details of the partnership and the National Trusts approach to cycle promotion and sustainable travel. The indoor banner directs people to the information stand offering regional cycling maps and information for further cycling. It is hoped that future partnership working between National Trust and Devon County Council will encouraging more people to cycle for leisure and consider cycling for every day journeys. Wider benefits Partner working with organisations such as the National Trust is a core ambition of Devon County Councils Strategic Plan. The project offers benefits to both the National Trust and the wider community. The Trust, which is a significant local employer and leisure provider will benefit financially from increased visitor numbers. The wider community will benefit through increased local leisure facilities and more opportunities to cycle - thereby improving health and reducing carbon emissions. Normalising cycling transport and blending cycle use with tourism, will alter public perceptions of cycling thereby encouraging less reliance on cars. It is hoped that the development of a financially viable cycling facility at National Trust Killerton will be recognised and adopted by other private sector tourist attractions within the county.
Costs: National Trust partnership cost Upgrade 5KM path Cycle Event cost Total cost Number of people attending 500 opening day event 300 people took part in guided rides Cost per head
15,350
6,000 800
7.50
November 2010: Planning meetings with National Trust Head Warden Ed Nicholson and Devon County Council Engineer Peter Shepley.
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Cycle Devon members test the untreated route during a cycle pilot week in Christmas 2010
Path under construction at Killerton January 2011
Almost 300 people took advantage of free bike hire during February half term holidays
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picture courtesy of Killerton National Trust
Official opening of 5KM cycle way at Killerton, National Trust near Exeter Devon County Council Councillor Chairman Christine Marsh; Cabinet Member for Highways and Transportation Councillor Stuart Hughes; National Trust South West Regional Committee member Steve Jarvis and Rose Kearney age 7
Three school girls learned to cycle on Killertons driveway.
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Schools Sport Partnership The School Sport Partnerships have been established to create opportunities and encourage young people to access a variety of physical activities via their school. The initiative which has developed a network of instructors and community contacts, proved the ideal partner to roll out a programme of community cycling activities in four of the five hub towns. Exeter has already been catered for through the Cycle Exeter Demonstration Town project. The Leisure Cycling Project provided funding to recruit one member of staff in Exmouth, Newton Abbot, Tavistock and Barnstaple. Employment was managed through the School Sport Partnership and staff recruited on a part time basis. To assist the delivery, a service level agreement was drawn up to suit both parties and the following targets were established. Three courses were offered for the duration of six months One to one cycle training Group cycle training Social family cycling such as guided rides A target of 200 participants per hub town was set. This target was inspired by the success of the Cycle Exeter cycle training programmes. Courses were designed to accommodate all levels of cycling ability and could be tailored to meet the individual needs. Each course would last approximately two hours and would be delivered by the appointed cycle instructor. All training was offered free of charge to participants, and cycles could be hired at no additional cost. Marketing/ publicity An online booking system for each hub town was designed to which participants could sign up for cycle training. The booking forms were integrated within the partners websites and the Cycle Devon website contained a hyperlink redirecting people to the partner sites. Local newspapers, specific trade magazines, Facebook and websites were used to market the product. School Sport Partnership costs total School Sport Partnership programme Total cost Number of people benefiting from cycle training Cost per head
40,000 800 (target) 50
Limitations to School Sports Partnership programme Unfortunately, it hasnt been feasible to deliver 200 participants per hub town. The reason for this may be the delayed start time of some project officers within the School Sport Partnership. Some officers didnt start until October, and poor weather in November/ December might have discouraged some people to take part in cycle promotions. Marketing methods could have benefited from earlier newspaper advertising and more effective web integration. Throughout the project, online booking forms and event information has been embedded into five individual School Sport Partnerhsip
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sites rather than on the Cycle Devon website, where it could have been in one central place. Conclusion It would have been preferable to have established this partnership at the beginning of the project so that more people could have benefited from funding. Unfortunately at that time, events, guided rides and research had to take precedent. Integration with the Cycle Devon website could have been improved, and this is something that will be looked at in future programmes.
Exeter, Group Cycle training August 2010
Exmouth Guided Rides 22 February Natalie Edwards Gaullier; guided ride participant with her son Reece: How much fun we had. Rees was very shy and scared of hurting himself but it was our first time and he is always cautious to start with. To be honest I was wondering how much he enjoyed it ... until his dad came home... He was buzzing and kept talking about every part of the circuit in so much details. He loved it and wants to take his dad there too. He wants to do it again that is for sure and I am so pleased about that. Thank you very much, thanks to you I felt safe. Please pass on my thanks to Danny again. Both of you made us feel welcome and though we stopped a lot you kept encouraging us, which went a long way with Rees. Thank you thank you. Take care, Nathalie Barnstaple One to One training 10 February 2011 Ruth Reynolds Thank you so much for your help this morning and being such a patient and encouraging instructor. I was pretty nervous, although determined! I was set back a bit in my mind by the bike - how am I going to do that- but you helped me so much and so courteously and it was great to get a leg over - how are we going to put that on the web site !! I didn't think we would get out of the car park but it was fantastic for me that, an hour later, we were off! I am so encouraged and excited and look forward to going for at least 2 rides a week now. (No pains and aches yet which i had expected and in fact my right knee (replacement) feels very good and I haven't taken any painkillers which i usually do.) Will keep in touch. THANK YOU.
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Summary of component costs
Costings
Cost
Number of people benefiting
Cost per head
Market Reasearch company 13,500 Online Diaries Launch events (five in total ) 39,500 Guided Rides National Trust Partnership 15,350 National Trust Cycle Events 6,000 800 7.50 7,500 6000 306 6.50 24 24,000 1472 1377 9 17
5KM path upgrade
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Appendix 1
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Appendix 2
32
33
34
Appendix 3
35
Appendix 4
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Appendix 5
Leisure Cycling Project: Cycle Fun day Events Some feedback
This event is just what I needed to get motivated to start cycling again having not
done so for around seven years. Cycling today was lovely, the sense of freedom, time to myself, noticing things Id miss if Id been driving, the enjoyment of being outside, other cyclists saying Hello, the knowledge that I was doing something that was of benefit to me physically and mentally. I felt a bit apprehensive not having cycled for so long, but Im pleased to say it was as easy as riding a bike. Pippa Todd attended the Newton Abbot Fun Day
When Joseph got his bike last week we'd set it up completely wrong, but the Fun Day cycle trainer sussed it out straight away. She took us over to the Bike Stop stand and they completely rebuilt it. They've done the tyres, done the handlebars and the seating. She's completely sorted us out in about half an hour. It was absolutely brilliant.
Claire OBrien brought her son, Joseph, to the Newton Abbot Fun Day (photo)
I am a wheelchair user, and this is the first opportunity Ive had to cycle. Ive ridden twice round the racecourse, which Ive been told is about five miles! I cant tell you the sense of freedom Ive experienced, its been fantastic. Kirsty Steward attended the Newton Abbot Fun Day
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My eldest son, Freddy (aged 12), is diagnosed with Aspergers Syndrome and Dyspraxia, yet has watched his younger brothers learn to cycle and enjoy themselves enormously. At the Cycle Fun Day we borrowed a bike and one of the instructors gave him some special attention. Freddy then took himself off to practice on his own, in five minutes hed mastered it! We are delighted for him. I am so grateful this day produced such an amazing result, it has transformed Freddy. He was very sensitive about his inability to cycle, now he has the potential for greater independence and a good deal of fun. Our aim, now, is to go on a cycling holiday as a family, something that would have been impossible before. Cllr Andrea Davies attended the Barnstaple Fun Day
I cycle about three times a week, depending on the weather. Ive always done it. I started when I was a lad of about seven and Im 91 now, so Ive been cycling a long time. It keeps me fit. Dennis Lockheart attended the Tavistock Fun Day
Katherine, my daughter, has a learning disability and problems with coordination and balance, but has a trike which is a godsend for her mobility. The Cycling Fun Day was a great moral boost for both of us. Katherine enjoyed seeing other children having fun cycling, while I borrowed one of the free hire bikes and we went for a ride along the Tarka Trail. It was the first time ever we had cycled together, and Im now signed up to the Cycle Devon programme to build on this wonderful experience. Bridget Ardill brought her nine year old daughter, Katherine, to the Barnstaple Fun Day
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Appendix 6
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Appendix 7
Example of Fun Day flyer one produced for each event
Example of Guided Ride flyer one produced for each hub town
General sign-up flyer
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A2.2
Cycle Xtra Leisure Cycling Project
Original aims, objectives and subsequent changes: target beginner cyclists amongst a captive holiday audience provide participants with cycling information about the area where they live deliver fun, engaging leisure cycling activities
Reflection on expectations/outcomes of the project: Establishing a good relationship with the target audience was key. Personal contact was made with holiday makers whilst they were on-site followed up with email contact with some participants after their holiday. The Cycle Officers usually spent between 1-3 hours with participants which was just enough time for them to develop a trust and confidence. The time invested in establishing good personal relations proved invaluable in the long run. The Pedal Peak District project noticed that a Cycle Xtra participant has taken part in a cycling session in Bakewell on their return from holiday so one can assume that Pedal Peak Districts direct marketing of local postcodes enabled this. Some of the activities that were provided by the Cycle Officers were not necessarily suitable for adults but the Bikeability training was a great success. Having good quality mountain bikes attracted attention and participation, and the demand for tagalongs and trailers was very high. Having a secure storage location was also essential. Some of the activities were very time-consuming considering they were only delivered to a very small audience and probably not cost-effective. This is being reviewed for the second year. Having a dedicated project manager with sufficient time resource essential, as is getting the buy-in from local line managerial staff. In the first year the start-up phase was very time-consuming, with many lessons to be learnt. Some of the Cycle Officer activities were expanded to existing cyclists at certain times due to low participation numbers. The variation in numbers according to the time of week, holiday period etc. needs to be factored in in future. For instance, the cycling officers are able to reach out to do related projects with other audiences in the quiet, school-term periods. The project has provided some great case studies and insights into participant behaviour because the Cycle Officers could spend lots of time with individuals. It would have been ideal to have had more involvement of Forestry Commission and local site managers, which might have been achieved with a clearer business case for all involved. Some examples of feedback from Cycle Xtra participants Hedley and Elisa, Finlake 2010 Elisa and Hedley and their two daughters from Preston spent 2 weeks at Finlake Holiday park. On arrival Hedley had cycled 10 years ago and was rather rusty. Elisa had never ridden a bike and her two daughters rode their own bikes both on stabilisers. A series of intensive Bikeabilty sessions was undertaken on the Finlake tennis courts for both Elisa and her daughters using the project bikes.

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Over the course of 2 weeks Elisa was progressed to Level 1 Bikeability pass and both her daughters trained off their stabilisers. Hedley was given training to help his daughters progress further. Their CycleXtra experience ended with a 12km family cycle ride along the Exe Estuary Trail from Exton to Exmouth and return. Below is the mail the Cycle Officer received after the family had returned home: Hi Tom Our girls, Natalia and Olivia, have both been for a bike ride since - confidence quickly regained even after a gap of a few weeks - but mum and dad realise they definitely need bikes now to keep up. Natalia and Olivia still mention Devon being their best holiday ever - largely thanks to you getting them cycling. What's surprised us is that buying bikes is not as easy as it might appear. We are keen to go for models similar to the Specialized bikes we used with you. We've worked out some routes to get us started as soon as we're kitted out, very best wishes, Hedley & Elisa
Elisa on her 12-mile bike ride along the Exe Estuary
I've been really getting into it and I'm loving it. Just back from a ten mile ride along the canal towpaths here in Chesterfield. I've been gaining more confidence through a scheme with a group in Bakewell, and am currently working for my Bikeability level 3, so I'm now out on main roads, which I could never have imagined. I'm getting fit and loving being out in the countryside. Very very grateful that the session with you kick started me into getting back into the saddle after ten years. After the session with you in the morning, we went and grabbed some lunch, then went out that afternoon on bikes hired from your shop, did about ten miles round the trails at Kielder. Yeah my boyfriend was thrilled that cycling is something we can now do together I am really enjoying being out on my bike again - it has been a long time and I am getting fitter and quicker round the circuits that I do which vary between 10 and 20 miles or so. I must admit I am not getting out quite so much during the cold and dark nights but I try to do a couple of trips each

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weekend around Nottingham where I live. I am thinking of taking my bike to work and trying to do a few lunchtime sessions instead of the evening sessions I have been doing to date.
I'm pleased to say that, since we met you in June, Ive bought a second-hand bike and now cycle on a regular basis and really enjoying it - just need to get some lights now so that I can keep doing it during the winter months! Lauren and James are as keen as ever and spend hours on their bikes each week. I have started taking them out on the road a bit more now, as our trip out with you gave me the confidence that they could be sensible, and their road-sense is now improving all the time.
We had a great time on the cycling activities, they really couldn't have been better from our point of view and especially as we were a small group enabling you to help us in the areas we most needed. The children have found a love for cycling and now understand that they need to respect the road, but that they can also ride on tougher tracks which they didn't think they were ready for, they have a new confidence and hunger for cycling. As for Andrea and me, we were also inspired which leads us to your questions....we realised on the activities that the bikes that the older two children have are too small so we will have replaced them by next spring which will also give us time to buy a car rack capable of transporting 5 bikes. We fully intend on many more family cycling activities and I can honestly say it is all down to you and the activities you ran.Thanks to you we know the correct size bikes to get and have the information we need to make the most of them and if we get stuck you 're only an email away!! The good news is that my daughter Rachel has been very regular since the holiday at Sherwood Castle. In fact she could balance all by herself, on the immediate next attempt. It took me by suprise, and I've been very regular with her practice every weekend even if it is for 30 mins. She still has to learn to brake and stop, but I am very pleased with her skills and learning ability. So thank you for the cycling lesson. It was very useful. We've been out a few times round where we live (Prestwich, North Manchester) primarily off roading in the River Irwell Valley. Route 6 of the National Cycle Network goes through there and there are some new mountain bike tracks that have recently been installed which we have been using. The lads have been putting your training to good use - standing on the pedals, covering the brakes etc - and are often saying "Ian the cycling man told us to do it like this". We probably do about 8-10 miles per weekend.

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Cycling Officer quote: This lady had 2, one-hour sessions of Bikeability. She hadnt cycled in 35 years. Then she did this 12 mile ride along the Exe Estuary with her husbands support. They had such a good time.
Cycling Officer quote: Despite being able to walk only 50 yards supported by her husband, the lady cycled to Lympstone and back (6kms). They were both overjoyed and what was interesting is that the husband had not taken exercise since his wifes stroke.

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A2.3
Pedal Peak District Leisure Cycling Project
Description Pedal Peak District was the Peak District National Park Authoritys premier cycling development project, funded and supported by the Department for Transport and Cycling England, from December 2009 to 31 March 2011. The project was fully supported by Derbyshire County Council, High Peak Borough Council, Derbyshire Dales District Council and Visit Peak District. Pedal Peak District has delivered significant infrastructure development and a social marketing programme. The infrastructure work constituted a major element of this project. At the time of writing a great deal has been achieved and the works are still continuing for a late spring 2011 opening. The four closed tunnels have been cleared, surveyed and repaired and the entrance doors removed. Work is currently taking place to install a power supply and lighting. The tunnels, structures and a large proportion of the trail is also being resurfaced and the access improved at Blackwell Mill Cottages, Great Longstone and Coombs Road. New signs will be put up on the trail, along with interpretation about the new route. This will include listening posts outlining the history of the tunnels. This work has involved the balancing of a large number of needs including detailed consideration of the unique landscape, conservation and heritage features of the trail, tunnels and the surrounding area. These features, and the issues that they raise, together with the limited project timescale have meant that the full link to Buxton through Woo Dale cannot be achieved in the project term. Planning consent has been achieved, through Peak Cycle Links, for a section of route to the north of Buxton at Staker Hill. (Peak Cycle Links was set up in August 2010 for the purpose of delivering the sections of
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route outside the boundary of the National Park). Further work has been conducted through Peak Cycle Links to help bring about further extensions to the route in the future. These major infrastructure works have been carried out, by necessity, within an extremely tight time schedule and, consequently, have been conducted in a reactionary manner. Substantial issues and delays have occurred during the progress of the project in particular in the planning process. Other projects should allow a sufficient project planning time, have carried out preliminary work and have planning permissions in place before beginning work on the ground. In addition, future projects should be aware of the wide range of technical specialisms which are involved in a project of this type and scale, and the expertise which is required. On the social marketing side, Pedal Peak District was provided with an activity diary by Sustrans to record interventions, both planned and unplanned, which could potentially affect levels of cycling. Events which broadly came under four key categories; Organised cycle rides (e.g. 5 miles to Fabulous, Women on Wheels) Supported group rides from a cycle hire centre Family Fun Days Cycle skills training (children and adults) Bike maintenance courses
These took place across a number of locations around the Peak District, including Parsley Hay and Derwent cycle hire centres and Bakewell. Each activity was tailored to the audience attending and over 3,200 participants took part in these events over the summer period. There were regular events targeted at, but not exclusively for women, providing extra support, training and specialised information. Several participants attended these workshops and cycle rides more than once. In the autumn the project shifted its focus from visitors to residents and appointed local cycle trainers, from Pedal Ready Cooperative, to carry out extended community promotion in and around Bradfield and Bakewell. This increased the capacity of the Pedal Peak District team as Pedal Ready were able to rapidly and actively promote the uptake of cycle training and offer follow-up cycle coaching to people who had already undertaken a cycle training session. In addition, the external funding enabled free Bikeability level two and three cycle training to be delivered for anyone who wished to cycle to school or work in Bradfield and Bakewell, and to new and beginner cyclists. Training was targeted to schools and other local organisations, including a commuting promotion at Peak District National Park Authority. Commuter take up was low, possibly as it was offered during the winter months. School-based cycling was very successful, however, and reached well over 200 pupils, teachers and parents. Achievements Capital works focused on the re-opening of the four disused rail tunnels on the Monsal Trail (each around 400m long) and improvements in access to the trail. These works presented significant technical challenges but will result in an outstanding experience for trail users. Local businesses have already started to take advantages of the opportunities that Pedal Peak District has presented as new cycle hire centres are being established in the Bakewell and Buxton areas. Cycle counters were also installed at four locations in the national park to measure usage of the cycling trails data from these is recorded in Sustrans evaluation report (Appendix A3).

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The social marketing programme achieved the requirement of signing up 1,000 people in the target audience to the project website by the September 2010 deadline. A total of 2,043 people have signed up so far during the total project period and took part in logging their journeys. Of these 1,098 were in the target audience (i.e. participants cycling 1-3 times a month or less). Cycling Englands initial findings on the baseline survey of these participants found seven per cent of the people taking part had some form of disability, which reflects the work of the project to increase opportunities and access to cycling for all. Pedal Peak District interacted with just over 3,000 people at cycling training, rides and bike maintenance course events between April and September 2010. Case studies below about some of the people who took part illustrate the projects success. Through the main summer months we worked with Visit Peak District on a Saddle up for Summer campaign. A detailed report was produced and key highlights include: The campaign contributed to 1,425 bed nights being booked in local accommodation providers, with an estimated economic benefit of 160,000 119,000 people clicked through to the Saddle up for Summer cycling information on their web site by far the most visited area of their website More than 20,000 people downloaded cycling maps and information Development of the Cyclists Welcome scheme with local tourism businesses
The Peak District National Park Authority (PDNPA) is continuing to work with Visit Peak District to further promote cycling opportunities. The PDNPAs Live and Work Rural scheme has been able to assist rural accommodation businesses with small grants to enable them to improve their facilities for cyclists in order to achieve the Cyclists Welcome accreditation. Between June and September 2010 we employed social media experts Katapult to promote a three month online social media campaign (see their full report in the accompanying materials). The purpose of this campaign was to drive more people to the Pedal Peak District website to gain more registrations. Three online groups were identified and targeted: Families, Foodies, Health and Fitness. Activity included nine articles published on two websites Squidoo and Hubpages, Facebook and Twitter promotions; Google placements ads, advertising on Mumsnet, development of Landing Pages with prizes donated by Peak District businesses as incentives for people to register on the website. From October 2010 until March 2011 we worked with Pedal Ready, a local cycle training provider, to develop cycling opportunities in the Bakewell and Bradfield areas as a pilot that could be rolled out to other areas of the national park with future funding (see Case Study 4 below).
Target audience Pedal Peak District Project was required to target non-cyclists, occasional cyclists and returning cyclists. As a national park authority we were keen to involve traditionally under-represented groups such as young people, people from black and minority ethnic backgrounds, people from disadvantaged or inner city areas as well as visitors and local residents.

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Through developing positive leisure cycling experiences, early evidence has shown that more people have been encouraged to take up everyday cycling as a viable, sustainable alternative to car use (for further details see the Challenge for Change report) Delivery Key activities in delivering were: Creating and maintaining the specific website www.pedalpeakdistrict.co.uk and encouraging all participants to sign up to the behavioural change programme that gave people information, support and incentives to carry on cycling. Marketing of cycling events through traditional and new media (with our partner Katapult) eg leaflets, posters, news releases, Facebook and Twitter. Cycle confidence training and learn to ride sessions for adults and families to increase confidence and skills to ride on the road (delivered mainly by partners Pedal Ready). Supported visits for disadvantaged groups eg disabled and other under represented groups offering safe and enjoyable rides to get them on bikes Organised led rides eg women on wheels, five mile social rides Bike maintenance classes run by PDNPA cycle hire staff based at cycle hire centres and by Pedal Ready at Hassop station caf during the winter. Family fun and Wheels for All days Promoting circular cycling routes in partnership with Visit Peak District aimed at short break cycling visitors and people new to cycle touring. These interventions are summarised below: No of No of Promotion Lesson learned events participants Organised / led rides 17 147 People have mixed abilities. Useful to ask more questions when they book eg when did you last ride, to ensure the ride is appropriate for them. Social riders like short stops to learn about the history and landscape of the national park At least 2 leaders are needed one up front and a back marker to encourage slower riders Big potential for social rides at a leisurely pace it encourages people who wouldnt be motivated otherwise Some people who book on dont turn up Works best from May until October as good weather can make the success of a ride Good way to reach bigger numbers Worked well and was a great day out for many of the groups Participants encourage each other Free bikes for disadvantaged groups have been a
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Supported group 21 visits 275

useful factor in getting people out as some groups have problems with transport costs Training 25 201 Trials of school based training with parents and children together inspires confidence and thus sustainability Mainly women and school children who have taken this up Can be very rewarding for both parties Adults taught to ride become very enthusiastic cyclists and promoters of training at very low cost! It is a matter of confidence building for the adult women Schools are good local hosts in rural areas, but sessions must be structured to suit individual school communities Poor weather can affect turnout Regular demand for this Sessions work best in an indoor setting in the winter months Need to be the right length and detail for the participants A good way to reach out to large numbers and to hand out information Targeted e-mails are a good way to inform people of events which may be of interest to them in their local area to encourage repeat participation Key thing is timing so that people do not feel it becomes junk mail
Cycle maintenance 9 72 Talks, shows / information stands Targeted emails / news from PPD team 20 2688
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Totals 94 3559
Number of direct beneficiaries (number of people sitting on a bike, taking part in maintenance training, or any other training): 695. Number of indirect beneficiaries (eg speaking to people at an information stand or benefited from the project being there): 2864

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Challenges A key part of delivering the project has been to manage the financial, reputational and operational risks of delivering on-the-ground against such a tight timescale. Delivering new cycle links into Buxton has involved detailed planning, negotiation and design and led to the creation of Peak Cycle Links to make progress. For example, extending the Monsal Trail through to Buxton from Bakewell involved reopening four disused railway tunnels that had been closed to the public since the 1960s; has been a major challenge that involved: clearing them of rubbish carrying out archaeological, structural and ecological surveys repairing the brickwork lighting the tunnels using energy efficient lighting constructing a new surface ensuring the tunnels are safe for the public to use
All these challenges have had to be overcome in a 12 month period. The social marketing side of the campaign has had to deliver against equally tight deadlines. In less than three months the Peak District National Park Authority (PDNPA) established partnerships, created the Pedal Peak District brand, researched, wrote, designed and printed 500,000 copies of four different leaflets, produced a range of other marketing/promotional materials, designed and wrote a new section on the PDNPAs own website and created a project website. Legacy 200 400 Bikeability trained cyclists now have the skills and confidence to help them cycle regularly for the rest of their lives. Research undertaken by Get Cycling shows that every new Bikeability trained cyclist inspires at least another 2/3 people to start cycling as a result. Nine circular cycling loop routes are being promoted in partnership with Visit Peak District. These loops use trails and quiet country lanes and are aimed at short break cycling visitors and people new to cycle touring. They will be promoted as part of the Cyclists Welcome accommodation package. Expansion and promotion of Cyclists Welcome scheme throughout tourism businesses in the Peak District led by Visit Peak District Continuation of small grants to accommodation businesses from PDNPAs Live & Work Rural scheme to help them achieve the Cyclists Welcome accreditation. Links established between cycling professionals and promoters Pedal Readys I Bike loyalty card scheme in Bradfield and Bakewell. Pedal Readys work with schools will continue and develop. Pedal Peak District is a great example of an externally funded project and its success will be used to attract future funding opportunities. The Peak District has already been chosen as the pilot area to roll out the national Electric Bike Network scheme. Future plans We have secured funding from CTC to deliver a programme of cycling activities on behalf of CTC Cycle Champions programme, funded by the Big Lottery for one year from 31 March 2011. This will continue and extend the social marketing side of Pedal Peak District. The aim of this is to maintain the momentum on leisure cycling for all, develop more cycling opportunities for disadvantaged groups and promote sustainable transport choices alongside

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promoting understanding of the national park. A focus will be on improving the health and well-being of participants through increased participation in cycling. We are in discussions with Derbyshire County Council about a joint bid to the Local Sustainable Transport Forum for a mainly revenue based cycling project. A one year programme is not sufficient to ensure long term behavioural change. Peak District National Park Authority is looking to secure external funding beyond 31 March 2011 when the Cycling England funding ends. Pedal Ready is to contact the local transport authorities in order to establish hubs in more schools and to expand Bikeability training, family training, Dr Bikes and learn to ride sessions.
Case Study 1 - Women on Wheels rides Description These were a series of monthly led rides, from spring to autumn, aimed at building confidence and fitness for new and occasional female cyclists. They made use of traffic-free trails and quiet roads together with the occasional tea shop. The rides were free to attend. Bikes were available to borrow free of charge if the ride started from a Peak District National Park Authority (PDNPA) cycle hire centre. However, women were encouraged to bring their own bikes and some of the rides were from sites that did not have a cycle hire facility. Who was involved? The rides involved: Carol Parsons, as the event organiser, to make the arrangements Alison Riley communications officer to publicise events Cycle hire staff (if the ride was from one of the cycle hire centres) A ride leader and back marker. They could be the event organiser, a cycle hire assistant, a national park ranger or volunteer ranger. There was always a first aider on the ride. Risk assessments were completed by the event organiser. There were six Women on Wheels rides attended by 48 people. Lessons 1. The rides were publicly advertised for new and occasional female cyclists but within that group people sometimes had very mixed abilities and levels of fitness. 2. Contact information was collected from people booking on the rides. Booking by phone offers the opportunity to ask a few questions about the participants experience eg when did they last ride, to ensure the ride is appropriate for them. 3. The social aspect was important to the riders. They liked short stops to learn informally about the history and landscape on the route. 4. At least two leaders are needed one up front and a back marker to encourage slower riders. 5. A leisurely pace was required. The rides sometimes took longer than anticipated. 6. Some people who book on rides do not turn up on the day. As the rides were free it is not known if making a charge ahead of the ride would have ensured their attendance. 7. The supportive, single sex, non-competitive environment of the rides was valued by all the participants. 8. The rides were popular and included some training elements too. 9. The Peak Districts hilly terrain makes it difficult to plan short/easy/beginners rides organisers need to incorporate regular rest stops and cafes 10. Regular times and places are useful to establish a routine
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What people said Katrina Watson, a working mum from Sheffield, attended the Women on Wheels cycle ride in May 2010. This was a guided 10-mile ride from Parsley Hay via the High Peak Trail, quiet country roads and Hartington village. Katrina said: Finding time to do some exercise can be tricky when youve got a family and a job; life just gets in the way sometimes. I needed the incentive of booking on the bike ride to get myself organised to get out and do it. My partner is a keen cyclist but when he took me out for what he called an easy ride we ended up doing a 30 mile round trip and I wasnt ready for going that far. The Women on Wheels ride was just right, not too far, plenty of rests and no pressure to go too fast, Ive really enjoyed it and Id like to do another one.
Denise Thompson, a lapsed cyclist who moved to the Peak District, dusted down her little-used bike and also joined the Women on Wheels ride in May 2010. Denise said: I moved up to Derbyshire from London a few years ago and thought I would cycle in the Peak District but I never got around to it. I saw the advert for the Women on Wheels ride in the Buxton Advertiser and then went online at www.pedalpeakdistrict.co.uk to find out more. I was so pleased when I saw the advert as Id been meaning to start cycling again and this gave me an easy way to get back into it. Knowing I could borrow a bike was a big attraction and it reassured me that I would be able to do the ride when I spoke to Carol on the phone. I hadnt cycled for easily 10 years but I'd been hoping to ease myself back into cycling. My problem is a lack of confidence, seriously reduced fitness and serious weight gain. A number of weeks ago I went to the Middlewood way without my bike to see whether I thought it might be somewhere I could use to get myself back into cycling. It looked ideal but I still didn't feel confident about taking the first step (or pedal!) Finding the WoWs event felt like a dream come true as I realised a group trip with more experienced cyclists was really what I needed. I spoke to Carol Parsons about wanting to come along but being worried about my lack of fitness. Carol was very encouraging and she explained that there would be someone available to look at my bike and check it was road worthy and if it wasn't I could hire a bike

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instead. She said that if I found myself struggling on the ride I could walk parts of the route. Basically she made me feel like she would go out of her way to make sure I could take part. I arrived at Parsley Hay feeling extremely nervous. I was very early and the first person I spoke to turned out to be David Beacham3, who would be accompanying us on the ride. He was absolutely lovely! He checked out my bike thoroughly, and chatted to me about basic bike maintenance as he worked. Straight away I was picking up tips to use in the future. I had a bit of a cycle around the car park, and then David spoke to me about how to use my gears correctly. Once everyone arrived we set off at a very easy pace but sadly I was soon struggling to keep up. David brought up the rear with me, and chatted constantly about how to ease myself back into cycling: such as what to eat to maintain my energy levels, riding techniques, cycling products, local geology and history, his own journey into cycling, etc. He made me feel completely at ease, when I could actually have felt embarrassed about how difficult I was finding the ride. He made me feel confident that I would be able to increase my fitness and reach my goal of getting back into regular cycling. Every time we caught up with the rest of the group Carol was massively positive about how I was doing. This could have felt patronising, as I was clearly doing quite badly, but it came across as genuine recognition that I was struggling yet still persevering. It was obvious that she wanted me to get the most out of the ride and I can, hand on heart, say that I really did.
Notes: The Middlewood Way is an 11 mile multi-user trail running from Marple to Macclesfield in West Derbyshire. Carol Parsons: PDNPA Recreation Strategy Officer David Beacham: PDNPA Cycle Hire Assistant
Peak District resident Angie Farrant became a regular participant on the WOW rides. Angie said: We have really enjoyed the WOW and feel that it is a good way to get cycling as well as making new friends. The scheme has given us confidence. We have been encouraged by you and your team to ride on roads and paths which we would not have chosen ourselves. I would never have thought on our first ride out we would have made Monsal Head! I also enjoy using the website. I can't believe I have gone so far on my bike.
The rides had benefits for Peak District National Park Authority staff who became involved in Pedal Peak Districts activities. Rose Clarke, Area Ranger, based at Parsley Hay, helped on some of the rides. Rose said:

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I had not done any cycling for at least a year and was asked if I could assist on some of the Pedal Peak District guided rides in 2010. I backed up on a couple of rides with members of the public which I found very enjoyable and rewarding as people on the rides were either not a regular cyclist, or hadnt ridden a bike for a long time so looking to re-gain or improve their confidence as well as meet new people. There were smiles and positive feedback after the rides, and some folk returned for other rides. One person was very nervous and wanted to turn back as she was worried she was holding the group up but I stuck with her, helped her use her gears and we got round the whole route. She really enjoyed the sense of achievement as she didnt think she could do it. Even though I am not a regular cyclist I really enjoyed being able to help and enthuse others. This has now motivated me to organise two guided rides in the Peak District in 2011, one for people with learning difficulties and one for those with health problems. I look forward to helping out on cycle rides in the future and to dusting off the cobwebs and take out my own bike at home.
Case Study 2 Monthly bike prize draws Description The project was tasked with signing up 1,000 people to the Pedal Peak District website in the target audience of non or occasional cyclists. This was met by the September deadline. The current figure is a total of 2,040 people signed up and logging their journeys. Of these 1,098 are in the target audience (i.e. participants cycling 1-3 times a month or less). Cycling England has produced some initial findings on the baseline survey of these participants. We ran a social marketing campaign to achieve the 1,000 registrations to promote and incentivise leisure cycling in the Peak District. The target audience was identified as the near market i.e. people with a disposition to try cycling or cycle more, including families, novice cyclists, occasional cyclists and groups that the Peak District National Park Authority has targeted because they are underrepresented in visitors to the national park this includes people from disadvantaged communities, inner city areas, Black and Minority Ethnic communities and young people.. The principal incentive used was the award of a bicycle, valued up to 300, every month from April 2010 to November 2010, to a person who had registered on the website and completed the survey in that month. The aim of offering a high value prize was to incentivise people to change their cycling behaviour and attract them to the website to maximise exposure for cycling opportunities in the Peak District.
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Who was involved The decision to offer bikes as incentives was the result of discussions with Cycle Derby and Cycle Stoke involving John Fern, head of communications, and Rhonda Pursglove, project manager. Nikki Waite, clerk/technician and Catherine Wynn, project administration officer, inputted responses from hundreds of questionnaires and registration cards. Sama Alyasiri, from CTC Challenge for Change, selected the prize winners at random from the people who had registered on the website and completed the survey in a given month. Alison Riley, communications officer liaised with the prize winners to interview them for quotes for use in news releases and as case studies, and dealt with the administration of delivering the bikes to them. Charlotte Bowler, cycle hire centres manager, was responsible for ordering the bikes and assembling them. Peak District National Park Authority (PDNPA) and private cycle hire centres stocked registration cards and questionnaires. Staff were instructed to offer these to hirers and encourage them to complete the survey that would register them on the website and qualify them to be entered into the prize draw. PDNPA visitor centres also stocked the registration cards. Registration cards and questionnaires were distributed to Derbyshire libraries along with a Pedal Peak District touring exhibition which consisted of pop-up banners and a stock of leaflets promoting cycling in the Peak District National Park. Some local shops and cafes also participated eg Hassop Station bookstore. Library Branch Matlock Ashbourne Buxton Chesterfield Bakewell 2010 Dates for hosting exhibition 5th-17th July 26th July - 6th August 16th August - 3rd September 2nd August 31st August 13th - 24th September
Over ,2040 people have now registered on the website. There were eight prize winners in total: Bike prize winner Chris Auton Richard Tibbles Roz Hart Holly Thomas Mark Roberts Cath Wilcock Claire Greatorex Sara Robinson Month April May June July August September October November From Eckington, Derbyshire Daley Dale, Derbyshire Sheffield, S Yorkshire Bognor Regis, W Sussex Tideswell, Derbyshire Billinge, Merseyside Bakewell, Derbyshire Bradfield, S Yorkshire
Lessons 1. The offer of bicycles as an incentive to encourage people to sign up to the website was successful as the prize was seen as being of high value.
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2. The bike prize was never intended to change peoples cycling behaviour on its own. The faceto-face interactions of cycling events and activities was always going to have more impact on peoples cycling behaviour and this proved to be the case. 3. As a leisure focused project, with the potential for participants living anywhere in the UK, the offer of the bike prize through the registration cards, paper questionnaire or the website was for many individuals the only opportunity we had to engage with them and influence their behaviour. 4. After a few weeks of using the registration cards which asked people for their email addresses in return for being entered in the prize draw, we discovered that people were not responding to the email prompting them to register on the project website. The filling in of the card, email and call to register presented too many obstacles for participants. We overcame this by producing a paper version of the registration survey to use instead of the cards. Each participant in the cycling events was asked to complete a form immediately after the activity. 5. The questionnaires served a dual purpose as they provided feedback on the individuals cycling experience and what they thought about the local facilities etc. 6. Cycle hire staff attempted to ask every hirer to complete a questionnaire but in practice this did not happen consistently as staff were too busy doing their jobs. We overcame this by redeploying members of the Pedal Peak District team and employing casual survey staff to encourage people to fill in the forms on a series of dates throughout the summer. Having a person dedicated to the task worked well as they had time to explain about the project and promote local cycling opportunities. 7. Once people were signed up to the website and started logging cycling activities we had to rely on their honesty to fill in accurate details. What people said 1. Retired refinery worker Richard Tibbles, 71, from Darley Dale, won the monthly bike draw for May. Richard and his wife Pamela like to cycle rather than go for a walk as theyve found they can travel further and find it easier on their joints. Richard had bowel cancer 10 years ago and cycled to get fit again after surgery.
Richard said: I heard about the Pedal Peak District cycling project and thought it was a good thing so I registered on the website. We like to do circular tours of about 12 to 15 miles and our favourite rides are on the High Peak and Tissington Trails where theres no traffic. We take our time and have a picnic on the way. We like to be out in the fresh air and cycle for pleasure as much as to keep fit. And it doesnt cost anything in petrol! 2. Claire Greatorex won the October bike draw. She works part-time as an administrator, and lives in Bakewell, with her husband and two children. Claire took part in cycle training provided by Pedal Ready, through the Pedal Peak District project, at Bakewell Methodist Junior School.

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Claire said: The cycling training was offered free through the school. My son is not a confident cyclist and I was worried about taking him on the roads so this was a good opportunity for us to practice and improve our skills. The trainers were experienced cyclists and their friendly advice and support helped build both mine and Jacks confidence. I now know what we need to concentrate on when riding along the road we need to look back a lot to observe the traffic. I can see that Jack wont panic when a car comes along its not as scary as I thought it would be. We like to cycle at weekends, its good to do with the children as you can get further with them than if you were walking. Now we each have a bike we can really make a trip of it and we are looking forward to the opening of the tunnels on the Monsal Trail so that we can cycle it all. 3. Roz Hart, from Sheffield, won the June monthly prize. A mum of two, she works as a part-time teaching assistant and has a one day a week dream job working for the Edinburgh Bicycle Cooperative shop which opened in Sheffield in March 2010.
Roz said: I was diagnosed with depression in 2003 and to help myself back onto the road to recovery I bought a cheap bike a five minute wonder my husband called it! But things took off from there and I soon upgraded it. Now I often cycle around the reservoirs, I like the terrain, its not too rough but has enough tree roots and bumpy bits to make it interesting. Its so peaceful and relaxing and good for you physically and mentally. Cycling really is an excellent way to get rid of stress. Ive taken Year 5 children cycling on the Monsal Trail from Thornbridge, near Great Longstone to Coombs Road, Bakewell and back. Most of them have never cycled in the Peak District and its amazing how many havent even been on a bike before. Im giving my lovely new bike to my husband so that he can join me for cycle rides in the Peak District. Im looking forward to lots of rides out this summer.

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Case Study 3 Supported Group Visits Description Supported group visits were provided to reach out to particular groups in society that may not otherwise have had an easy opportunity to try cycling or visit a national park. Through Pedal Peak District we were able to offer free bike hire, tuition and led rides to certain groups. National Park purposes put a high priority on working with traditionally under-represented groups such as young people, people from Black and Minority Ethnic backgrounds and people from disadvantaged or inner city areas. Pedal Peak District enabled the Peak District National Park Authority to introduce cycling activities to some of the groups they already worked with and use cycling as the hook to get other groups to visit the national park for the first time. The success of this approach is reflected in the survey results which show a higher than usual percentage of people taking part in cycling with some form of disability (7 per cent) which reflects the work of the project to increase opportunities and access to cycling for all. Who was involved The group visits were organised by Carol Parsons. Cycle hire centre staff booked the groups in the diary and ensured participants had a suitable bicycle. The ride leader and back marker were usually Carol plus a cycle hire assistant, a national park ranger or a volunteer ranger. There was always a first aider on the ride. Risk assessments were completed by Carol. Groups that took part included: Staffordshire Wildlife Trusts health group and conservation volunteers, Women from Fir Vale (Sheffield), MOSAIC Conquerors, Leek College, Curbar Primary School, Chaucer School (Sheffield). Lessons 1. Creating opportunities for existing groups who have traditionally come to the national park for other activities, such as walking, was an effective way to reach the target audience in greater numbers. Typical group sizes were 10-20 people. 2. The facilities of the cycle hire centres with on-site parking, toilets and refreshments, access to traffic free trails, support from helpful staff, met the groups needs and helped them have a great day out. 3. Members of the groups were very supportive of each other and sometimes competitive which helped motivate individuals within the group. 4. Free bikes for disadvantaged groups was an important factor in getting people to try the activity as some groups had problems with transport costs. 5. Some participants felt that regular rides and a progressive programme would be useful to build on their training and fitness. What people said 1. Mosaic is a project that aims to develop long-term and direct engagement between people from Black and Minority Ethnic (BME) communities and national parks. Sheffields MOSAIC Conquerors group took part in cycling training and a guided ride around the Derwent reservoirs. Thirteen members of the Conquerors group, aged from nine to 60, learnt how to use the gears and brakes in a training session and then cycled 11 miles. For most of the riders it was their first time cycling in the Peak District National Park. Yvonne Witter, Mosaic and Peak District Community Champion, said: The group were unaware of the challenge ahead of them, but, when Carol announced the distance they would be riding, their faces

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told me it was worth the early start and effort of getting out of bed on a Saturday morning when they would normally be enjoying a lie in! I had no idea how competitive the teenage boys would be and I was amazed when they returned and related their stories to me about how one of them out rode their humble guide the Peak District ranger who led the 11-mile journey! I abstained from deciding who won the race I believe they were all winners! Here are some of the young peoples comments about what they enjoyed most about their cycling adventure: riding down the hills, everything about the day, the challenge for my body in the hilly parts, the ride, the outdoors and exercise, the great experience was fun, the ending, the scenery and the view, a life changing experience, fun and challenging, taxing to the body! One young man was not able to do the ride due to illness (Sickle Cell Anaemia) but he was able to join in the training session and enjoyed learning how to use the gears correctly.
Sheffields MOSAIC Conquerors group ready to cycle around Ladybower reservoir with Pedal Peak Districts Carol Parsons. 2. A group from Stoke on Trent comprising people recovering from health problems, including 65-year old Margaret and 61 year-old Joan, had the following to say after an introductory ride along the High Peak Trail in early May 2010: Its been tremendousfantastic. We havent cycled for years, but well definitely be back to do this again. Everybodys been so helpful with the bikes. In fact, I want to buy the one I borrowed today. We had a nice little training session to start with. Then we went on a ride out into some wonderful countryside, surrounded by nature. We got a history talk as well, which was very interesting.

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Margaret and Joan at Parsley Hay
Case Study 4 Cycle Training Description A key objective of the project was to encourage and help people, of all ages, backgrounds and cycling abilities, to start cycling regularly. A programme of cycle training events was initially organised by Carol Parsons. Events were targeted at families with young children and beginners and took place at cycle hire centres. They were open to a range of abilities, from complete beginners to those wishing to move on from the basics, but with an overall emphasis on having fun. During the summer months many of these events were attended by visitors to the national park, although they were open to residents too. From October 2010 until March 2011, the emphasis of the training programme shifted to national park residents. The programme was extended in partnership with Pedal Ready, a cycle training cooperative from Sheffield. We decided to develop cycling opportunities in the Bakewell and Bradfield areas as a pilot that could be rolled out to other areas of the national park with future funding. The aim was to arrange training to suit the requirements of local communities for individuals, small groups and families ranging from learn to ride through confidence building and national standards levels 1 and 2 for everyday cycling. Training was delivered on a one-to-one basis or in small groups and included commuter help and advice, route planning, led rides, bike buddying with individuals and companies, basic bike maintenance and Dr Bike sessions. Highlights of this extended community promotion include: Free cycle training and bike maintenance promoted to local communities, with widespread interest and support The setting up of Bike Hubs in the Bradfield area to promote the project to local people School based initiatives to encourage pupils, staff and parents to learn cycling confidence skills together A trial of workplace based cycling in Bakewell initially Links made with existing cycling projects and initiatives Themed rides to generate interest from non-regular cyclists Learn to Ride sessions for adults, generating much enthusiasm amongst harder to reach groups such as older adults, women and women from ethnic minorities

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Who was involved From the Peak District National Park Authority: John Fern, head of communications; Alison Riley, communications officer; Carol Parsons recreation strategy officer and contract manager; cycle hire centre staff. From Pedal Ready: David Bocking, coordinator and main point of contact, Max McCulloch, business development manager and trainers. For Bakewell: Bakewell Cycle town partners (via Carol Parsons); local Sustrans volunteers; Bakewell Methodist Junior School; Bakewell Infant School, St Anselms School; approximately eight more primary schools in surrounding villages; local businesses including the Agricultural Business Centre, Hassop Station caf; Bakewell community police team, Sustainable Bakewell community group. For Bradfield: Peak District National Park Authority - Sharon Batty, village officer;; Sheffield City Council - Andy Wild and Paul Sullivan; Visit Yorkshire - Catriona McLees Sustainable Tourism Manager; Bradfield Parish Council; Chris Prescott CMP consultancy; Steve Robinson East Peak Innovation Partnership; Primary schools including Bradfield Dungworth, Loxley, Wharncliffe Side, Oughtibridge, Nook Lane and Stannington infants school; local shops, pubs and cafes. Local junior schools participated from Great Longstone, Curbar, Baslow, Rowsley, Stanton in the Peak, Monyash, Darley Churchtown and three Bakewell schools - the Methodist Junior school, Infant school and St Anselms. Bakewell Methodist Junior School held its first session in October 2010, 14 children and three adults were trained to the Level 1 Bikeability standard, and started Level 2. There was lots of enthusiasm and the head teacher expects to book in another parents and children course. Half-term activities and extending an invitation to involve parents from Bakewell Infants School are being discussed for the future. At St Anselms, Bikeability training for pupils took place in November 2010. This is a private school and the staff were keen to offer more cycling training opportunities for the students. They are considering contributing to the funding for this. Lessons 1. Mainly women and school children have taken up the cycling training. 2. The training has inspired confidence in all participants. Confidence building was most important for the adult women. 3. Adults learning to ride in particular was very rewarding for all parties. 4. A keen head teacher/staff are crucial to success of the scheme. Many were unwilling to commit to training events in the winter months but were interested in spring and summer activities. Pedal Peak District was able to book some events ahead to take place in April 2011 which was well received. 5. The school cycling training was particularly successful where parents were involved alongside the children. Involving adults and school children together for Bikeability training worked very well and would be worth promoting as a national pilot. Gaining the support of Derbyshire County Council was essential in rolling this out. 6. In secondary schools a flexible programme is essential to meet their needs and requirements. Some schools would not participate and do not allow cycling to school because of health and safety concerns. Long-term support and promotion is needed to encourage a change in thinking to allow bikes on site. 7. There is a demand for regular and well publicised cycling events. 8. Need to ensure wet weather activities are available and promoted. 9. If sessions are free some people will fail to turn up; an incentive scheme or making a nominal charge may help.

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10. Beginners schemes are labour intensive and new cyclists do not reach the Level 2 Bikeability standard for some time. 11. Weekend activities, such as the Cycling Saturdays and Sundays, have been successful but reach relatively few numbers in winter and have high cost implications per person. These are very worthwhile, however, as they turn members of harder to reach groups into enthusiastic cyclists and promoters of cycle training 12. Some activities work better in the spring, summer and autumn months but continuity for participants is crucial. Bike maintenance needs a suitable indoor space so that it can be held year round; half or full day courses can be sufficient or run over a 4 week period. 13. Traditional promotional methods: leaflets, posters, flyers, news releases; and new social media: YouTube, Flickr, Twitter and Facebook, have been used. Direct e-mailings and listings in local papers and on local radio were particularly effective. 14. The advantage of working in partnership with Pedal Ready cycle training cooperative was that the teams capacity to deliver was increased and there was greater momentum to move towards the projects goals. 15. A drawback of contracting out work to a partner was some dilution of the Pedal Peak District brand name and the need to ensure a consistent approach to delivering project messages and getting people to complete the survey forms. What people said 1. Lorraine Burnett, from Rowsley, signed up for the Learn to Ride scheme in October 2010. She said: It would have been great to learn to ride a bike as a child but I grew up in inner-city Sheffield and there was nowhere safe to do it. When you get into your 50s you think cycling is something youll never do but the Pedal Peak District scheme gave me the opportunity to have a go. When I saw a poster about the Sunday morning cycle training for beginners in Bakewell I just had to give it a go. I had a bruising cycle hire experience on holiday a few years ago but the Pedal Peak District training sessions appealed to me as the bikes were provided and they were held in a car-free area at the Agricultural Business Centre in Bakewell. The trainers were fantastic, they were so patient and I got virtually one-to-one training. They constantly encourage you and give you different tips to practice. As soon as you can do one thing they give you something else to work towards. The bikes you learn on are special folding bikes they are quite small in comparison to bikes you normally hire and they dont have a high cross bar that means if you feel you are going to fall you can step off them easily. They are a lot less scary than other bikes. The trainers were all experienced cyclists. When you ring up to book they ask you questions about what you can do to match you into an appropriate training slot. They are really good at helping you improve your balance, showing you how to control the bike, stop where you want to and look over your shoulder. I managed to cycle the slalom course of cones which I never thought I would be able to do. Lorraine found that the cycling training was a good way of incorporating exercise into her routine. She said: As an adult with a busy life you dont get the opportunity to learn to ride a bike. I didnt feel confident to just go and hire one. I like being active and enjoy running but had a knee op in June which put a temporary stop to that. Cyclings a good way to be active without putting too much strain on your joints so I thought it would be good for me.

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Even though it takes a bit longer to learn as an adult, the trainers are very good at putting you at your ease and never make you feel stupid. They adjust their training to your ability. Lorraine lives in Rowsley so the possibility of the Monsal Trail opening up on her doorstep was a great incentive to learn to ride. She said: The next step is to build up my confidence and hire a bike for a ride on one of the local trails. Every stage is a challenge and getting on a different bike will be a big thing for me. Im going to arrange a ride in the spring, with a few friends, where we cycle somewhere on a trail for a coffee. 2. Iris Stewart experienced the training despite suffering from rheumatoid arthritis. She said: Im in my 70s and I hadnt cycled for 40 years, but after getting going with the cycle training for a few weeks, I got used to balancing, using my brakes and steering, and putting my feet down properly. After the sessions I felt a lot better and my plan in the spring is to start going on rides for a few miles and hopefully find a group to cycle with. The instructors were really patient and helped me a lot. Without them I simply wouldnt have been able to start cycling again. 3. Florrie, aged 7, on holiday in the Peak District from Norfolk, attended a family event at Fairholmes, Upper Derwent in June. She was able to develop and practice her bike handling skills on a mini course before cycling around the reservoirs with her parents. She said: The best bit was weaving in and out of the cones really close together. It was just really fun. At the start I couldnt do it, then I got the hang of it.

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Pedal Peak District - further insights a. Interview feedback from Challenge for Change The information below was provided by Pedal Peak District staff when interviewed by Challenge for Change. They give their thoughts on impacts of the initiatives and any suggestions for next steps. PDNPA are confident that they are filling a gap for new or returning cyclists with these type of rides ie reaching the target audience. It was initially hard work getting people to sign-up to the events it was a question of making people generally aware about the programme and also getting the information displayed in the right places. Sufficent staffing was identified as key to the project success. What seems to work well is placing free ads. in the local paper in the Whats On Guide. PDNPA have also put up posters on the routes, around the towns/villages, in cafes etc. very much aiming to attract local people. The website hasnt been as successful as local flyers/posters for recruitment Cycle hire is free for these events. This has been important as many of the participants dont have their own bike. Free cycle hire has also been a big incentive for groups to sign up It is important to be very clear about the type of event it is and who it is for need to strongly emphasise the fact that it is for beginners and what to expect on the ride Themed rides and social rides are popular especially the womens events e.g. Women on Wheels with caf stops, plus 5 miles to Fabulous rides. Have been surprised at how nervous people have been, and just how much of a challenge they have taken on to get on their bikes, often the first time for 10 20 years. Started off making the rides too long ie 10 mile loops. For complete beginners/returnees, whilst it is good to push people, a 5 mile ride is plenty. If it had been any longer many people have said that they wouldnt have come along. Some of the rides have started to introduce some short sections on road people have been surprisingly nervous of doing this but prepared to as long as only a short stretch, and it is guided. Having a theme to the ride has been important for a number of reasons: o To add enjoyment / encourage people to sign up o To provide natural rests/breaks a chance to stop, socialise, have a rest, catch up without embarrassing people For all the rides people need to ring up and book. This has been a very valuable opportunity for people to raise their concerns, to provide lots of encouragement and to answer any questions people might have about the logistics of what to wear, what to bring, how to get there etc. The events are free PDNPA feel that, whilst there are always going to be some no-shows, if there was a small charge it might help people commit. This is especially true for the bike maintenance courses that they have been running. There are very few opportunities for people to get bike maintenance advice locally but this generally just needs to be very basic information. PDNPA are thinking of running a series of just puncture workshops now the main thing that even relatively regular cyclists dont seem to know - an important, albeit simple barrier to overcome. Quite a few people are repeat participants coming back to do two or three events. People have said that whilst they have really enjoyed the experience just one led ride doesnt give them the

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confidence or motivation to go out riding themselves. However after the 3rd event some people have said that they would now have enough confidence to try themselves. At the start of the events everyone is given a short cycle training session and bike check. At the end of the ride people are given leaflets with more information about cycling in the Peak Park, which also includes a voucher for price bike hire next time.
b. Feedback on the Pedal Ready initiatives During the very cold spell several events had to be cancelled including 2 sessions of the beginners maintenance course, which was rescheduled for January 2011. There is a regular demand for basic cycle maintenance and currently no similar courses available in the Peak District. Links were made with Derbyshire County Councils Richard Lovell (Sustainable Travel officer) and Michael Reardon (School Travel Plan officer) who were very supportive of the work in Bakewell area schools. They are considering the future of Bikeability training in Derbyshire with a view to expanding and continuing it. A Pedal Peak District stall was held at Bakewell Market in January 2011 in order to reach out to a wider audience. The team worked in partnership with Pedal Ready Cooperative and Community Police officers to give information, carry out bike checks and security mark bikes for free. 53 people were given information and staff received positive feedback about the cycling project. Themed rides were very popular and included some training elements. In the future a more structured programme could be developed and marketed to target audiences. The Peak Districts hilly terrain makes it difficult to plan short/easy/beginners rides organisers need to incorporate regular rest stops. There is a demand for regular and well publicised cycling events. Need to ensure wet weather activities are available and promoted. Being free of charge means that some people will sometimes fail to turn up; an incentive scheme or making a nominal charge may help. Beginners schemes are labour intensive and new cyclists do not reach Level 2 standard for some time. Weekend activities such as the Cycling Saturdays and Sundays have been successful but reach relatively few numbers and have high cost implications per person. A keen headteacher/staff are crucial to success of the scheme. Many are unwilling to commit to training events in the winter months but are interested in spring and summer activities. Pedal Peak District was able to book some events ahead to take place in April 2011 which was well received. Involving adults and schoolchildren together for Bikeability training has worked very well and is worth promoting as a national pilot. Gaining the support of Derbyshire County Council was essential in rolling this out. A flexible programme is essential to meet their needs and requirements. Some schools would not participate and do not allow cycling to school because of health and safety concerns. Longterm support and promotion is needed to encourage a change in thinking to allow bikes on site. Some activities work better in the spring, summer and autumn months but continuity for participants is crucial. Bike maintenance needs a suitable indoor space so that it can be held year round; courses of half day or full day can be sufficient or run over a 4 week period. Traditional promotional methods: leaflets, posters, flyers, news releases; and new social media: you tube, Flickr, twitter and Facebook, have been used. Direct e-mailings and listings in local papers and local radio were particularly effective. There was not much take up of the workplace bike buddy scheme. Possibly better in summer months. Incentives may be helpful.

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Participants expressed that regular rides and a progressive programme would be useful to build on their training and fitness. The advantage of working in partnership with Pedal Ready cycle training cooperative was that the teams capacity to deliver was increased and there was greater momentum to move towards the projects goals. A drawback of contracting out work to a partner was some dilution of the Pedal Peak District brand name and the need to ensure a consistent approach to delivering project messages and getting people to complete the survey forms. A one year programme is not sufficient to ensure long term behavioural change. Peak District National Park Authority is looking to secure external funding beyond 31 March 2011 when the Cycling England funding ends. The aim in the short term is to facilitate and promote local cycling activities and events and to maintain regular contact with Pedal Peak District participants to ensure they are aware of and encouraged to partake in local cycling opportunities.For the future, the Authority wants to establish closer links with the health authorities and deliver cycling as a health referral option. Contact has been made with British Cycling to help deliver the Womens Cycling Network in the Peak District. Options are also being explored with local authority partners such as Derbyshire County Council. Pedal Ready is to contact the local transport authorities in order to establish hubs in more schools and to expand Bikeability training, family training, Dr Bikes and other activities. They have also submitted a bid to the sustainable development fund for a subsidy to continue weekly family cycle training sessions throughout the summer.

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A2.4
Plymouth Hospitals NHS Trust Workplace Cycling
Background The work programme is based on two key themes: 1) Focusing on the health benefits of cycling. This applies to the marketing, as hospital staff should be more aware of the importance of good health, but it also influences the target audience. This has been achieved by setting up a scheme at the occupational health department referring people to cycling, for example on the pool bikes; capitalising on the health benefits of cycling. Also those already getting fit on spinning bikes are targeted, as easier to convert to outdoor cycling. 2) As the barriers to cycling are diverse and plentiful at the hospital, the work programme needed to address many different barriers as well in order to be successful. The staff travel survey was invaluable in identifying these barriers; also for the different target groups (keen cyclists vs. those new to cycling). Review of original aims and objectives Throughout the entire project the main objective has been to improve conditions for cycling at and around Derriford Hospital. While it is recognised potential for a physically demanding mode of travel might be limited among those with physical work (shift staff, manual workers), the measures did generally target all staff. Derriford Hospital has been able to maintain the focus on health throughout the project, although the uncertainty surrounding the future of the Derriford Health & Leisure Centre and the reduction in funding meant that some of the planned interventions which tied the project in with the H&L did not go ahead. For example cyclists did not gain access to the changing facilities at the H&L which was unfortunate as changing rooms in the hospital are limited (both in quantity and quality), and this had been indicated as one of the main barriers to cycling in the staff travel survey. Engagement with target audience Engaging with hospital staff revolves around two approaches: general marketing of the scheme and specific events. Marketing of the scheme was built on the Cycle Derriford brand, which covers everything related to cycling at the hospital. This provides staff with a recognisable logo, which conveys that things are happening around cycling, and is designed to stimulate peoples interest. Once interested and aware of the scheme, staff can find more information on the Trusts internal staff travel pages. This page was revised in order to act as a marketing tool as well; with a prominent place for the Cycle Derriford logo, and cycling, walking and running being placed at the top of the page, and car travel information all the way at the bottom. The benefit of integrating this scheme with the main travel pages is that anyone looking for travel information will first come across the Cycle Derriford logo and information on healthy and sustainable modes of travel. This way a much greater audience is reached compared with having a cycling-only website. Even though no launch events have been held for the scheme or website yet, it has been advertised in a number of ways. An item was included in the Trusts Daily Email, which was sent out to all staff, the Cycle Derriford logo was attached as a signature to emails (with a link to the staff travel pages), and the logo was also placed on the homepage of intranet; clicking the logo redirects staff straight to the staff travel pages.

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Monitoring of usage of the webpage since it has been updated in mid-December has shown that usage in the period mid-January to mid-February has increased by a significant 553% compared to the period mid-December to mid-January. The second part of engaging with the target audience will involve doing launch events, in which people are targeted individually, by talking to them, handing out leaflets and other promotional materials, such as Cycle Derriford pens and post-its. This will hopefully be very effective, as for financial reasons the Trust does not provide pens and post-its to staff anymore and they will therefore be a key attractor. This way it is hoped that the profile of the scheme will be raised further, and because this all links in with the staff travel webpage, awareness of the different schemes will be improved further. Impact of overall programme The overall impact of the scheme is hard to determine at this stage, as interventions are generally only starting to take effect in February 2011. So far take up of bicycle parking has clearly been very good, and feedback about the bicycle user group has been very positive. The bicycle counts carried out so far have merely reflected the seasonal pattern and are of limited use but it will be incredibly useful to continue them for at least another year, in order to reliably estimate the impact of the scheme.

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Cycle Derriford leaflet
Cycle Derriford poster

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Success and failures The overall impact of the scheme is not yet reliably estimated; therefore success and failure of the various measures is hard to describe. Measures put in earlier, such as the relocated bicycle shelter, have generally been successful and experienced a good take-up. The set up of the BUG has been well received as well. The cyclists snapshot survey carried out among BUG members (32 respondents) in early February suggests the Cycle to Work scheme is influential in getting people to commute by bicycle, as were the Bike to Work week promotions (in which everyone cycling to work receives a free breakfast/lunch voucher), and the BUG. The improvements in PlymGo have not been of much influence, and the staff travel webpage hasnt either. The lack of influence of the former can be explained by the fact that many staff still do not use it; once they do, the role of PlymGo may increase as well, as it is advertised on the travel webpage. The delay in receiving confirmation of the grant allocation had a significant impact on the delivery of the schemes and is the main reason the project has only recently started to come to life, towards the end of the grant period. Also, the Trusts financial rules were a main barrier to executing the project more efficiently, as only capital spend has been authorised. Furthermore, the roads leading to Derriford Hospital are very busy and there is no high-quality, direct cycle route this forms a major barrier to cycling that would need to be tackled as part of any future capital package of measures to encourage more workplace cycling, not only to the hospital but also other employers along the same corridor. The project activity this year has highlighted the shortcomings of the cycling infrastructure around the hospital to the local authorities and it is hoped that improvements will now be prioritised as a result. Future plans Before the end of March there are several launch events and the completion of all of the remaining works to take place. For the period after that, the current project has been set up keeping in mind that it will need to continue once funding runs out after March. Nearly all of the interventions will stay in place at no ongoing cost to the Trust; the infrastructure will simply remain in place, the website is very simple to keep updated (once registered the administrator can simply make changes without needing any technical know-how), and ownership of the bicycle user group will either be transferred to one of the BUG members or stay in the site services department; either way it will not be labour intensive. Regarding the promotional leaflets and pens, enough have been purchased to keep the project going for at least another full year. So overall the project has been future-proofed very well. The only issue may be that due to cutbacks and redundancies in the department, there will not necessarily be someone with the time and resources to keep up the momentum which is currently being generated. As the foundations for a truly successful project are being laid at the moment, it would have been very good to build on that by individually engaging people and actively market the interventions in place. Still, the future of cycling and the Cycle Derriford project has been secured successfully, as for example car parking revenues are ring fenced for spend on transport interventions, and the Trust is in the process of producing a brand new green travel plan which will safeguard the interests of cycling and other healthy and sustainable transport modes.

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Cycle Derriford cycle training poster Case study 1: The Bicycle User Group, Derriford Hospital At the start of the project, Derriford Hospital did not have a bicycle user group. A BUG was set up with four main goals: to give a united voice to cyclists, to enable cyclists and those interested in cycling to communicate better, to promote cycling to work, and to have improved communication between the Facilities department and cyclists. The BUG quickly increased in size to 54 members, and has proved to be a very successful tool for the Cycle Derriford project, mainly as an aid in consulting cyclists. It is an easy, effective and personal way to get into a dialogue with those who have knowledge of cycling to and from Derriford. We have for example successfully identified several changing rooms on wards where room was available to place new lockers. The second success of the BUG has been demonstrated in the snapshot survey among BUG members; 12 out of 33 respondents indicated the existence of the BUG has been of influence on their decision to cycle to and from work. Possibly this beneficial effect of the existence of the BUG relates to being part of a group/community of cyclists, as well as receiving regular emails relating to cycling. Taking into account that setting up the BUG did not cost any money, it has been a very productive measure, which did not take a lot of time. For the future we hope to appoint one of the cyclists to manage the group, but otherwise it will continue to sit with the facilities department. Case study 2: Bircham Valley path At the start of the project some experienced cyclists pointed out the opportunity to improve the connection between the hospital and the Bircham Park & Ride. This section was covered by a footpath which did generally not have a hard surface; it was decided to resurface the path with compacted roadstone to allow for cyclists (as well as pedestrians) to cycle between the hospital and the P&R site. However in the later stages of the project it became evident that those new to cycling were probably less likely to be interested in using this path, as it is mainly steep and suitable for mountainbikes.

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For us the key lesson here is that there are inherent differences between the keen, experienced cyclists, and those new to cycling. In this case, the keen cyclists were perfectly happy to use a steep and at times muddy path, and saw it as an opportunity to exercise as well, whereas for new cyclists the path simply was too challenging. It was not possible to cancel this part of the project, however given the time savings the path achieves for pedestrians as well, we believe the path still has great benefits (see case study 3). Also, perhaps when people start seeing cyclists using the path, they may want to try it themselves and find the path is suitable for them as well. Case study 3: Missing links in road network As part of the work programme we have put in infrastructure at two locations with clear missing links. First of all the Bircham Valley path, as described above, cuts down distance between the hospital from 1,800 (going via Morlaix Drive Brest Road) to 550 meters. Given the significant distance involved by taking the former route, most staff opted to use the staff minibus serving the P&R site. Soon however, the frequency of the minibus service will be reduced; adding to the potential for the new shortcut, as waiting times for the bus will increase, and walking will be quicker in most cases. Secondly, part of the work programme was to install an off-road cycle path outside of the chest clinic, west of the main entrance. Before this, the one-way system outside the main entrance forced cyclists to either take a significant detour, or go onto the pavement to reach the main entrance; both of which are neither quick nor convenient. The new shortcut not only enabled cyclists to avoid the one-way system altogether, but also shortens distance on this section by about 30%. Furthermore, cyclists now have their own signed off-road route, rather than having to navigate a road layout designed for cars and pedestrians. The location of the new path is particularly useful because over 50% of all cyclists coming to the hospital use Morlaix Drive, which directly connects onto the new path. Both cases also positively influence on the situation for pedestrians, as they are able to use both paths as well. In particular the Bircham path offers an improved journey for pedestrians, and for example the fitness benefits associated with this are potentially very good. As the route goes downhill and up again, it provides a good short exercise; walking this distance twice a day provides users with almost 20 minutes of good exercise. Assuming all 400 users of the P&R start using the path, rather than the few percent which use it at the moment, the fitness benefits will be considerable. The well-documented beneficial effect of being in a green environment should also add to this. Both cases show how providing shortcuts to cyclists and pedestrians can give them an advantage over the car (or in our case the staff minibus); this can make their journeys quicker and easier, which is crucial in increasing levels of cycling. It is also very low-cost compared with providing the same alternative to cars, and as there is no traffic on these routes, they are safer and more convenient as well.

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A2.5
Bournemouth Hospital Workplace Cycling
Review of original aims, objectives and subsequent changes The Trusts original aim was to increase cycling to work by staff by removing the barriers, either real or perceived, that have been given in the past as reasons for not cycling to work. On a wider front we also aimed to carry out a complete review of our Green Travel Plan to reflect the range of initiatives which have either already been implemented or are planned for the future. Summary of outputs Green Travel Plan Extensive work has been carried out during the last year to review the various strands of the new Green Travel Plan, which build upon the previous plan issued in 2006. These include: Negotiations with local Council over the number of car parking spaces available on site Negotiations now at an advanced stage with local bus company to provide subsidised/discounted travel for staff. A tender process has been carried out to appoint a new car park management company with greater responsibility for travel planning. Travel survey carried out summer 2010.
The Trust is currently recruiting a Sustainability manager who will be tasked with pulling together the information gathered and work carried out over the last year and to issue the Trusts new Green Travel plan. Infrastructure Additional secure bike storage compounds have been installed for staff at Bournemouth and Alderney sites. There is now sufficient capacity for all staff who require it to have access to a secure store. Covered bike storage has also been installed for visitors at Bournemouth. This is situated by the Main Entrance to the hospital. Cycle lanes have been marked out on the Trust roads and also across the main car park where a large number of cyclists access the site from the Highway. Incentives The Trust launched a Pedal Points rewards scheme in April 2010 where staff collect a point for each day that they cycle to work (double points are collected over the 4 winter months). These points can be redeemed for cycling related rewards such as bike services, batteries for lights or vouchers to spend at a local cycle shop. Loan bike scheme The Trust has purchased a range of bikes for use by staff. These cover a range of styles (road, mountain, hybrid) and comprise 15 normal bikes, 6 electric and 2 folding (recently added). Staff are encouraged to borrow a bike to try commuting to work before making a commitment to buy their own; this also gives the opportunity to try out different styles to find they find most suitable.

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Bikes are also available to staff whose own bikes are unavailable (stolen or damaged), so that they can still get to work. The Trust encourages the use of the electric bikes for travel between Bournemouth & Christchurch sites for meetings. Healthy Lifestyle The Trust has been running a series of monthly events for staff with stands giving information and advice on healthy lifestyles. There are regular stands for Cycling to Work, weight management, blood pressure readings and dietary advice and each month there is a guest stand with the emphasis on various health issues. These have included stop smoking, stress management, back pain and fitness advice. Relaunch of BUG Group The Trust had previously had a BUG group but this had little staff interest. The relaunch of the group coincided with the start of our other initiatives and this seemed to give far greater impetus to the group. This is now well supported and staff feel that the Trust listen to and support cyclists. Feedback from the BUG group is also taken forward to the Bournemouth Cycling Forum, a local authority sponsored group. Reflection on expectations/outcomes Engagement with target audience Our target audience was staff who werent cyclists or cycled irregularly at the start of the project. We were fortunate that the launch of the salary sacrifice purchase scheme coincided with the start of our project, which enabled us to engage quickly with a fairly large number of staff who had been waiting for the scheme. The Try before you Buy events that we ran allowed us to reach these staff and also encouraged others who hadnt originally been considering cycling to come along. Our existing regular cyclists have been very supportive of the project and have been happy to support events. Selection of Interventions/infrastructure Our interventions were chosen specifically to remove barriers to cycling; whilst deciding on these we went through all the possible issues from initial bike ownership, training, maintenance, bike security, changing & shower facilities to items more recently identified by the BUG group, one of which has resulted in the purchase of secure hanging rails for drying wet clothing. Barriers and overcoming them The Trust has a large proportion of shift workers and female staff. There is understandable reluctance to cycle late at night amongst this group, but we hope to engage with them on our leisure cycling events. Modern work and lifestyle trends also mean that many staff have a relatively long commute to work which would not permit them to cycle. It is hoped that our revised Green Travel Plan will offer solutions for a proportion of these, perhaps combining cycling with public transport e.g train.

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Quite a large number of staff either drop children at school before driving on to work, or bring young children to the on-site nursery and see this as a barrier to cycling. We are aware of at least one lady who drives her children to school, but then parks her car and carries on her journey by folding bike. We have recently bought 2 folding bikes for our loan scheme and intend to publicise this ladys solution & encourage others to try the same. We have also made contact with a company selling family cycling solutions who will be displaying at the hospital this week and supporting our family ride during Bike Week in March.
Successes and thoughts on why The bike loan scheme has been effective in encouraging staff to try cycling and a proportion of then gone on to purchase bikes. Use isnt limited to commuting and one bike was taken as far as Lake Garda (by car) and one cycled all the way from Bournemouth to Penzance. Our Pedal Points incentive scheme has been extremely popular with over 400 members. For regular cyclists this effectively makes cycling to work cost-free as the points can be used to pay for maintenance, spare parts, clothing (and even the occasional breakfast). The scheme has also engendered a competitive spirit in some departments where people have cycled even when not particularly in the mood, just to keep up their good record.
Feedback from staff has been very positive including the comments below: I feel much better in myself since I started cycling to work twice a week. Everyone should be cycling The cycle to work scheme is great and my cycling friends who work at other local trusts are also impressed/jealous. Future plans It is the Trusts intention to continue with the cycling promotion project; funds are available to continue running the Pedal Points scheme for the foreseeable future. We are also in contact with Local Authority personnel who will be leading the allocation of local Sustainable Transport funding. Early discussions indicate support for the initiatives we are planning. However, following on from our experiences this year, it is intended to shift the focus away from cycling for commuting, to cycling for health & leisure. It is likely that those staff whose behaviour can be changed easily have already been reached during this phase of the project. The next phase will be more challenging as we will aim to reach those who have been reluctant to engage with the project this year. For many of these, the thought of riding on the roads, particularly around the Bournemouth site is just too daunting and many havent ridden since childhood if at all. By organising a series of fun, off-road or trail events, we hope to build up confidence for this group so that eventually a proportion may be prepared to try a commute ride. Even if this has limited success, the leisure elements of cycling will be of benefit to staff health & wellbeing. In order to launch our programme for the coming year, we will be finishing this year with a Start Cycling Week from 20th to 27th March. This will be aimed at non and irregular cyclists as well as those returning to cycling after the winter break. Events for this week will include: A family bike ride which will be off-road (forest or beach promenade) & suitable for less confident riders. There will also be an opportunity at this event to try out some continental child carrying bike/buggies

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A longer road ride for more confident riders (approx 20 miles) Cycle training for all abilities Talk on road safety & bike security (involving local police) Bikers breakfasts Mid-week group cycle to work along the Prom Static bike challenge in hospital Atrium to raise money for the Hospital Jigsaw appeal Sale of cycle accessories and summer bike clothing Try out an electric bike Display of dutch style bikes. Raffle Trade-in of cycle locks for good quality D-locks Bike doctor/bike repair (by local charity who train people with mental health problems to carry out bike maintenance)
The Trust sees engagement with other local businesses and like minded groups as being key to promoting sustainable travel and cycling in particular. We intend to take an active role in promoting and taking part in the Big Green Fortnight, an event arranged jointly by Bournemouth & Poole local authorities to promote all things green, particularly public health and transport. This holistic approach will have the potential to not only increase awareness of sustainability issues, but to include personal and corporate wellbeing into the day-to-day activities of the general population.

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A2.6
South East Workplace Cycle Challenge
Background The Workplace Cycle Challenge (WCC) is a work-based programme that uses behaviour change and social marketing techniques that encourages non-cyclists to take up cycling and those already cycling to cycle more often, especially to work. The WCC has been brought to the UK by Challenge for Change who is working in partnership with CTC to implement the programme throughout the UK. Over the last three years the partnership has run 28 Challenges engaging more than 47,000 people and 2,600 organisations and inspiring more than 9,500 non-cyclists to get back on a bike again. For more details: www.ctc.org.uk/workplacechallenge An additional WCC programme ran in 2010 using funding from Department for Transport and Cycling England. The Department of Health southeast worked in partnership with CTC/Challenge for Change to run the programme (using the funding from the above source) in six PCTs and local authorities across the southeast region. The WCC programme is a challenge to workplaces to get as many people as possible within their organisation cycling for ten minutes as a taster. These short sessions allow for maximum participation, giving non-cyclists a chance to experience riding a bike again. During the Challenge, organisations and departments compete against each other for targeted prizes and awards. For example, prizes are awarded to new cyclists and those that have encouraged them to ride, as well as to teams who have highest participation rates overall. The programme is based around a purpose built website that is tailored to individual use. When participants register on the site they complete a short survey, which enables individual and specific messages to be targeted to that particular person. For example, the registration survey asks each participant about his or her cycling frequency over the past year. If the participant answers that they have not been cycling for the last year they will then be asked whether they have a bike and whether it is in working order. Participants are encouraged to use the websites goal setting functionality to set their own goals regarding the frequency and amount of cycling that they intend to do. Prompts are then automatically created to encourage and support the individual. Setting your own goals has been shown to be a realistic and achievable way of encouraging further activity (DH, 2010). The website is then used to record the number, distance and purpose of trips. Levels of physical activity are measured pre and post challenge to see if physical activity levels are improved as a direct result of the WCC. Each programme is measured and evaluated via a baseline survey, two weeks and then three months after the Challenge to monitor changes in people's behaviour after they took part in the WCC programme. Method There are 17 Primary Care Trusts (PCTs) in the southeast. The partnership of CTC and DHSE allowed for all 17 PCTs to be invited to submit an expression of interest in delivering a WCC in their area. Out of the 17 PCTs, 14 expressed an interest in taking part. A vigorous short listing process reduced the
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list to nine and then a presentation to an interview panel further reduced the numbers to six (the final tally). Each PCT had to demonstrate partnership working with their local authority and had to commit the local authority to the tendering process and presentation. The successful six demonstrated good partnership working with their local authority and other local organisations and could demonstrate the potential success of the project based on a local profile of their potential population. Encouragement was given to those addressing inequalities in health and deprivation. CTC provided a local cycling officer, based in either the PCT or local authority, who coordinated the WCC at the local level. This officer was a key point of contact and coordinated the Challenge at the coalface. The local officer was responsible for encouraging workplaces to participate in the Challenge, deliver some of the events and training and contact person for the individuals participating in the Challenge. Results The WCC in all six areas were set goals of encouraging a certain number of organisations/workplaces to participate in their Challenge. This was 40 organisations in the larger areas and 20 in each of the two smaller Challenge locations. Every area exceeded their target rate, which was a fantastic achievement. The crude results data from the Challenge taken from the website in the online registration process is given in the table below and demonstrates the huge number of people registered in the programme with the results as shown. Full reports on each workplace challenge are available on request from: Ian.richardson@ctc.org.uk Table 1 Results from the WCC 2010 Finding New Solutions Workplace Cycle Challenge - DHSE - CTC Challenge for Change Milton Isle of Oxford Chichester Southampton Keynes Wight Ashford Total 58 39 55 76 57 57 342 210 175 258 247 188 71 1,149 1334 1039 1302 1171 837 375 6,058 121 138 134 169 139 78 779 11800 7118 99332 63701 12.9 9233 8.3 4826 11515 95886 12.4 8667 18698 10355 7068 1896 103484 61359 15249 13.4 6928 17394 8 2 49,752 439,011 57 35,398 81,819
4697 1047 11045 2037
21956 10689
Organisations Departments People Rookies cycle trips logged miles cycled million Kj of energy burnt trips cycled for transport kilograms of CO2 saved

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The 2010 programme was also very successful at delivering longer term behaviour change amongst Challenge participants. Table 2 below gives an overview of behaviour change based on the surveys conducted with participants three months after the Challenges. Table 2. Reported cycling behaviour of participants three months post-Challenge 3 months after the Challenge... Oxford Shampton Milton Isle Chichester Ashford Keynes of Wigh t 35% 31% 30% 21%
AVERAGE
Former non-cyclists now cycling at least once a week
42%
42%
34%
Occasional cyclists now 55% cycling more often than before the Challenge Occasional cyclists now cycling to work at least 48% once a week
62%
39%
41%
41%
17%
41%
64%
24%
46%
39%
4%
38%
Lessons learnt The original aim of the WCC was to get as many people cycling as possible for ten minutes within an organisation. It was especially important to encourage new cyclists or cyclists who had not cycled within the last year. The data above illustrates that this aim was achieved. However, some gaps will need addressing in the future. One of the aims in the southeast was to engage with the NHS workforce. Unfortunately, this was not achieved. The NHS employees were not vigorously targeted. The WCC is running again in 2011 in the same six locations as demonstrated above. This time, the cycling officers in place for the period of the WCC (or longer in some cases) have been asked to specifically target the NHS workforce. Thus far, the cycling officers have cited that it is difficult to engage with NHS staff as the key individual that they need to talk to is not easily identifiable from any directory. Working with key PCT contacts it is hoped that the NHS workforce will be more easily accessible. One of the other key points regarding the cycling officer post is that in one area, the key person was not appointed due to lack of availability of an appropriate person. Instead, the local authority walking and cycling officer simply added the WCC to his list of key jobs and initiatives to do. Partnership working was one of the most important areas relating to the success of the WCC. All the PCTs were encouraged to bring their local authority partners along to the initial meeting and then to set up a key stakeholder group. In most areas, this was achieved. However, in one area the local authority did not play a key role and left the PCT to run and organise the WCC (which they did very well) and in a second area the PCT did not participate in the WCC and left the local authority to run the WCC (again which they did very successfully). This demonstrates the importance of having at least one key, focal point for the WCC who will coordinate and help steer the steering group in implementing the programme. Whilst it is easier if both LA and PCT work together, it is not impossible for either party to work alone, with the support of a strong steering group.
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Key learning points Key learning points from the WCC are: It is important to foster and support a good partnership in the area where the WCC is to be held. It is important that a key point of contact person is available to assist in the success and delivery of the WCC A wide stakeholder group is an important part of the success of the WCC The WCC is successful in getting more people to cycle more often The rewards and incentives scheme helps to encourage people to participate in the WCC (and to start or ride a bike more often) Asking people (on the online survey) for barriers to cycling and providing the solutions (eg new cyclists being nervous in traffic and providing instant access to training sessions) is an effective way to encourage people to take up cycling Getting people to set their own goals is an effective way of encouraging behaviour change in adults The WCC can help to promote a sense of community development and ownership. This programme can deliver new cyclists and more cyclists for very low rates of investment (no capital spend on this project at all) Average spend on cyclists is 25 per person. (Soft measures, hard facts 2011) Develops a comprehensive database to target future investments Tackles congestion and parking difficulties Lesson constructive partnership working is vital Milton Keynes PCT and the local authority worked well together. The key officers had worked together on projects before and were able to use this relationship to help support and develop the WCC in Milton Keynes. They had an excellent stakeholder group (see picture below) who were very supportive (note the local mayor in the centre of the crowd at the launch event). This sense of a strong partnership encouraged people to participate in the WCC, which in turn helps to foster community support for the initiative and pride in the local area. The WCC can help to promote community development and a sense of belonging helping to support a sense of the Big Society.
Milton Keynes decided to host an awards ceremony at the end of the WCC to highlight some of the key achievements of the WCC and give out certificates cups and prizes to the winners of the groups (eg highest numbers of participants in WCC per organisation). The Mayor and all the local

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organisations who had taken part attended. Key representatives from CTC and Cycling England were invited and are present in the group photo.
Lesson impact of Cycling Challenge (Isle of Wight) Prior to the challenge a small number of staff at the RNLI in Cowes cycled to work but the working hours and topography of the Island meant that the majority of staff drove to work.
A participant from the Isle of Wight Challenge increased his cycling confidence so much that he went on to join a cycling holiday in France The competitive element started to gain momentum when participants using the website began to take notice of the results posted by other organisations on the website. The Islands Police Service was leading the challenge so at this point the race for 1st place was on (the RNLI went on to win in their category) During the challenge period the enrolled staff cycled a total of 2,010 miles - quite an achievement when the Island is 17 miles from the northern most point to southern most point and 23 miles east to west!

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Following the challenge, many of the participants are still cycling to work. More importantly, there is a number of staff cycling for leisure and sport purposes. The centre organises a number of social events for the staff and a family cycling day in the spring has been added to the social calendar. One individual has grown so confident that he felt able to join colleagues on a cycle touring holiday in France. The RNLI has now rolled the cycle scheme out across the whole organisation

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A2.7
NHS North East Workplace Cycling Project
Key lessons learnt from the NHS North East workplace cycling project included: 1. Sunderland census shows 1.3363% cycling to work. Hull has 11.6520% So we are dealing with cultural difference not individual behaviour choice 2. The differences between cycling at the five sites appear to be linked more to car parking costs and the availability of public transport than any cycling factor. 3. Parking for 100 bikes instead of cars saves land to build facilities of more direct benefit to healthcare. This should be cost-effective from a business point of view not just an environmental one. 4. Hospital staff, like others, are confused about what they want. They think they want showers but then do not use them when they already exist etc. 5. Best example of behaviour choice confusion is that 225 people want cycling lockers and only 25 use them. Just like joining a gym 6. Cycle parking should be seen from a user perspective. An overlooked Sheffield stand under a building overhang is great 7. Converting existing space, such as a private courtyard with staff swipe card access is very popular 8. A big compound, double-width shelter or 200 lockers is a bold statement which acclaims cyclists. Long-lasting assets that are becoming places for meeting fellow cyclists. They are a practical benefit, but their impact on changing the culture might be even more valuable. 9. Maintenance training is popular and can also be a way of building up a network of cycling supporters. 10. Training may appeal to some sectors (e.g. males) if it is described as Urban Cycling Skills 11. Bike Doctor Schemes - can in theory reinvigorate dormant bikes. The majority of users at all sites so far have been existing cyclists. A voucher scheme may increase efficiency 12. Pool bikes can fashionable (eg Dawes Diploma) and be combined with a try before you buy. 13. The JCUH have real social marketing strategy (not just adverts of social things) with input from a national marketing agency. Targeting via organic catchment areas and the personalised marketing campaign are good examples. 14. With small numbers of cyclists can develop a personal relationship with all potential users. A contact management database can be developed relatively easily and used to guide a targeted approach.

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15. Testing of marketing material suggested that the brand NHS has positive attributes and that Change4Life is well recognised. Bike4Life is less recognised but easily understood. 16. Salary sacrifice bikes: Great potential even without VAT. Needs a permanently open window. 17. The benefits of cycling suggest that there should be closer links with Public Health. It is unreasonable to expect a facilities manager to run a multi-million project and promote health at the same time. 18. Ultimately the aim is to create a culture of cycling. This will take a multi-dimensional approach. 19. All hospitals have a Travel Plan. This should be used as a basis for managing car use and establishing a fair parking price.

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CYCLE ENGLAND THE NEWCASTLE UPON TYNE HOSPITALS NHS FOUNDATION TRUST
Monitoring & Evaluation: Finding New Solutions Cycling Project

Geoff Gardner & Associates 23 Bradley Ave, Northallerton, DL6 1SE T: 01609 780075, M: 07 9050 782 76 cycling@about2change.co.uk
31st March 2011
1.
INTRODUCTION .............................................................................................................................................. 4 1.1 1.2 1.3 Background ........................................................................................................................................... 4 Hospital Location .................................................................................................................................. 5 Managing the Project ........................................................................................................................... 6
2.
MONITORING ................................................................................................................................................. 7 2.1 2.2 Cycle Parking counts ............................................................................................................................. 7 Cycle Counts on Access Roads .............................................................................................................. 8
3.
CAPITAL ITEMS ............................................................................................................................................... 9 3.1 3.2 3.2.1 3.2.2 3.2.3 3.3 Cycle Compounds ................................................................................................................................. 9 Bike Lockers ........................................................................................................................................ 11 Locker Usage and Intent ................................................................................................................ 12 Locker Allocation ............................................................................................................................ 12 Opportunistic Bike Parking Provision ............................................................................................ 13 Summary of Cycle Parking Designs .................................................................................................... 14
4.
NON CAPITAL ITEMS .................................................................................................................................... 15 4.1 4.1.1 4.2 4.2.1 4.2.2 4.3 4.4 4.5 Training ............................................................................................................................................... 15 Bike Maintenance Training ............................................................................................................ 16 Assisted Bike Purchase Schemes........................................................................................................ 16 Bike To Work (Salary Sacrifice) Scheme ........................................................................................ 16 Middlesbrough Healthy Towns Incentive Bikes ............................................................................ 18 Bike Doctor ......................................................................................................................................... 19 Pool Bikes............................................................................................................................................ 19 Bicycle User Groups ............................................................................................................................ 19
5.
MARKETING .................................................................................................................................................. 20 5.1 5.2 5.3 Market Research ................................................................................................................................ 20 Identifying Target Groups .................................................................................................................. 21 Matching Promotion to Opportunity ................................................................................................. 21
5.4 5.5 5.6 6.
Communications ................................................................................................................................. 22 Personalised Journey Planning .......................................................................................................... 24 NE Hospitals Cycling Website ............................................................................................................. 25
NEXT STEPS. CONTINUING THE MONITORING ............................................................................................ 26 6.1 6.2 6.3 6.4 6.5 Combined Travel Plan and Cycling Surveys ....................................................................................... 26 Snapshot Surveys................................................................................................................................ 27 Qualitative Research .......................................................................................................................... 28 Online Surveys .................................................................................................................................... 28 Impact on Health ................................................................................................................................ 30
7. 8. 9.
DISCUSSION .................................................................................................................................................. 31 CONCLUSION ................................................................................................................................................ 32 ACKNOWLEDGEMENTS ................................................................................................................................ 33
APPENDIX ONE: DESIGN OF STAFF TRAVEL SURVEY INCORPORATING CYCLE PROJECT EVALUATION. ............... 34 APPENDIX TWO: SNAPSHOT SURVEY ..38
1.
INTRODUCTION
This document summarises progress on a major new cycling initiative. The Cycle England Finding New Solutions (FNS) project aims to substantially increase staff cycling at five North East Hospitals. The significant additional level of funding has enabled new capital items and promotional activities to be tried. This summary has been prepared by independent specialists Geoff Gardner & Associates. It is based on more than 500 interviews with cyclists at the five hospitals, an online and paper snapshot survey, regular visits to each site and discussions with coordinators and other stakeholders. The monitoring reported here took place between September 2010 and March 2011. A number of factors conspired against a full scientific analysis and these have been well documented in the FNS final report, and it should be read in conjunction with this which also contains more thorough references and statistics. The approach taken in this report is to look for patterns and trends that might convey a narrative of value to travel plan coordinators in other health workplaces. This short summary should also be of interest to others with an interest in public health.
1.1
BACKGROUND
Hospitals have a particularly diverse range of staff, from highly specialist consultants to manual workers. There is a high proportion of female staff and a slightly higher than average age profile compared to the average for UK cyclists. Among the specialist staff in particular there are many who work at multiple sites. There are also those who spend most of their working week on the road making home visits. Regionalisation and technical advances mean that not all of the skills required in hospitals are available locally and postcode plotting shows that many staff travel large distances. The North East once had high levels of cycling, for example to the shipyards. However, the 2001 census showed all five hospital districts to have levels of cycling to work around one fifth of that in the city of Hull which is comparable climatically, socio-demographically and in terms of on-street provision for cyclists. Even in Darlington, which was designated a Cycle Demonstration Town, some staff there still refer to the lack of any cycling culture in the town.
FIGURE 1: PERCENTAGE CYCLING TO WORK IN SELECTED TOWNS (2001 CENSUS)
There appears to be a strong sense of identity formed within different work areas in hospitals which can border on cultural differences. For example, at the James Cook University Hospital (JCUH) in Middlesbrough both the Pharmacy and Physio teams have cycling levels at least double that of other departments. Team members report that they do feel some form of critical mass has been achieved and there is a sense that cycling is just what we do around here.
1.2
HOSPITAL LOCATION
Cycling levels appear to be as much influenced by NHS site organisation, car parking arrangements and the location of bus routes, as they are by specific provision for cyclists.
TABLE 1: LOCATION DESCRIPTIONS OF PARTICIPATING HOSPITALS
Location
Description
Cycle to Work Levels and source 4% (from staff survey 2010) Awaiting re-survey estimated to be 3-4%.
Newcastle Royal Victoria Infirmary (RVI) Newcastle Freeman
City Centre site near to bus routes and metro. Adjacent to University. No on-street parking within walkable distance. Suburban location. Walkable (just) from the metro and on just one main bus corridor. Surrounded by quiet streets and parks. Quiet suburban site, not near a train station and on a single bus corridor. Awkward distance from the town centre and other bus lines. Edge of Town location between two wellserved bus corridors and walkable (just) from two metro stations. Suburban location formed by consolidating several smaller local hospitals. On a single bus corridor. Adjacent rail halt still at the planning stage.
Darlington Memorial Hospital
3.5% (staff travel survey 2010)
Sunderland Royal
1.9% iTRACE survey 2010 4% Staff travel survey 2009
James Cook, University Hospital (JCUH) Middlesbrough
The size of the site and the cost of car parking will also have a major bearing on the cycling levels:
TABLE 2: CAR PARKING ARRANGEMENTS
Site (and number of beds)
No of Car Parking Spaces*

550 850 2000 700 1300
Staff Car Parking /month

40 40 16 20 16
No of Cyclists parked there on a typical day

325 125 65 30 20
RVI, Newcastle (600) Freeman, Newcastle (750) James Cook Univ. Middlesbrough (1000) Darlington Memorial (400) Sunderland Royal (1000)
* numbers at all of the sites are changing constantly due to redevelopment works
1.3
MANAGING THE PROJECT
Every single one of the North East hospitals was in the middle of major multi-million pound building projects during the course of the FNS project. At Sunderland, for example, a total of approximately 35Million was being spent on redeveloping almost one third of the site. In all cases this resulted in diversions of on-site pedestrian/cycle routes and car park disruption.
The departments with responsibility for managing the multi-million pound rebuilding works also tended to be the ones charged with the introduction of new cycle facilities. The complexity of Private Finance Initiative (PFI) funding can influence cycling. For example, control over car park charges cannot always be managed for optimum sustainability. The FNS project required action from coordinators within a relatively short timeframe, especially given the other pressures on them. This may have favoured larger contracts with single suppliers instead of a slower, more evolutionary incorporation into standard practices that would be more common with non grant-funded spending programmes.
2.
MONITORING
In response to the management and timing issues the monitoring had to be slightly opportunistic and concentrated on making the most of the available time and data. An important potential guiding principle was that the data should be checked for consistency wherever possible. For example, some triangulation of data took place to compare the information from three separate sources. Staff travel surveys, where available, formed one source of data. This was supplemented with cycle parking surveys and traffic counts.
2.1
CYCLE PARKING COUNTS
The primary mechanism for monitoring cycling levels was surveys of parked bicycles on each site. Counts were done at each of the sites on a monthly basis throughout the monitoring period of October 2010 to March 2011. The pattern illustrated in the table below shows how cycling numbers fell in the coldest part of the winter:
FIGURE 2: COUNTS OF PARKED BIKES BY MONTH
The high numbers at the RVI are partially explained by students, being especially high at the locations where the hospital faces the university. All cyclists interviewed, however, did say that they had some connection with the hospital.
Interpretation of the low numbers at the Sunderland and Darlington sites should recognise a certain amount of cycle parking that is not open to easy counting, such as inside offices or works units. A CCTV survey at the Sunderland site suggested that a total of around 35 cycles entered the site on a day when the number of parked bikes observed was only 15 and the Darlington coordinator reports several bikes parked in offices and workshops.
2.2
CYCLE COUNTS ON ACCESS ROADS
The flow of cyclists onto each hospital site was counted on a single day. The intention was to check for consistency with the parked bikes count but also to act as a pilot and help formulate instructions for a larger survey which could take place in busier times of the year. Some examples of the flow count profiles are shown below:
FIGURE 3: CYCLE COUNT SURVEY, FREEMAN
This count was of value in demonstrating that there are relatively few cyclists arriving for the start of the 7am shift and that staff working standard hours are the most likely to cycle. There is an ongoing review of working practices that aims to re-arrange standard hours to reduce costs. Groups such as pharmacists, for example, previously worked 9 to 5 with overtime used for early starts and late finishes. This is now changing to longer shifts, often starting earlier or finishing later, and with shorter breaks. As one radiologist put it I struggle to get to lunchtime events such as the Bike Group these days and when I finish my shift I am often too tired to cycle. A similar exercise was carried out at the Darlington Memorial Hospital on a morning which started dry but became wet and windy. Total flows were therefore low, as shown:
FIGURE 4: CYCLE COUNT ARRIVAL PATTERN, DARLINGTON
The Darlington count confirmed the coordinators estimate that there were approximately four bikes parked on site that were not then visible to a parking count. It also suggests that whereas a full survey might be justifiable at the Freeman, a labour-intensive survey at the Darlington Hospital would not be cost-efficient. Overall, the triangulation of survey methods suggests that a count of parked bicycles, whilst not perfect, is a cost-efficient means of monitoring, especially when combined with local knowledge.
3.
CAPITAL ITEMS
All of the sites introduced capital items such as bike parking facilities. The five sites provided examples of a good range of cycle parking facilities. These included new compounds of varying designs, lockers, and conversion of existing space.
FIGURE 5: CONTRASTING LEVELS OF CYCLING PROVISION PRIOR TO THE FNS PROJECT. FULLY ENCLOSED HORIZONTAL LOCKERS AT THE FREEMAN (LEFT) AND OPEN SHEFFIELD STANDS AT THE DARLINGTON MEMORIAL (RIGHT)
The spending lag that is inherent in large publicly accountable organisations meant that the monitoring of the impact of the capital items could not start early enough to ensure full scientific rigour. The low numbers and variable timeframe also precluded too much scientific analysis.
3.1
CYCLE COMPOUNDS
The newly opened Newcastle Cycle compound is not yet in full use, but there is no denying it is a fantastically well-equipped facility and also a bold statement of the importance of cycling to the Trust. Electronic access and CCTV enable a very high level of monitoring and security.
FIGURE 6: THE NEW CYCLING COMPOUND AT THE RVI
The RVI compound has a microchip access key that has the advantage of being able to track exact usage by user, date and time. The disadvantage for users here is the need to store an extra device on their key ring and for the administrative challenge of making every person key in and then key out (even when someone politely holds the door open for them). At Darlington the new compound is also a solid statement of support for cycling, and is a good example of modern cycle compound design. It is fitted with a mechanical combination lock, chosen after considerations of access during power cuts. At one point during installation this meant that there were three separate codes for the entrance, exit and the new link into the main building. In comparison to the former internal compound with its single key this was initially unpopular with previous everyday users. The counts, however, show a steady increase in parked bikes, suggesting that it is attracting new users.
FIGURE 7: THE DARLINGTON CYCLE COMPOUND
The choice of access arrangements is a complicated one. One old site in Newcastle was popular as it had a Yale key that was simple and quick to use, though there were risks associated with one user losing such an
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easily copyable key. Sunderland also had a vintage Portacabin that was cumbersome but popular with its small band of loyal users. In Sunderland a private enclosed courtyard was fitted with new entrance arrangements for cyclists. Supplied by the Trusts main providers of door controls, this was completely integrated into the site-wide access control. This is clearly the best for users, and it also offers monitoring opportunities for coordinators. Sunderland have also created a new indoor cycle storage area on the ground floor of a new wing, again with ultra-easy swipe- card access.
3.2
BIKE LOCKERS
The FNS project enabled purchase of more than 200 bike lockers so it is worth giving special consideration to how they have performed. Bike lockers offer users a space to leave their bike which is secure from both theft and tampering. The bike stays dry and can be stored along with clothing, panniers and lights. Some store bikes horizontally using either a completely enclosed bin, or a perforated mesh cage. The majority are a vertical design in which bikes must be lifted and wedged in to a wheel clamping arrangement.
FIGURE 8: VERTICAL CYCLE LOCKER IN MIDDLESBROUGH
The lack of a visibility panel in the lockers increased security but initially hindered monitoring and inspection; full inspections needed a master key and a member of security to be present. After trying various means of inspection a simple L-shaped probe (based on a golf putter) proved the best way of establishing occupancy without compromising confidentiality. On balance a security peephole would be useful for all but the most vulnerable areas.
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The surveys showed that on a typical day there are between 10% and 25% of the lockers occupied. To investigate long-term usage, adhesive stickers were put across the locker door frames; these were broken when the locker was opened. This showed that typically around 40% were used at least once during a twomonth period. It also suggested that around 2% of lockers were occupied but undisturbed, with lockers being used for long-term storage, rather than for operational use.
FIGURE 9: EXAMPLE OF A SMALL UNOBTRUSIVE STICKER PLACED ACROSS THE LOCKER OPENING TO MONITOR USE
The usage figures appear to be low, though it is should be noted that surveys took place during the winter months. Different colour stickers could be used to monitor the spring and summer period.
3.2.1
LOCKER USAGE AND INTENT
Perhaps the most interesting thing about cycle lockers at the JCUH in Middlesbrough is that although there are sometimes only 25 lockers actually occupied on a regular basis, there are 225 people who have registered for one. This requires them to go to the effort of obtaining a form, signing it, writing out a cheque for 25 and returning it to the correct address. So lockers are highly desirable among staff, even though daily usage is low. There is a gap between stated intentions and actual behaviour. This represents a good potential audience for cycle promotions, and the JCUH is planning to take advantage of this. A survey of all those registered with a bike locker in November 2010 found that all but a few percent still wanted to keep their locker. Most users of the lockers report high satisfaction, although some problems of detail remain. One user complained about no solid feature inside the lock to chain their bike to, for example. Several had problems with lifting their bike into a vertical position. One or two said they can be a bit of a faff with one even having to fit narrower alternative handlebars. The reality did not always meet with expectation. The increasing trend for larger wheel bikes also suggests a try before you buy period would be useful. The cost of locker usage varied from a 25 refundable deposit in Middlesbrough to 26 per half-year in Newcastle.
3.2.2
LOCKER ALLOCATION
A central question raised by this project, especially at the Newcastle and Middlesbrough sites is the extent to which lockers should be allocated to individual users. From a user perspective the ideal solution is to have a locker close to their nearest entrance. Someone who knows they have a locker available can bring their best bike, fit their best lights, leave panniers fitted etc. If a locker was unavailable on arrival this would cause distress and delay. At every site there are those who cycle every day, without fail. For example 50 people cycled through sleet to the RVI on the first working day of January. These tend to be either non car-owners or dedicated lifestyle cyclists. Several, when asked, said that they would like a locker but thought that they must all be occupied. These people deserve a dedicated locker if they want one. If a way can be found to identify genuinely dedicated cyclists, there could be a system of dividing up the supply of lockers according to the arrangement as shown in the diagram below:
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Spares with Key at the Gatehouse Super Users. Personal Lockers
First Come First Served
FIGURE 10: POSSIBLE ALLOCATION OF BIKE LOCKERS
Holding back ten percent of lockers in reserve, for example with keys at the gatehouse, would cater for those who cycled in with expensive lights, panniers etc. on the assumption of getting a space. The percentage allocations could be kept under review and adjusted according to demand. Clearly each site would need to consider its own local security issues, but it is reassuring to note that the nearby Gateshead Queen Elizabeth hospital has been successfully operating first come, first served lockers for more than two years without problems.
3.2.3
OPPORTUNISTIC BIKE PARKING PROVISION Interviews suggest that the most sought after and cost-effective parking is that which has both natural surveillance and shelter. Good examples exist at the Newcastle sites where the busiest sites at both the Freeman and the RVI were open Sheffield stands taking advantage of the architecture of the building to gain shelter. One area beneath a cantilever overhang and another under an elevated walkway provoked reactions such as its so handy here that I havent bothered to apply for a locker. Others said that they had more confidence in the surveillance benefits of passers-by than they did in CCTV.
FIGURE 11: POPULAR CYCLE PARKING UNDERNEATH AN ARCHITECTURAL FEATURE, NEWCASTLE
FIGURE 12: CYCLE PARKING SECTION IN AN UNDERGROUND CAR PARK AT THE ST JAMES INFIRMARY IN LEEDS
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During short visits to comparator hospitals, the most popular cycle parking space at the Leeds St James Infirmary appeared to be a sectioned-off part of the underground car park - an opportunistic arrangement in which gaining access required collecting a key from a car park attendant. The Manchester Eye Infirmary had a similar cycle cage in a car park, and also had very popular parking spaces under architectural overhangs.
3.3
SUMMARY OF CYCLE PARKING DESIGNS
Considering all of the comments on cycle parking, some general observations can be made. The following table, based on the responses of approximately 100 users, gives a summary of overall patterns and preferences:
TABLE 3: CYCLE PARKING TYPE SUMMARY
Location Cycle compound
Summary of Staff Likes and Dislikes Most impressive is a completed steel building which provides parking, storage of pool bikes, lockers and BUG facilities such as an airline for pumping up tyres and spare inner tubes. This makes users feel highly valued. Best feedback so far was for a compound in a basement car park with a single key. The Darlington shelter is a double-width Perspex and steel construction that users think looks impressive and is steadily building users. Compounds are good for conveying a sense of socially normative behaviour, creating a sense of belonging when groups arrive/depart at the same time.
Cycle shelter
Good for keeping seats dry and perfectly adequate for cheap bikes. Some comments about new concave designs being prone to windblown rain. Open to tampering. Very popular as this is seen as a private space. Cost effective as conversion can be cheaper than a full shelter. Integrating access doors into the staff pass swipe cards is particularly popular. Expensive to provide, but very popular with everyday users, especially those with expensive bikes. Bikes easily push right in, even larger hybrids with panniers. Popular with medium range bikes. Concerns about a lack of frame fixing for extra locking internally. Occasional difficulty in lifting bikes to vertical position. Some bikes do not fit, such as the increasingly popular larger wheeled 29ers. Favourite design is the Sheffield stand rather than the butterfly-type design that risks bending front wheels. Best located where heavily overlooked and under cover from nearby buildings or walkways.
Conversion of existing space such as courtyard Cycle Lockers (horizontal)
Cycle Vertical
Lockers,
Open parking racks
Medical students made up a high proportion of cyclists in Newcastle. One interviewee at the Freeman had used some of her spare time to create an informal guide to cycle parking for fellow students because we
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change sites constantly, cycling is the best way to get here but until you know the ropes its hard to know the best places to park and how to get a key. The Newcastle cycle coordinator is producing a special guide for students and new arrivals which will be given out at induction days. On the day before one of the bike surveys at the Middlesbrough site there had been four bikes stolen. The evidence left behind demonstrated that the locks had been relatively cheap compared to the cost of the bikes and easily cut with bolt-cutters. All of the hospitals are now considering offering subsidised purchase of high security D-locks that include 800 insurance in their purchase cost. List price 37, these can be bought in bulk for 17.
4.
NON CAPITAL ITEMS
To supplement the introduction of new facilities, all of the hospitals also introduced supporting measures. These used ideas found to increase cycling levels elsewhere. Consultation with users helped determine the allocation of the grant.
4.1
TRAINING
During any interview of staff, especially of non-cyclists, at some stage there would be mention of the barrier of fear of traffic. What people mean exactly by fear of traffic is not properly understood (and would lend itself to a health sector research project). The only current options available to counter this fear are engineering measures - should budgets ever become available - or through education, training and publicity. All of the sites did some form of training. Middlesbrough Healthy Towns scheme trained 170 people. Darlington has been designated a Cycling Demonstration Town and free cycle training was offered to all adults in the town as part of this scheme. The hospital, therefore, referred interested staff to the council for training. This invitation to participate did not get many responses, however, and a more active form of mailshot of training vouchers is now being planned. Bikeability levels 1, 2 & 3 were offered to staff at both Newcastle hospitals and at Sunderland and were wellreceived. The numbers were rather low, but in comparison to the total numbers currently cycling they represent a good opportunity to increase the percentage cycling to work. In Sunderland, for example, during a month when only 20 people were regularly cycling to work, 15 people turned up on a cold winter Saturday for a training session on their day off. Feedback from the training teams suggests that the balance of training offered was about right. There was a higher proportion of older people and females doing Level 1 training. Discussion with a cycle trainer from a Manchester training organisation suggested that younger people and males were more likely to attend if the expression Urban Cycling Skills was used as this gave maximum separation from the memories of school cycling proficiency. The main benefits of the level 1 and 2 training were reported to be an increase in confidence among users. The course emphasised, for example, that cyclists do not need to restrict themselves to the gutter. In order to maximise the confidence benefits of training it should be possible to offer a backup service to trainees. Short telephone calls from the trainers giving personal messages of reassurance and encouragement are to be trialled in Sunderland. Two people at the Newcastle hospitals are locally known as cycling champions. As a result they were suitable candidates for full Training the Trainers sessions. This means that they can now offer Bikeability training themselves, though the exact mechanism for this has not been decided.
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4.1.1
BIKE MAINTENANCE TRAINING
One cycle trainer reported that a course participant had once pushed their bike several miles because they did not know how to put their chain back on. A five minute ultra-basic training session was therefore added to the Bikeability training course content. Feedback on the bike doctor at Sunderland was mainly positive but included one comment that it all happened so quick. It was nice to have adjusted gears, but the user had no clue as to how to readjust them next time they slipped. The Manchester training organisation reported that more than 60% of hits on their website were from people looking for maintenance advice. Sunderland are therefore planning to introduce short bike repair lessons as part of their next BUG meeting. At Darlington four members of the internal facilities management team had an intensive one-day maintenance session (by Edinburgh Cycle Cooperative in Newcastle at a cost of 49 per person). This has the advantage that the pool bike fleet can receive basic in-house safety checks and minor repairs, and provides a good informal support service for cycle commuters. There may be some scope for the theory of consistency and conformity to be used to increase cycling levels. This suggests that designating some users as trained basic mechanics and listing their names in a semi-public location, such as in the bike compound, will at the very least encourage those listed to cycle more regularly than they would if they were not such advocates.
4.2
ASSISTED BIKE PURCHASE SCHEMES
Although the average income of a cyclist is now higher than the national average wage, there are still many potential users for whom some form of financial assistance would be of help. Previous studies at the Transport Research Laboratory have suggested that as much as ten percent of staff could be influenced by such measures.
4.2.1 BIKE TO WORK (SALARY SACRIFICE ) SCHEME Participating hospitals are allowed to purchase bikes and make them available to staff who agree to a salary sacrifice. Users then save the equivalent of tax and NI. One disadvantage of the Bike-to-Work scheme in hospitals is that because NHS trusts cannot claim back VAT the savings passed on to staff are smaller.
This initiative is a very important component of workplace cycling, and surveys of local shop owners suggest it is an important stimulus to bike purchase. Savings are highest for higher rate taxpayers, but for the lowest paid the chance to pay monthly is, nevertheless, an attraction. The scheme at Newcastle is based on a rolling programme of one-month periods of open enrolment. In contrast the Darlington, Sunderland and Middlesbrough schemes had only windows of opportunity. It is noticeable that during a survey of estimated value of bikes at each hospital, the newest and most valuable bikes were at the Freeman and the least valuable were at the Darlington and Sunderland sites (though better ones there may have been parked out of sight). Sunderland did purchase a consumer credit licence. This works alongside the salary sacrifice scheme operated by Cyclescheme but allows an extension of entitlement beyond the normal 1,000 limit. Some have spent up to 7000 on a top-class bike. One drawback of this is that the trust then have to borrow the 7000 at commercial rates, which further erodes into the savings. Figures obtained from the finance departments were not always comparable, but included the following information which gives an indication of the numbers involved:
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TABLE 4: BIKE TO WORK SCHEME INDICATIVE LEVELS
Site
Description
Recorded uptake
Totals
of
staff
Newcastle RVI & Freeman
Rolling programme always open
698 during the period from Oct 2006 to Jan 2011. 191 since 2007 50 in autumn 2009 64 in spring 2010 65 in autumn 2010
Sunderland Royal Darlington Memorial
Windows. Consumer credit licence One month in spring and one in early autumn
JCUH Middlesbrough
Six weeks in spring and six weeks in early autumn
138 since Oct 2007
Alongside the variation in availability is a difference in awareness of the benefits within the five sites. Changes in advice from HMRC in summer 2010 added to the confusion, although both JCUH and Newcastle have taken advice from DeLoittes to clarify the position and improve the information they can give to staff. The Newcastle coordinator has produced a very comprehensive guide which helps staff understand their commitments and liabilities. The numbers registering at the Newcastle hospitals highlights the potential importance and also shows annual patterns. This suggests that a promotion in April/May would be particularly beneficial and the window should at least be open between April and October.
FIGURE 13: VARIATIONS IN APPLICATIONS FOR CYCLE SCHEME BIKES IN NEWCASTLE
In view of the long distances travelled, a promotion of Park and (Cycle) Ride using tax-free folding bicycles is being considered at several sites. This will work in partnership with a local bike supplier and highlight that
17
folding bikes are eligible for purchase tax-free even if just used for part of the work journey. As an example, those living within 5km of a station could be sent a direct mailshot and personalised quotation. An example of a marketing leaflet to promote Bikes to Work at the Sunderland Site is contained in the separate marketing pack (known as the ideas and worksheets pack).
4.2.2
MIDDLESBROUGH HEALTHY TOWNS INCENTIVE BIKES
Additional funding was made available to the JCUH through the Healthy Towns initiative. This enabled the purchase of two hundred Raleigh bikes that formed a package with helmet, lights, lock and training valued at around 300. These were then made available to staff for just 50. Recipients had to agree to use the bike for work and complete a travel diary. The Healthy Towns bike users were all offered a bike locker funded by the FNS grant.
FIGURE 14: MIDDLESBROUGH HEALTHY TOWN BIKE (IN PINK - SHOWN WITH SNAPSHOT SURVEY QUESTIONNAIRE ATTACHED TO HANDLEBARS ALONG WITH AN INCENTIVE ENERGY BAR)
The full rollout of training to 170 people was a major logistical exercise. As such, full distribution was not completed until the autumn of 2010. Monitoring has been via detailed travel diaries, which have had a slightly low response rate, especially during the winter months. Interpretation of the diaries received so far and counts suggest that fewer than 30 bikes are in regular everyday use. More intensive promotional campaigns are planned for the Spring and a simplified monitoring system is now being prepared to establish the patterns of use. Elsewhere in the UK similar initiatives have used loan bikes alongside personalised travel planning to encourage use. This looks to have had more success in encouraging use (perhaps up to twice as much) but has been more expensive (perhaps up to twice as much). In total, the Middlesbrough Healthy Towns scheme has given out more than one thousand incentivised bikes to the people of the town - which is an outstanding investment in healthy transport.
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4.3
BIKE DOCTOR
A Bike Doctor enables staff to have small repairs to their bikes at low or no cost. Ideally this could enable bikes that are out of action to be restored to roadworthy condition thereby creating a new cyclist. The James Cook University Hospital has been the most consistent in providing bike doctor services. A section of the site has been allocated for a van and a tent run by a local social enterprise/charity. The uptake has been rather low, however. An initial burst of interest during Bike-to-Work Week saw 43 repairs carried out, but by September this had slipped to nine. The bike doctor service is undoubtedly valued by those who do use it. Doubts remain, however, due to the low numbers unless it is very heavily publicised. Also the people who do use it are often those who cycle anyway, so the benefit is increased satisfaction, rather than increased usage. Sunderland and Newcastle combined a bike doctor service with other initiatives such as a staff benefits day. This increased the uptake but made it less frequent. Darlington did offer a bike doctor service during their bicycle roadshows. In future the same service - at a more informal level - will be offered by the internal staff who received maintenance training. Sunderland are now considering a bike repair voucher scheme, in association with a local shop, whereby staff can take their bike in and get the first 10 worth of repairs free (at a cost to the hospital of 7). This is also going to be extended to those living in cycle-to-work catchment areas where the bikes of some key target staff will be collected from home and delivered to the hospital site once fixed.
4.4
POOL BIKES
The Newcastle hospitals have a pool of bikes which have either been self-funded or received from initiatives such as City Council promotions. Additional pool bikes are to be purchased with the FNS grant. The bikes will be stored in the new compound and made available for staff travelling on NHS business. The fleet includes folding and even electric bikes. In Darlington the pool of bikes serves a dual purpose in that they are available for business use, but when not needed bikes are also loaned to staff on a rolling two-week loan period. This allows potential new cyclists to try before they buy. During the winter months user loan periods were extended slightly between reviews, thus reducing the amount of storage and handling needed by Trust staff. The borrowers accept that a bike can be called in if reserved for a business user or by mutual agreement if the bike is no longer needed. As a result the pool bikes have been in use for about three quarters of the days when they have been available. Sunderland is planning to replicate the Darlington model and has taken advice from the local bike shop as to which bikes are currently in fashion and hence most likely to be popular (Dawes Diploma for women and Giant Seek for men, apparently). Middlesbrough had eight bikes left over from the Healthy Towns incentive bike scheme and the hospital is proposing to use these as pool bikes once protocols have been established.
4.5
BICYCLE USER GROUPS
Each of the sites has tried to set up a Bicycle User Group (BUG). The response has varied, with no immediate obvious reason for the differences between sites. At the JCUH the BUG has been running on a tri-monthly basis for two years. The format has mostly been of a traditional nature, with a report from the facilities manager and an update of progress, but BUG members
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have also been involved in the decisions that helped guide the expenditure. The site has also benefited from a Healthy Towns project which helped stimulate interest. Sunderland have had reasonable attendance at their irregular meetings. The smaller Darlington site, on the other hand, allocated time and space for a meeting and invited everyone but got less than half a dozen attending. At the RVI a particularly enthusiastic radiographer started to invite some of his work colleagues for a ride after work. This increased in popularity up to the point where he had 70+ people on his mailing list. A short newsletter (called Cycling Weakly) is sent to all subscribers and the Trust is in the process of transferring responsibility for the BUG to this cycling champion.
FIGURE 15: CYCLING WEAKLY: AN EXCELLENT EXAMPLE OF A VOLUNTEER-LED BICYCLE USER GROUP IN NEWCASTLE
BUG participants suggest that a relatively small amount of money, say 100 per year, would motivate a BUG to find its own way to becoming self-sustaining. The act of getting a purchase order approved in a large organisation, even for this small amount, could demonstrate an employers faith in the BUG process.
5.
MARKETING
The term marketing is often used to mean advertising. In fact marketing is all about matching supply with customer demand in a way that benefits both. The term social marketing is often incorrectly used to mean the advertising of social things, but actually should represent an evolutionary bottom-up approach based on behavioural understanding. A marketing strategy should therefore be the very first thing that is created from the outset and should be used to guide the whole change process. The strategy should consider how to provide the best product at the best price (even if measured in effort not money) with promotions being made available in the right places. Due to the nature of the project planning the emphasis initially was on the provision of cycling measures used elsewhere such as the bike doctor and the training as described above. Ideally this should all have been part of the overall plan based on a social marketing strategy.
5.1
MARKET RESEARCH
The most fundamental rule of marketing is that it should be guided by research among actual users and not based on a top-down assumption of what might appeal.
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Travel plan surveys were available at all sites and formed a useful source of secondary data. For primary research a mixture of qualitative research among groups and with individuals was supplemented with quantitative surveys. Among other things this suggested that the NHS itself is already a strong and (reasonably) well respected brand. The Change 4 Life campaign has been on television (including in the half time slot of The Simpsons) and is well known, which means that Bike 4 Life was readily understood. The only other relevant campaign or brand recalled by any staff member interviewed was Are you doing your bit ? (a government campaign from around 2001).
5.2
IDENTIFYING TARGET GROUPS
Cycle numbers are low in the North East. As one consultant haematologist put it you have to be a little bit weird to cycle around here ... in some ways standing out is part of the attraction. This does mean, however, that the size of the group with cycling potential is small enough for a fairly personal relationship to be created. Marketing efforts should begin by identifying all potential users and creating contact management databases: and this has begun at several of the NE hospitals. Potential cyclists would include registrants for a cycle locker or attendees at a bike doctor session. It will be too difficult to target the entire 97% who usually do not cycle to work, but it might be possible to identify 20% who might. Sunderland and the JCUH are planning to use a communications campaign based on postcards that will also serve to get more names for the database. Exact targeting may depend on the priority objectives. For example, focussing on increasing the cycling miles of existing users will help health targets, even if transport targets are best served by increasing the numbers of new cyclists. An important part of Social Marketing is that it should become a collective effort. Unlike commercial marketing where one company stands to benefit there should be several beneficiaries from social change. As such it is important to involve anyone with a shared interest. This firstly requires an audit of stakeholders and an analysis of their motivations. In the health sector this is difficult and did not reveal as many potential partners as might have been expected.
5.3
MATCHING PROMOTION TO OPPORTUNITY
Theory suggests that behavioural change (like a detectives MMO) needs the means, the motivation and the opportunity. In cycling the opportunity is most strongly defined by distance. It is therefore critical to work out just how far it is reasonable to expect someone to cycle. At all of the sites an organic catchment area has been determined. This has used a selection of typical (i.e. old, young, male and female) cyclists who have been instructed to identify what is for them the boundary of where they could cycle easy every day and then go slightly further out to the easy most days limit. This then identifies the zones containing the highest number of potential cyclists. An example of the organic catchment areas on the original Sunderland survey form is as shown below:
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FIGURE 16: AN ORGANIC CATCHMENT AREA SHOWING EASY EVERYDAY IN SOLID AND EASY MOST DAYS IN DOTTED
The act of creating these zones was illustrative in itself. The boundary was chosen as a compromise between different views. Most of the zone boundary choices were surprisingly close but on occasions when they differed they helped illuminate such issues as I wouldnt want to cycle through that part of town on my own etc. The staff living in the easy every day zone can then be targeted by direct mail to their internal mail address. The exact intervention will depend on the project promoter, but at JCUH and Sunderland is expected to include a cycle route map showing the area between the hospital and their postcode sector. A personal letter of encouragement from a senior clinician will also indicate how many minutes this cycle journey will take (calculated using the free UK postcode geocoding service and some simple algebra). A tear-off section for respondents to request assistance, such as subsidised bike locks or bike repair service, will help potential cyclists overcome their specified barriers and will also make the mailshot interactive. An example of the letter, with MailMerge tags and the distance calculations is being made available to all coordinators.
5.4
COMMUNICATIONS
A communications plan should be used to guide the actual promotions that arise from the marketing strategy. This should include targeted marketing such as to the organic catchment areas but should also include some generic background marketing and some highly personalised interventions.
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FIGURE 17: EXAMPLE OF BACKGROUND PROMOTION MATERIAL, DARLINGTON
FIGURE 18: EXAMPLE OF A PROMOTIONS CAMPAIGN WHICH WILL GUIDE CYCLING PROMOTION IN SUNDERLAND
The JCUH has been helped in running promotions thanks in part to its Healthy Town status: this has aided its development of a social marketing strategy that mixes theory with creative ideas. As an example, during Biketo-Work week no less than 500 staff members were interviewed and invited to participate. This included giving out a free energy bar to anyone who expressed some inclination to cycle (the theory of reciprocation). Sunderland are using a local photographer to recreate the very popular internal communications campaign based on hand washing. A selection of typical cyclists from the hospital are to be used to demonstrate that people like us have found ways of overcoming the barriers that others perceive.
FIGURE 19: CYCLING THE PRETTY ROUTE TO TOWN. A LUNCHTIME RIDE IN MIDDLESBROUGH
FIGURE 20: BIKE TO WORK BREAKFAST, COMBINED WITH CYCLIST INTERVIEWS, MIDDLESBROUGH
Bike-to-work events at the JCUH included a free breakfast, which was combined with depth interviews and a lunchtime organised ride along the pretty route to town. Amongst other things the Darlington hospital participated in a cycle challenge scheme for the whole town organised by Challenge for Change. Staff pledged to ride and recorded their routes on a special website. The Newcastle hospitals had a combined bike and staff benefits event. This helped to increase the number of attendees, with more than one thousand people attending to learn more about staff benefits in general, eat healthy local food, and thereby mingle among the cycling promotion stands.
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The Sunderland hospital also combined a bike event with staff benefit day. This included new bikes for trial rides from a local bike shop and a bicycle-powered smoothie maker.
FIGURE 21: THE BICYCLE-POWERED SMOOTHIE MAKER
5.5
PERSONALISED JOURNEY PLANNING
At the JCUH a personalised intervention involved a self-specified cycle journey that was chosen by the user during a short engagement with a conversationalist. This was part of a Social Marketing campaign that used integrated marketing techniques with common communication themes, including the use of background priming messages. After testing various branding, the most popular was revealed to be the already recognised Bike 4 Life logo. This has been written up as a separate case study as it appears, so far, to be a good example of best practice. Early results suggest an increase in cycle use by around 10% of participants for what was a very cheap (200 plus unskilled staff time) promotion.
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P ERSONALISED T RAVEL P LANNING AT THE JCUH: P OSTCARD SIZE RECORD DISCUSSED WITH EACH PARTICIPANT . T HE TOP HALF WAS RETAINED AND THE BOTTOM ( BUSINESS CARD SIZE ) GIVEN TO STAFF MEMBERS INTERVIEWED .
P OSTERS USED IN THE BACKGROUND JUST TO HELP PASSERS - BY UNDERSTAND WHAT WAS ON
OFFER AND REASSURE THEM IT WAS NOT A COMMERCIAL SALES PITCH .
FIGURE 22: PERSONALISED TRAVEL PLANNING IN MIDDLESBROUGH
Specialists in marketing (rather than transport) refer to a marketing mix. This would include the full range of communications measures and public relations. Personalised interventions may well be included in this but are unlikely to make up the majority of the marketing efforts which should see a more balanced mix.
5.6
NE HOSPITALS CYCLING WEBSITE
As part of the FNS project a website is being created that will become a central source of information for everything to do with cycling to hospitals. It will include a self-monitoring system with some of the same advantages of the Challenge for Change scheme successfully used in FNS projects elsewhere in the UK.
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The website will also be a source of marketing ideas and practical worksheets to guide those who are given responsibility for cycling to workplaces after the FNS project has finished. The domain name is not yet fixed but there will be a link to it from the Newcastle Trusts website www.newcastle-hospitals.org.uk.
6.
NEXT STEPS. CONTINUING THE MONITORING
The monitoring study took place during a period of especially poor weather. There were also clashes with the NHS staff survey questionnaire (for which trusts must ensure a high response rate). Three sites had just finished, or were in the middle of, staff travel surveys for planning permission. It was therefore not a good time for more travel surveys relating to cycling. At most sites the implementation of measures was about half complete, making both a baseline and an effectiveness survey tricky. As a result more time was allocated to planning a good survey form, rather than implementing a less refined one. There was also emphasis given to preparing the way for future monitoring. For example all of the survey sheets have been collected together into a separate handbook with clear non-specialist instructions. Two main survey methods have been prepared: a full staff travel survey and a short snapshot survey of cyclists for paper or online use.
6.1
COMBINED TRAVEL PLAN AND CYCLING SURVEYS
The full usage surveys aim to combine a cycling survey with a survey that could be used to update a travel plan. The structure of this is as follows: 1. 2. 3. Introductory questions about job type and workplace How do you currently travel? How likely are you to use alternatives, and what can make this more likely?
These three questions are usually enough to update a travel plan, especially when combined with some qualitative work. There is then a branching question to sort out different levels of cyclist, leading to further questions: 4. What kind of Cyclist are you? i) ii) For those with a disability or who never want to cycle How strong are your views? For those who do not but who might want to cycle what can we do to help?
iii) For those who cycle but live too far from work how can we encourage occasional or part-way trips? iv) For those who already cycle to work what assistance works and how can we do it better? 5. Final demographic details, and end.
A copy of the questionnaire is included as an appendix and is available to test online.
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6.2
SNAPSHOT SURVEYS
Different types of snapshot survey reveal different insights into choice behaviour. Most of the best data comes from Middlesbrough as there was a reasonable interval between the measures and activities being completed and the survey period. The snapshot survey form was aimed at cyclists to determine how much value they placed on the new measures. Considerable effort was made to prepare and refine the structure so that it could get meaningful data that recognised the different types of cyclist and their respective needs. One way of doing this was to separately ask what the users consider important, and then what they thought of the provision. This required asking two questions: When you are considering cycling to what extent are the following measures important in determining your choice . How would you rate the provision of the following measures at your workplace...?
The responses were measured on the likert scale (from very high to very low). Whilst this is not a direct measurement, for illustrative purposes we can get some indication of rank order. This can be done by simply converting the responses to numbers or by combination, since something salient has a higher value. This also gives some indication of the neediness of the users. Some people (especially those who cycled during the colder months when the survey took place) are willing to cycling no matter what the provision.
FIGURE 23: PROVISION AND IMPORTANCE (RATINGS OUT OF 50)
This suggests, for example, that users consider lockers to be important and also think that they are well provided at the JCUH site. Training has relatively little value to these regular users but this might change if the survey was used more widely. This survey form design is included in the appendix. This has been trialled in Middlesbrough with no reported problems and a good response rate (especially when given out along with a free energy bar
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6.3
QUALITATIVE RESEARCH
Most of the findings reported here are from qualitative research of one form or another. At the JCUH a BUG meeting was allocated to the monitoring project and this enabled an investigation of what users wanted as a resource from the hospital. A series of open- ended questions and a voting system were used to produce the representation below:
FIGURE 24: BUG MEMBERS VOTES ON WHAT WORKS BEST (MIDDLESBROUGH)
This was based on a group workshop exercise using voting and user-determined categorisation. The sample size was not large but this was countered by there being a clear understanding of the task. It also took place at a site with a good provision of bike parking already in place.
6.4
ONLINE SURVEYS
Not all sites can access every design of commercially available online surveys due to firewall restrictions. Providing a survey tool is an important component of the forthcoming NE Hospitals Cycling Website. In preparation for a permanent survey on the NE website a short trial online version of the snapshot survey was prepared at the JCUH. This asked users direct questions about how many extra days they had cycled in total during the previous year as a result of each cycling initiative. This is not an ideal research technique but was included as a catch all final question. The summation of this is shown below:
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FIGURE 25: AVERAGE NUMBER OF DAYS EXTRA CYCLING GENERATED BY EACH MEASURE (PER CYCLIST SURVEYED, MIDDLESBROUGH)
The number of days extra stated by users is over a varied period, so these numbers are not precise but might represent a first estimate of the level of benefit. Once again lockers are stated to be influential and this also demonstrates the value of measures to provide staff with better bikes (the incentive bikes were provided by the Healthy Towns scheme). We can combine all of the responses and examine the two direct questions that were common to the online and paper surveys (How many days do you cycle out of 100 typical work days, and how many extra days have you cycled as a result of the new provisions?). This shows that there is a substantial group of those who cycle every day and therefore cannot cycle any more. This group is important, however, and should be nurtured. A second group of interest are those for whom almost all of their cycling is due to the new measures. These are shown in the scatterchart below along the 45 degree slope:
FIGURE 26: EXTRA DAYS CYCLED AND PREVIOUS CYCLE LEVELS OUT OF 100 DAYS AMONG THOSE WHO RESPONDED TO AN ONLINE SURVEY AT THE JAMES COOK UNIVERSITY HOSPITAL IN MIDDLESBROUGH.
If we once again accept the caveat over using a broad catch-all question then we can get some indication of the extra days cycling generated by the scheme. This might be represented as follows:
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FIGURE 27: ESTIMATE OF THE EXTRA DAYS CYCLED (PER 100 DAYS) AS A RESULT OF THE NEW FACILITIES
It is difficult to take a meaningful average, but out of the whole sample of 40 users the average number of days cycled as a result of the changes was 13 days per hundred typical cycling days.
6.5
IMPACT ON HEALTH
The small changes in cycling levels do not permit quantification of the projects health benefits. The general benefits of cycling on health have been well documented so are not repeated here. Advice was taken from the public health specialist Dr Charlie Foster of Oxford University, who helped identify the following particularly noteworthy but less well known factors that are of importance when it comes to cycling to work: Cycling lends itself well to regular exercise. Travel to work (like walking a dog) needs doing every day whether or not you want to. When cycling becomes part of the journey to work it is embedded into a healthy routine. Urban cycling includes beneficial periods of rest and recuperation (eg at traffic lights). Recent research suggests that muscle loading exercise is needed at least once a week. Short bursts of intensive exercise to failure of even just one or two minutes are also now being recommended. This means that the short hills around some of the North East hospitals can be seen as a good thing. Even allowing for the slight increase in road accidents, the health benefits of cycling mean that regular cyclists will live longer than non-cyclists and they should be in generally better health. Because the bodys weight is supported when cycling, it is suitable for people with a wide range of conditions, even those with some joint problems. One of the few areas it does not benefit is Osteoporosis (whose victims now include Chris Boardman). Sick leave is so expensive to businesses that even small gains can be highly important. Cycling can help with mental health issues which have especially expensive implications.
Some of these key points about health benefits can be used to guide promotional material. The importance for cycling in influencing health is such that all of the hospitals should probably be doing more to connect with the teams responsible for public and workplace health.
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7.
DISCUSSION
The region as a whole has lower levels of cycling than the national average. The gap is so big that it represents a cultural difference, rather than being just about individual travel choice. Cycling occupies a peculiar position in human choice behaviour. Interview surveys frequently came across those in particularly specialist positions with near identical education and work experience. Despite this, one would often have a passion for cycling whilst the other could not ever imagine riding a bike. The close bond between team members, common in hospitals, does offer the chance of using social pressure to increase cycling at more than just an individual level. Conversations with local cycle shops offer hope for the future. Road bikes are increasingly popular, sales are picking up among women and trends such as fixies and Amsterdam Bikes are reaching the North East. Getting people onto bikes and letting their opinions follow is often seen as an alternative to changing their attitude in advance. For this reason the salary sacrifice bike scheme is an important one. Even though VAT does not apply to NHS trusts, the scheme has still attracted enough subscribers to potentially double cycling at all sites. The Middlesbrough Healthy Town subsidised bike scheme is a separate but overlapping initiative. Early indications are that it may be around half as effective as more intensive hands-on loan schemes but, with the bulk buying discount the council negotiated, it could represent half the cost. By the time the council has given out one thousand bikes across the whole town there could be a tidal change of attitudes. It is perhaps surprising (at least to those from outside the sector) that the hospitals have done relatively little cooperative work with health promotion teams. On no occasion did obesity specialists, for example, become involved. This clearly is an opportunity for the future Public Health Leads. The other main cause for hope is the evidence that 225 staff at the JCUH in Middlesbrough are willing to pay 25 and fill in a two-page form in order to get a bike locker. Even though this may be just well meaning intention, and less than a quarter of them actually cycle daily, it does offer scope for marketing gain. Advice for this project from the eminent sociologist, Professor Shove of Lancaster University, suggests that cycling should be seen not as an individual choice but as a practice or a culturally recognisable phenomenon with its own rules, skills, identifiably associated equipment and defining images. These factors in turn interact with the images, skills and materials of car use, but also with the practice of consulting or nursing. There are expectations and social norms which, although hard to identify, are probably the reason why Hull has nearly nine times more cycling than Sunderland. Future work at the JCUH will be guided by this representation and will, for example, promote high technology cycles as being part of the image of what consultants do around here. Overall the Cycle England project in the North East would appear to have been worthwhile. It has enabled large scale trials of incentives such as parking lockers. It has paid for training for those who have, in some cases, never cycled in the previous sixty years. It has significantly raised the profile of cycling and has contributed towards a movement that could - for reasons of fashion as much as economics - be on the increase. The analysis of the results of the North East trial should be read in conjunction with an analysis of car parking availability and costs. This, in turn, could then form part of an internal marketing campaign. If a hospital has
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150 cyclists and the cost of a multi-story car park with the equivalent number of spaces exceeds a million pounds then cycling begins to make proper sense, not just for green people but also for accountants. Similarly, a modern hospital is always looking to improve and expand. The RVI has 42 cyclists regularly parking on a narrow strip of land underneath a building overhang. To accommodate these 42 people on 42 car parking spaces instead would clearly be a very inefficient use of valuable land in comparison to using it for something that would more directly improve health care.
FIGURE 28: BUILDING A NEW ONCOLOGY BUILDING ON A FORMER CAR PARK AT THE JAMES COOK UNIVERSITY HOSPITAL
A short report detailing the estimated return on investment will be created for the NE hospitals to share. This will be made available in a format suitable for inclusion in reports to senior management committees.
8.
CONCLUSION
The five hundred people who have been engaged in conversation and/or survey about cycling to the North East hospitals during the monitoring period have been appreciative of the FNS project. Monitoring took place during the autumn/winter period so there was a dominance of keen cyclists who have lower levels of need than occasional users. No individual measure appears to stand alone as an obvious or outstanding candidate for promoting cycling. Bike User Groups work in some areas but not others. Training is highly valued but serves low numbers. Bike Doctors so far have mainly helped existing users rather than create new ones. One-off events are weather dependent. One benefit of the low level of current cycling is that the group of actual and potential users is likely to be of manageable size. It should be possible, in marketing terms, to use a tailored dialogue-marketing approach. A key requirement should be the establishment and nurturing of a contact database, combined with a social marketing strategy and communications plan. People will only change if they can. When it comes to cycling this mainly requires them to live within reasonable distance. Asking typical users to create a subjective organic catchment area means targeting can be focussed only on those who live within reach as defined by their own peer group.
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Cycle compounds are greatly appreciated by their users who also report that they can help build a sense of shared belonging. Such facilities remind some people of the bike sheds removed or converted in the 1970s. Recreating the spirit of the era when cycling dominated the North Easts workplaces will not be easy; some form of cultural shift must form part of the step change necessary to regain the levels still found in cities such as Hull, Derby and Reading. The introduction of impressive new bike compounds, and the mass use of cycle lockers, provides a good practical level of service for cyclists. They also send a very strong signal that cycling has arrived at these workplaces, and has attained a level of corporate approval that is in the same league (just) as car use. It remains to be seen whether this image enhancement will create the cultural shift that will be the real legacy of the FNS project.
9.
ACKNOWLEDGEMENTS
The project was coordinated by David Malone in Newcastle and included Claire Dodds from Sunderland, Laura McQueeney and Rebecca Medd in Middlesbrough and Geoff Sweeney and James Gallantry in Darlington. This note was prepared by independent active travel consultant Geoff Gardner. For more information contact cycling@about2change.co.uk
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APPENDIX ONE: DESIGN OF STAFF TRAVEL SURVEY INCORPORATING CYCLE PROJECT EVALUATION.
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Travel to Work at the Hospital. Official NHS Trust Survey

Thank you for helping. Please answer as honestly as you can. There are no 'right' or 'wrong' answers and your views will help us make things better. It really should only take a few minutes to complete. * Required What hours do you usually work
Full Time Part Time When you are working normal days, how often are you at ..
Most of the Time RVI Half of the time Less Often or Never
Freeman
General
Other (please describe below)
The following shows some ways that people get to work. To show your travel choices please select one item from EVERY line in this list *
Everyday Most days Sometimes Consider it but rarely do Never
Car on your own as a driver
Car sharing with a colleague
Bus
Metro
Bicycle
Walk
Train
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If there were to be improvements made to the following alternatives to driving alone, what do you think your reaction would be Please select one item from every line
Would use every day An organised car share system to help arrange giving or receiving lifts A new affordable bus service from near your home The opportunity to work from home Improved cycle paths along your route Would use most days Would consider it but rarely do
Sometimes
Never
What would make the biggest difference to the number of times you travel by car on your own
Continue
10.
* Required
TRAVEL TO WORK AT THE HOSPITAL. OFFICIAL NHS TRUST SURVEY
Cycling
With regard to cycling would you say that you *
Have a disability that prevents you cycling (ROUTES TO PAGE 3) Cannot cycle and do not want to learn (ROUTES TO PAGE 3) Cannot cycle but might be interested in learning (ROUTES TO PAGE 4) Know how to cycle but do not do it at the moment (ROUTES TO PAGE 4) Already cycle but cannot cycle to work (ROUTES TO PAGE 5) Already cycle and can cycle to work (ROUTES TO PAGE 6)
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11.
TRAVEL TO WORK AT THE HOSPITAL. OFFICIAL NHS TRUST SURVEY PAGE 3
11.1
W HAT YOU THINK ABOUT CYCLING
To what extent do you agree or disagree with the following statement

Strongly Agree Agree Neither agree nor disagree Disagree Strongly Disagree
I think that cycling is a good way for people to travel
I think that the Trust should encourage people to cycle
Please
tell
us
more
about
your
views
regarding
cycling.
Back
Continue
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12.
How you might do some cycling

What are the main things that stop you from cycling more often Please tick all that apply
Do not have a roadworthy bike Do not feel confident about riding more None of my friends, family or colleagues cycle I would worry about my bike being stolen Other: If you could overcome some of the barriers please tell us about one cycle journey that you might possibly be able to make this year. It can be to any place at any time of the day or week For example, cycling to the park, going to the newspaper shop - or even borrowing a bike whilst on a summer holiday
How confident are you that you might make at least one cycle ride this year
1 Very Positive 2 3 4 5 Very Negative
Back
Continue
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13.
13.1
CYCLING AT LEAST FOR PART OF THE JOURNEY TO W ORK
If a way could be found to make the following options available, to what extent would you be interested
definitely interested might be interested not sure no
parking at the edge of the congested area and cycling the last few miles
Taking a bike on a train
Getting a folding bike to use on a bus
Joining a lunchtime or after-work cycle club
What could be done to make it possible for you to do more cycling either as part of the work journey, or in
general
Back
Continue
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14.
14.1
CYCLING TO W ORK
To what extent are the following important for you when you are considering cycling
Very important important middle unimportant very unimportant
Simple bike parking rack
Your own bike locker
Secure Cycle compound
Help with bike repairs
Support from friends / colleagues
Cycle paths along your route
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How do you rate the provision of the following facilities for cycling at your workplace
very good good middle bad very bad
Simple bike parking racks
Personal Bike Lockers
Cycle Compound
Help with bike repairs
Support from Friends / Colleagues
Cycle paths along your route
If you think of 100 days when you have been working as normal last summer, about how many of them did you cycle
A lot of support for cycling has been given at this site. Which of the provisions made for cycling has made most difference to you personally and why? Please give us as much detail as possible
To give us an approximate idea about how many extra days cycling to work have you done as a result of all of the measures to support cycling at this site
Back
Continue
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Travel to Work at the Hospital. Official NHS Trust Survey

About You
Please tick all the options below that apply to you
Male Female Under 18 18-55 55 and over We do not need your address but to make sure we have a good spread of responses please give us your postcode In conclusion please tell us your views about travel to work in general and healthy travel in particular
If you would like more information or to enter a prize draw for a 25 WHSmith voucher please give your email address here (which we will not pass on to anyone else). We are also interested in your job title,
though this is not essential
Back
Submit
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APPENDIX 2. DESIGN OF SNAPSHOT CYCLIST SURVEY
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CYCLE SURVEY YOUR VIEWS COUNT. PLEASE ANSWER HONESTLY THERE ARE NO RIGHT OR WRONG ANSWERS 1 2 Which team or department do you work in at the hospital ? Either as a percentage of normal working days, or in your own words please tell us how often you cycle to work Please describe how and why the amount you cycled over the past month was different to the amount you cycled in the same period last year ? On days when you dont cycle how do you normally travel ?
6. The hospital wants to support cycling and to do this properly we need to know your views. Please circle the appropriate answer on every line in both of the following columns ITEM Outdoor bike parking rack Individual bike locker Cycle paths on your route Salary sacrifice tax-free bike Support by colleagues NHS promotions such as User groups or breakfasts Help with bike repairs Adult cycle training Other (please specify) For me the Importance of this is
V high High Medium Low V low V high High Medium Low V low V high High Medium Low V low V high High Medium Low V low V high High Medium Low V low V high High Medium Low V low V high High Medium Low V low V high High Medium Low V low V high High Medium Low V low
I think the provision of this at the hospital is

V Good - Good Medium Poor V Poor V Good - Good Medium Poor V Poor V Good - Good Medium Poor V Poor V Good - Good Medium Poor V Poor V Good - Good Medium Poor V Poor V Good - Good Medium Poor V Poor ( Dont Know) ( Dont Know) ( Dont Know) ( Dont Know) ( Dont Know) ( Dont Know)
V Good - Good Medium Poor V Poor ( Dont Know) V Good - Good Medium Poor V Poor ( Dont Know) V Good - Good Medium Poor V Poor ( Dont Know)
7. Which of the provisions made for cycling has made most difference to you personally and why? Please give us as much detail as possible about what the cycling provision at the hospital has done for you
(continue overleaf)
8. Please try to estimate how many extra days per month you cycle to work as a result of the new cycling provisions introduced during the previous twelve months at the hospital
9 10 11 12 13
We do not need your full address but to make sure we get a good spread of responses please enter your postcode here would you rate the distance you travel as, for you: Too far far away - about right near very near And again to make sure we are representative are you Are you approximately 16-24 From 25 to 54 Male
55 and over
Female
Approximately how many days out of the last 7 have you done enough exercise to raise your breathing rate?
Many thanks for taking the time to complete this questionnaire. Please add further comments if you can on the inside flap and then fold, sellotape or staple and return via the internal mail. To enter a draw for a 10 WHS voucher (for just this site so with a good chance of winning!) enter your email here: For more information on this survey email cycling@about2change.co.uk which will be forwarded to your local Green Travel Coordinator.
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CYCLING TO WORK SURVEY Your Views are Important What do you think ?
Win a 10 WHSmith Voucher*
By Prize draw for this site only. Terms and Conditions apply. First Fold Here
NO STAMP NEEDED VIA INTERNAL MAIL Green Travel Coordinator Rebecca Medd Green Transport Advisor Hotel Services Gatehouse JCUH Hospital Main Site
LARGE PRINT AND OTHER LANGUAGES AVAILABLE FROM CYCLING@ABOUT2CHANGE.CO.UK Second fold here
like us to pass on to the relevant authorities then please tell us here The hospital is keen to get more people cycling. If you think about those people working here that you know best, what are the biggest barriers preventing them from cycling even just occasionally or for part of the way? What could be done to help?
IF you have any other suggestions or questions that you would
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A2.8
U-Cycle Nottingham Workplace Cycling Project
Nottingham U-Cycle Partner Interviews

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Professor Alan Dodson, Pro-Vice-Chancellor for Infrastructure, Information Services and Environment and Professor of Geodesy
Can you outline your role in the Ucycle Project? I am responsible for environmental strategy which includes reducing our carbon footprint, energy use and sustainable transport. The Ucycle project is a key element of our sustainable transport policy. As a member of the Ucycle project high level steering group I try to include reports from Ucycle in my meetings with the University of Nottingham environment committee and promote the project to members of the senior management team within other areas of the university.
What do you see as the key project achievements? The operational benefits are seeing the increased volume of students and staff cycling and the number of branded Ucycle bikes chained around campus or in the city, because of the way they look you really notice them. The more generic benefits that were perhaps not clear at the outset are the positive engagement with the City Council and latterly with Broxtowe Borough Council. Although we have always had some engagement with the City we now work much more closely on sustainable transport issues. For example, because we have project commitment from all the partners the City Council has worked towards making its investment in the city focus to some extent on our needs. Where previously we did not have that much influence on improving cycle paths/lanes outside the campus we have now developed good intercampus and external cycling infrastructure which we probably would not have been able to do without the project.
Are there other any other benefits? The scheme has been very popular with international students, I think that lots of these students are happy to cycle at home but have not been so keen to cycle in the UK due to lack of support, lack of bikes and because they cant bring their own bikes. So providing bikes for these students and encouraging them to cycle has been very important to the university. Cycle loan is also already an attractor for applications and we promote it at Open Days, and we hope to continue and expand the scheme as the years go on.
What are the main project challenges? We are quite involved with the students but less involved with the staff and we could do more there. While weve done really well there are lots of University staff who live very close to the campus and wed like to do more to get these individuals cycling. At the UoN we have strategic alignment with the whole sustainability agenda. However, it is a challenge to demonstrate to the senior management team how this specific project fits in with this agenda and why in the current funding climate this project should be a priority for investment going forward. At the start of the project I think everyone underestimated the level of activity that was needed to get things up and running, particularly in relation to the bike loan scheme. There were all sorts of details you dont think about when you decide to launch a scheme like this.
What recommendations would you make to overcome these challenges? We need to do more in the way of promotion, about what the project has achieved, to the broader university management. Although I am very familiar with what it has achieved if we are going to sustain and continue the project we need buy-in from all the university management and we need to promote a bit more at this level. Some of the project reports are too long and we need short promotional snapshots for senior management with bullet points of what has been achieved and why we need to keep it going. It is really important to keep up the momentum on a project like this and while we had lots of publicity in the city when we launched the bike loan scheme, we need to do some more publicity now about what has been achieved over the past year. Has the project influenced your personal commuting habits? I actually live 18 miles from the university so cycling is not really an option but the project has made me get out my bike which I hadnt ridden since my hip replacement. I brought it to a Dr Bike session to get checked out as it had been sitting in the garage for 5/6 years without being used, and as the weather picks up I will be using it more for weekend rides in the rural area where I live.
How has the project influenced they way people view your University? Internally there has been quite a lot of positive comment from students about cycle loan and the other activities around the project. Externally the project has helped to influence wider perceptions around University Green Leagues. Recently we also achieved second place in UI GreenMetric World University Ranking. Some of the metrics were around cycle parking, cycle paths access to bike loan, free buses etc. They Ucycle scheme helped us to achieve this award and is helping to raise awareness of the green reputation of the university as a whole. I also think that the project is helping to raise the profile of cycling within the wider community in particular with the branding of the bikes which people notice and talk about. Having new branded bikes really creates visibility around the project, new bikes are good because we know we can use them for 3-years, we know the standard of them and students know what they are getting whereas if they were recycled they could be allsorts. Would you recommend cycle loan to other universities? Yes, I have recommended it to other universities and I tell other universities what we are doing. What I would say is we might look at the different aspects as it is not just the cycle loan scheme, Dr Bike and the bike maintenance sessions have been incredibly popular. Some of the other things such as the Bikers Breakfasts you could do without. The led rides have not been as successful so I would advise starting a project with those left out and run the project around bike loan, bike maintenance and Dr Bike. What are the key differences you see as a result of the project? More bike lanes, safer cyclists because of the level of investment we have put in as a university. As a car driver driving around the campus I notice that I have a lot more space to give cyclists so I think the cycle lanes we have put in have helped enormously and are a visible thing that everybody on campus has noticed. They also help with general awareness of what we are trying to do. We had lots of cycle parking already, but we have put a lot more covered cycle racks in, we have three new academic buildings being built on our University Park campus at the moment and all of these include cycle facilities. The project has raised the profile of the cycling agenda, and cycle facilities are integrated into blueprints for all new builds as it is our standard policy that all new buildings should reach BREEAM Excellence.
Have your expectations been matched? I think they have probably been exceeded. As with all new projects working with partners you have not worked with before you always wonder if it is going to work, but everything has been delivered really well. For example, the bike loan scheme and the speed with which all 200 bikes were loaned really exceeded my expectations. With the help of the City Council the amount we have been able to do in terms of new infrastructure, roads, cycle parking and showers and the links through to Jubilee Campus is much more than I thought wed achieve to be honest! In an ideal world what would happen in the future? Id like to expand the bike loan scheme if we could because I think there is more demand that we could fill. We also need to look at what more we can do with staff loan schemes for inter-campus travel. While we will continue with the infrastructure weve achieved a lot already via the Ucycle project. I also think it would be nice if we could have some sort of Hub for student cyclists like Leeds has, hopefully we might have scope for a Hub in the near future either on this campus or on Jubilee. What activities and promotions would you like to see more of in the future? As I said before Dr Bike and the maintenance sessions have been excellent. I was really pleased with the publicity in the local press around the launch of the loan bikes. It has also been really good for the environment team to get involved with Green Week, Open Days and Freshers Week, in the future we should make sure that there is always input through the environment team into these university events. Why do you think this type of project is important? As a university we are obliged have a carbon management plan, at the moment that is only for Scope 1 and 2 but in the future we know it is going to look at Scope 3 and transport and commuting will be part of that It is also important from a promotional point of view, as we lead on sustainability research within the university this creates a level of expectation from students and other people we work with. In the future I would like to see this project more fully integrated within our environment strategy and the broader sustainable transport agenda so it is not seen so much as a stand-alone project. We also have a big push on staff and student wellbeing at the moment and the project certainly should be integrated with that, what we need to look at is how we get HR and other directors of departments connected with the project. Improving the way we communicate project success within the university will help with this.
Ellen Ronda, third year Erasmus student from Norway, currently studying Economics student at the University of Nottingham How did you hear about it? I was looking at the University of Nottingham website when I was at home in Norway over the summer and I saw the student loan bikes advertised in the news section. I thought it was very welcoming of the university to provide cycles for international students when they arrived. As soon as I arrived I made sure I signed up because I have always had a bike in my home country and the bike loan offer was a very attractive thing because it is so much easier than trying to find a bike to buy. Also the system for loaning the bike looked really simple. What has having a bike enabled you to do? I am very keen on sport but I live 30 minutes walk from the sports centre, having a bike means I can get there much quicker and more often. The bike also makes me much more mobile and I dont have to learn how to understand bus system. I live on Campus so I dont use my bike to get to university, but I use it to go to Lenton, the City Centre, to explore the city, go to sports and visit friends. What improvements could we make? Collecting the bike was a bit of a challenge as I had to go to another campus, I think this might have put some people off, it would be good to have somewhere easy to find on campus where students could collect bikes from. What are the benefits to you? Having the bike makes me really flexible, I can cover short distances really quickly, and now that the weather is improving I will be using the cycling map I was given to do some cycling tours around the city. I think that having a bike makes me go out more because if I got the bus everywhere the marginal cost would be too high, so I suppose it gives me freedom. Has student bike loan matched your expectations? The price for the loan bikes is very fair and cheap, I couldnt buy one for less and I was very positively surprised at the quality of the bike as I had expected something older and simpler, Im really pleased and happy with my bike!!! Do you think other universities should offer Student Bike Loan? Yes! Even though I live on Campus I love having the bike for exploring the local areas and it gives me the opportunity to move around in rush hour as bus is at a standstill over this period What is your experience of cycling in Nottingham?
Winter was a challenge, but the cycle paths around the city are very good and it feels safe. I think cycling in the city centre is less good and I try to avoid the Victoria Centre.
Why do you think the project is important? Its important because it encourages people to cycle, and because its so easy. Lots of the bikes I see around are Ucycle bikes but I am surprised that more people dont cycle as it saves time and everyone seems to live in Lenton which is such an easy cycle to the University of Nottingham .
Interview with Greg Simpson, Director of Nottingham based PR company, Press For Attention. Beginning on November 24th 2010, Nottingham Based PR consultant Greg Simpson set off to attend a series of client meetings across the East Midlands on one of Sustrans Ucycle hire bikes. Despite freezing conditions, Greg completed the three day journey in aid of Movember, a charity that raises money for mens health issues, particularly male specific cancers, accepting donations from clients, suppliers and the general public. Has swapping the car for a bike left an impression on Greg? So, Greg, How was the trip? Hell on earth!, physically I found it vey had work, primarily due to the distances involved. Where did your trip take you, and how far did you ride over the 3 days? I left My office on Jubilee Campus, University of Nottingham and headed straight out to Newark, Then Lincoln, Melton Mowbray, Leicester, Hinkley, Ashby - de-la-Zouch, Loughborough and finally back to Nottingham. I covered 350 miles in 3 days, as well as attending various meetings and giving PR coaching sessions in exchange for charity donations. I ended up raising 350 for Movember. Thats quite a ride, has it shaped the way you think about cycling as a means of transport? Definitely, as someone who drives regularly, spending so much time on the bike has really improved my tolerance of cyclists and allowed me to see road use for a cyclists perspective, both in urban and rural areas. It also made me see that I can actually cycle a lot further than I thought I would be able to, despite it being tough going, not least because of the wet and cold conditions. Did you encounter any major problems or difficulties cycling around the East Midlands? The first problem I came across was parking my bike, as an inexperienced cyclist, I wasn't sure where to park legally and safely, in areas that didn't have specific bike parking. I also had some difficulties in parking my bike in some areas that had low levels of on street bike parking. I would like to see a better guide to the availability of cycle parking in city centres across the East Midlands! My only other real problem was following cycle routes. As a motorist you tend to take different routes between towns than you would on a bike, and as an inexperienced cyclist, following the road signs aimed at motor vehicles can often leave you travelling on roads less than suitable for bikes. So what about the Ucycle bike, how did that fare on its voyage, any problems? The bike was excellent, really good . No problems apart from the fact that the saddle became quite uncomfortable, but that could have had something to do with the 350 miles Id ridden. I managed to pick up one puncture, at 8pm one evening, and not one motorist stopped to help. I ended up pushing to a garage and persuading them to let me use their pressure pump. So apart from raising a fantastic amount for charity, has the experience prompted you to do more cycling in your day to day life? Yes it has, actually, as I mentioned earlier, the experience has taught me that I could actually ride a great deal further than I thought, so I went ahead and bought myself a hybrid commuter bike that I intend to use for commuting to work, especially when the weather improves, and for general fitness cycling. Not so sure if I'll be doing 350 miles in 3 days again any time soon though.
Interview with Joanne Chalmers, Research Fellow, University of Nottingham, based at Kings Meadow Campus. Are you a regular cyclist? Yes I am, I commute to Kings Meadow Campus from my home in West Bridgford on a daily basis. I also use the bike for leisure cycling at weekends. What does having a bike enable you to do that you otherwise wouldnt? Riding a bike gives me a degree of certainty about travel times that I cant get in a car or on the bus. Regardless of traffic, I know its going to take me the same every day on my bike. I can also make short journeys at short notice, and never have to worry about the hassle of parking. How did you become aware of the Ucycle Project at the University of Nottingham? You know Im not actually sure to be honest? I think probably through staff emails. I receive regular newsletter emails from Sarah, which are my main means of communication with the project. What do you view as the major achievements of the project at the University of Nottingham? Well I was already a cyclist, so I guess it is preaching to the converted really. Its given me a good point of contact regarding cycling, but other than that, It hasn't made a great deal of difference to me on a personal level. I do think that the projects work on developing the cycling infrastructure is really positive. More secure parking, and increased provision for cyclist on and around the campuses can only be a good thing. What more could the project do, and where do you see it as lacking? I think that the project needs to focus more on the barriers that are preventing individuals from cycling. Finding out what is preventing an individual from riding, be it image, lack of confidence, not knowing routes etc and tackling them would be facilitate people taking up cycling. I think the image of cycling puts a lot of people off, as they see it as a sporty, Lycra clad activity and not something that they can do in their regular clothes. I also think that the project should publicise the existing facilities for cyclists a lot better. For example, we have excellent showering, changing facilities and bike storage here at Kings Meadow, but most people don't know where they are if you ask them. Away from the University, what are your views on cycling in Nottingham? I think that the cycling provision in Nottingham is really good, for example, West Bridgford, where I live, is extremely well catered for in terms of cycle routes and bike parking. I think that there are some areas of the city where the cycle routes need better planning and maintenance, and any improvements that take place are only a good thing in my eyes. I do think that there is a lack of secure bike parking in the city centre. Sheffield stands are OK, but Id like to see some more security at some locations.
Do you view projects such as Ucycle as important, both locally and on a larger scale? I see projects such as Ucycle as being an excellent platform for the collation and dissemination of information surrounding cycling and cycle usage in a given area. This information can then be put to good use in furthering the development of cycling, infrastructure, culture in both a local setting, and possibly as a guideline for larger measures, nationally or in other areas.
Julie Gardner, third year exchange student from Canada, currently studying History and Geography at Nottingham Trent University How did you hear about the Ucycle Project? I received some information about it in the international students welcome pack that we were given when we started here. What has hiring one of the Ucycle bikes enabled you to do whilst living in Nottingham? Having the bike has enabled me to get from my accommodation in Lenton, out to the NTU Clifton Campus, a good 3 miles, considerably faster than the bus. It also means that Im not restricted in my journeys by the frequency and range of the busses, I can easily go to areas that would have been relatively difficult to reach by public transport. I think this is particularly useful if Im, say, visiting friends late in the evening as Im not rushing to get the last bus home. In addition to this I have been able to discover new areas of the city that I most likely wouldnt have visited had I not hired a bike. What improvements do you think could be made to the project? I do think that there could be slightly better communication about the project with the hirers, maybe more email updates during the initial hire period. What are the benefits that having a bike has had for you? Having a bike has been great, a part from the benefits I mentioned earlier regarding travelling in the city and I feel that as well as being great exercise, cycling around helps clear the mind after studying or work. I think cycling improves my wellbeing generally. Do you think other Universities should offer student bike loan schemes? Yeah I think its a great program, but Ive never really heard about it being offered at any other Universities here or in Canada. I think its really important for people to learn the benefits of cycling at this age as they will then be inclined to take it forward into their adult life. What is your experience of cycling in Nottingham since you arrived? Initially I found it quite scary, as there was a great deal of traffic and people seem to drive a lot faster here that in Canada. I also didnt really know the bike paths or cycle routes around the city, which was difficult, especially coming into the city centre. My classes take place at NTU Clifton campus, which is about 3 miles from my house, fortunately the entire route is on a traffic free cycle path, which makes the journey a lot easier. Why do you think the Ucycle project is important? I think that projects such as this are important for a number of reasons. They encourage people to adopt a more sustainable lifestyle and hopefully that ethos will stay with them throughout their adult life. I also think that by increasing the number of cyclists on the roads, the authorities will be more inclined to invest money in cycling infrastructure and developing better and safer facilities for cyclists. Offering cycle hire encourages people to be more active, and along with the associated health benefits of this, I feel that it enhances peoples experiences of a city. Smaller scale sustainable travel projects can facilitate large scale changes in transport policy at a regional and national level.
A2.9
Merseyrail Bike n Ride Project
Southport Cycle Centre - Merseyrail Southport Cycle Centre opened in May 2010. It is an inexpensive solution to the development of a cycle centre in a medium sized town. The centre consists of a small maintenance workshop/ cycle hire centre combined with 150 secure cycle parking spaces (double stacking Josta racks). It is sited within the car park/ taxi rank at the side entrance to Southport station within easy reach of cycle routes serving the north of the town. The building is of a modular construction and could be adapted to fit a range of locations. The scheme is a partnership between Merseyrail, Sefton Council and Southport Shopmobility. Southport is a seaside resort and dormitory town 20 miles north of Liverpool, with a population of 90,000 people. The town is served by two railway lines which terminate in Southport town centre. The Northern Rail line running east to Wigan and Manchester and the Merseyrail suburban rail line running south to Liverpool. The south side of the town is well served with a further 3 suburban stations at approximately 1 mile intervals. Secure cycle parking has also been provided at these stations as part of the Bike n Ride project. Parking is charged for at the main Southport station although is free either on street or in dedicated parking at all other stations. The car parks are full at the stations on the Merseyrail line and there is evidence of many commuters driving across the town from the north to park for free at these stations to commute to Liverpool. Southport was awarded Cycle town status in June 2008 and as part of this programme Sefton Council and Shopmobility were already running a successful cycle hire scheme aimed at the tourist market from the Park & Ride car park on the seafront and a number of town centre hotels. They were seeking to expand the scheme with the introduction of a town centre location to attract a wider audience and the rail station provided an ideal location to attract none car bourn visitors to the town and provide a focal point for the wider Cycle Town programme. The centre serves several purposes, to encourage commuters to access the rail network by sustainable means, reducing car bourn trips across town, and a focal point, provision of a cycle hire point and maintenance point in the town centre The centre resulted in no loss of parking spaces and no loss of ranking for taxis. It is open 7 days a week and provides, cycle hire with bicycles and trailers available for all ages, cycle maintenance and spares and accessories. The centre provides route maps and advice to customers on the range of routes available. The design for Southports Cycle Point and cycle cages at other stations on the line into Liverpool is modular, enabling Merseyrail to deliver a system that is standard across the network whilst fitting into the available space at each station. By standardising features it is easier for customers to use, as well as making maintenance and repair more efficient. Security is maintained by the open aspect of the units, internal and external lighting, CCTV and other specific safety features including shutters that close on entry to enable the user to load/unload their bikes in a safe environment. There is a stand-alone locker bank at Southport and cage style lockers are provided within the cycle stores at the other stations.
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Southport Cycle Centre under construction through to completion
Free parking retained alongside centre
Josta racks within a locked building.

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Storage for helmets is provided in a separate of lockers
Access for registered users is by smartcard bank proximity key.
The Southport Cycle Centre (and the secure parking at other stations) operates on the same swipe card access control system and remote flow monitoring - Net2 Plus Swipe card system. The remote flow monitoring is all controlled from Merseyrails offices in Liverpool and from this location swipe cards are programmed and issued, access and egress is monitored and individual card use trends are tracked. Users can apply in two ways: they can either request an application form from their local station or they have to register their details via the Merseyrail website and then complete a booking form/pay a 10 refundable deposit. See: http://www.merseyrail.org/your-journey/cycle-scheme.html
Adaptability of cycle parking structures - Merseyrail Cycle parking already existed at the majority of the stations that were scheduled for the Bike n Ride programme improvements, however the existing systems were very diverse in type and standards. They occupied areas of available space that were not ideal for purpose and not always obvious to the travelling public, security and weather protection was minimal. Merseyrail wanted to install standardised units that would be easily recognised by the travelling public, these units needed to have security and weather protection. Access to the units was to be standardised and simple in operation without too much impact on the work loads of existing station staff. Questions that were asked included: What was the available space at stations. Were these spaces affected by adverse ground conditions and services. What would be the restrictions on access for construction and end users. How would the new units impact on station operations and existing services. They were aware that due to the nature and diversity of stations across the routes, limited space would be available to accommodate secure structures. Ground conditions, buried surfaces and gradients would limit the type and size of structures that could be utilised. Other factors to take into account were how to get safe access to proposed locations for plant, and materials. Once constructed how would the units be accessed by the public, many station are small with limited platform space and are very busy during peak periods? Other issues would be sight lines for approaching trains, blind spots for security monitoring and the environmental impact on the area.

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Example of a typical station with the above issues - FORMBY Formby station is a busy commuter station with large park and ride facilities, good bus links, and a large residential catchment area. The station has narrow platforms with recently refurbished waiting rooms. During peak periods, travellers congregate around the park and ride entrance and the covered bridge, this makes access and circulation to the platforms very tight. The obvious space to locate a new secure cycle unit was at the northern end of the waiting rooms on the Liverpool platform. The ground in this area was on two levels with the platform being approximately 500mm above the adjacent carp park level. The available space contained a lighting column, an ACO drain system and station information boards. Access to the area was via the narrow platform, as already discussed this area was very crowded during peak periods. Following detailed research it was decided to install a two tier racking system as this would maximise the available space within the stations included in the scheme. It was clear that it would require space for a secure unit that provide the right amount of floor area to safely operate the racks, and the head room to accommodate the nominated two tier system. First step was to identify areas within the chosen stations that would fill the required criteria for the scheme, the quantity of racks that these areas would accommodate was then calculated. At this point professional input was sought from Merseyrails supplier chain Merseyrail wanted innovative ways of achieving the end goal incorporating the criteria that had been identified at the concept stage. The Strategic Team Group brought the best solution to the table in the form of a bespoke modular design that was adapted to fit into the available space. The units were pre manufactured in kit form to allow for ease of deliver and installation within the designated areas. This negated the requirement for heavy plant and lifting equipment.
Modular unit under construction at Hightown station. All the works took place within the confines of the secure compound.
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Due to the light weight design of the units, only minor works were required to install foundations, these were either in the form of individual foot pads or bespoke concrete base plates.
Foot pads at Rock Ferry station The issue on public access was overcome by the adaptability of the units allowing for entrance gates to be sited in the optimum location. Strategic Team Group recommended that to standardise access, an open weave electrically operated shutter be incorporated into the units. This shutter was to be controlled by means of a card reader remotely controlled by a central computer
Unit at Southport station showing card reader and open weave shutter. Please note key override to right of door.

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By carrying out detailed research at the concept stage of the project Merseyrail was able to identify the issues that would be encountered during the delivery of the scheme. The decision to involve the supplier network at an early stage was fundamental in overcoming these issues, their expertise and support allowed for a structured delivery that provided for a controlled approach meaning budgets and operational priorities were met. The adaption of a bespoke modular design that incorporated an easy to operate access system meant a modern user friendly safe Bike N Ride facility that made the best use of the available space at the stations could be delivered. This facility has in built upgradeability which fits with Merseyrail`s approach to continually improving the travel experience for the passenger.
The new unit at Hooton station showing the structures frame and lines

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A3
Sustrans Interim Evaluation Report

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Finding New Solutions

Monitoring & Evaluation Interim Report
March 2011
Acknowledgements Report authors: Andy Cope, Research and Monitoring Unit, Sustrans Lisa Muller, Research and Monitoring Unit, Sustrans Angela Wilson, Research and Monitoring Unit, Sustrans Hilary Fowler, Research and Monitoring Unit, Sustrans Isobel Stoddart, Cycling England Nick Cavill, Cycling England Research and Monitoring Unit, Sustrans Challenge for Change MVA Consultancy
Data analysis:
We would like to acknowledge the support of individuals in each of the projects and other organisations or consultants engaged on their behalf who dealt with the collection of data, and in some instances the analysis, and the supply of such to the authors.
Table of contents
Executive Summary............................................................................................................................. 3 1 Introduction.................................................................................................................................. 5 1.1 1.2 1.3 1.4 2 2.1 2.2 2.3 2.4 3 3.1 3.2 3.3 3.4 3.5 4 5 Monitoring tools and methods ............................................................................................. 6 Context of implementing monitoring and evaluation ............................................................ 7 Practical interpretation of theoretical structure .................................................................... 9 Report structure................................................................................................................. 10 Cycle Devon....................................................................................................................... 13 Pedal Peak District............................................................................................................. 25 Cycle Xtra .......................................................................................................................... 35 Leisure Summary and Conclusions.................................................................................... 41 North East.......................................................................................................................... 47 South West ........................................................................................................................ 55 South East ......................................................................................................................... 63 Ucycle Nottingham ............................................................................................................ 68 Workplaces Summary and Conclusions............................................................................. 75
Leisure ....................................................................................................................................... 11
Workplaces ................................................................................................................................ 44
Bike N Ride ................................................................................................................................ 76 Lessons from the Finding New Solutions programme ................................................................ 87 5.1 5.2 5.3 5.4 Implications of the FNS programme for growing levels of cycling...................................... 87 Lessons learnt from the Challenge for Change web tool.................................................... 88 Critique of FNS programme monitoring and evaluation ..................................................... 90 General lessons learnt........................................................................................................ 93
6 7
References ................................................................................................................................. 95 Appendices ................................................................................................................................ 97
Finding New Solutions Monitoring & Evaluation Interim Report March 2011
Executive Summary
The Finding New Solutions (FNS) programme consists of three principal strands Leisure, Workplaces, and Bike N Ride. Each strand is intended to test different, and in some instances, innovative approaches to getting more people cycling, more safely, more often. The projects are based at a series of hubs or destinations where it is relatively easy, and efficient, to interact with target groups. This report presents the findings of the FNS programme to the extent to which this is possible given that the delivery of the projects was not completed at the time of the analysis, nor had all the impact data been collected. The first part of the report looks at changes in cycling activity for each of the FNS strands, and their respective projects, based on data collected, and considers the relative success of different interventions as far as is possible, based on available evidence. This is followed by lessons learnt from the monitoring and evaluation of the FNS projects, aimed at organisations or groups who might consider undertaking similar projects in the future. Impact on levels and types of cycling due to experiencing an initial, positive leisure cycling experience For the Leisure strand of the project, initial findings available at the time of reporting from baseline and interim surveys indicate that a positive leisure cycling experience, accompanied by follow-up support and interventions, can contribute to more habitual cycling. Cycling levels have increased amongst Cycle Devon participants, as indicated by the rise from 27% to 71% of respondents reporting that they cycled regularly (defined as cycling at least once a week) Notable proportions of participants reported that they cycled more for leisure (47% of respondents) and for commuting to work/study (18%) in September 2010 compared with September 2009 The percentage of participants reporting that they cycled regularly in the previous four weeks for different purposes, increased by between six and 22 percentage points for all trip types Cycling levels have increased amongst Pedal Peak District participants, as indicated by the rise from 45% to 66% of respondents reporting that they cycled regularly Notable proportions of respondents reported that they cycled more for leisure (44% of respondents) and for commuting to work/study (13%) in September 2010 compared with September 2009 There is anecdotal evidence from participants from all three projects of both having enjoyed a positive leisure experience, and cycling more regularly afterwards as a result Impact on cycling levels to and from work The evidence base for changes in cycling levels currently varies between the different Workplace project locations. Ucycle Nottingham, partly due to getting an earlier start, has the most robust evidence indicating that cycling levels have increased amongst staff and students over the course of the project. Evidence from three travel surveys conducted throughout the year and a half since the project started at all Ucycle Nottingham institutions, indicate that cycling trips have increased amongst both staff and students at all institutions. The proportion of cycling trips increased from 8% to 13% for staff at the Nottingham institutions. For Nottingham students the proportion of cycling trips increased from 5% to 7%. A rise in cycling levels throughout the course of the project is further evidenced by a 24% increase in the counts of parked bikes at all university and teaching hospital locations. 92% of cycle hire scheme users have been cycling at least once a week.
3 Finding New Solutions Monitoring & Evaluation Interim Report March 2011
The results from the South East project locations indicate that Workplace Cycle Challenges were successful in changing the cycling behaviour of those motivated to participate in such a challenge. This is indicated by the increase from 24% to 38% of participants reporting that they cycled to work most days between the baseline survey and the three-months post-Challenge survey. Limited evidence from the South West and North East projects suggests that cycling levels amongst staff at some of the FNS hospitals may have increased over the course of the project. There is also qualitative evidence from the projects suggesting that staff at the hospitals have responded well to the good range of cycling infrastructure, events, activities and advice provided by the project teams. According to travel survey results, between 2% and 4% of North East NHS staff at hospitals benefitting from the FNS programme cycled to work in 2009 or 2010. The number of people signing up to the Cycle to Work scheme within the Newcastle Hospitals NHS Foundation Trust was higher in 2010 than in preceding years, suggesting an increased awareness of, and/or interest in, cycling. According to travel survey results, 5% of the NHS staff at Derriford Hospital, Plymouth; and 24% of staff at Bournemouth and Christchurch Hospitals reported regularly cycling to work in 2010. Parked bike data available from Bournemouth Hospital over a one year period suggests that the number of staff cycling to/from work may have increased. For the Workplace projects, with the exception of Ucycle Nottingham, it is still too early to say with any degree of certainty what impact the projects have had on levels of cycling to work/study, and in particular whether different interventions have been more or less successful in increasing levels of cycling. A lot of project initiatives are still being delivered and their impact on cycling levels will be captured later in 2011, when more detailed evidence will be available. Impact on cycling levels to and from railway stations At this stage baseline findings from the Bike N Ride strand of the programme can be presented1. Once all the results from the follow-up assessment of the Bike N Ride stations and their rail passengers are available (by April/May 2011) it will offer some evidence to show what changes there have been to cycling behaviour, and what initiatives have been most influential in effecting that change. Not all of the planned marketing of the facilities will have taken place before the follow-up assessment is concluded; meaning that, in some cases, there will not have been enough time for the promotional work to have taken effect. Results from the baseline assessment2 of the mode of travel of station visitors are encouraging regarding the capacity for increasing the potential for increasing cycling to/from the station. For instance: Only 5% of rail passengers cycled to the station, although 71% of non-cycling rail passengers lived within four miles of the station. 58% of rail passengers that drove to the station lived within four miles of the station. Only a small proportion of non cyclists stated that they did not like cycling, or cannot cycle (15%). Improvements which appeared to be most likely to encourage non-cyclists to cycle to the station were greater availability of cycle lockers and availability of information on cycle routes at the station. 17% of rail passengers who did not cycle to the station said they would consider doing so if either of these improvements were made.
Follow-up assessment to be conducted by MVA Consultancy February-April 2011 Baseline assessment conducted by MVA Consultancy March-April 2010. See Evaluating Performance Bike N Ride Benchmark Assessment. MVA Consultancy. May 2010
2
Introduction
Background The Finding New Solutions (FNS) programme started project delivery between October 2009 and February 2010. The aim was to investigate what measures work best to stimulate increased levels of cycling by targeting hubs, such as train stations, hospitals, leisure destinations and universities; where large numbers of people can be reached relatively easily and efficiently. The objective was to encourage people who do not cycle (regularly) to take up cycling for transport purposes to and from workplaces and railway stations. Leisure settings were also considered, although the main focus was to explore whether having a positive leisure cycling experience can contribute to more habitual cycling. The programme in its current format ends in March 2011. Sustrans Research and Monitoring Unit was commissioned in February 2010 by Cycling England, as part of their professional support team, to undertake the evaluation of the FNS programme, as well as collate all relevant monitoring information and data available from project partners gathered prior to, and during, the project delivery phase. The first part of the report looks at changes in cycling activity for each of the project strands, based on data collected, and considers the relative success of different interventions to the extent that it is possible based on available evidence. This is followed by lessons learnt from the monitoring and evaluation of FNS, aimed at organisations or groups who might consider undertaking similar projects in the future. Context In order to understand the impact of the cycling interventions within the three strands, an overall evaluation of the FNS programme was commissioned. The remit was to: agree monitoring plans with each of the project partners in the Leisure and Workplace strands provide guidance and support to the project partners in their data collection, particularly in the Leisure and Workplaces strands collate and analyse data provided by the project partners produce a baseline report in November 2010 presenting the results of baseline analysis produce an evaluation report by the end of March 2011
The aim of the evaluation was to answer three evaluation questions: 1 2 3 To what extent does a positive leisure cycling experience, accompanied by follow-up support and interventions, encourage people to take up everyday cycling3 more regularly? What package of measures works best to encourage more cycling to/from major workplaces? What package of measures works best to encourage more cycling to/from railway stations?
The particular focus of this evaluation programme was on the first two questions, whilst the monitoring and some evaluation of the Bike N Ride programme was commissioned separately by the Association of Train Operating Companies (ATOC) on behalf of the Department for Transport (DfT)/Cycling England, and carried out by MVA Consultancy. The monitoring of cycle use is challenging especially if the objective is to increase cycling in a group which currently does not cycle because, generally, only a small proportion of any given target population cycle. This is evidenced by the difficulty of detecting statistically significant changes in cycle usage in national data sets and other large data sets, despite their anecdotal documentation and regular detection on a project-by-project basis. The problem this presents is a
3
Everyday cycling in this context means cycling for everyday purposes, such as commuting to/from work or study, or accessing local amenities.
risk that the impacts of any large-scale programme may be undetected if an overly simple monitoring regime is used. The FNS programme has served as a key point of reference for the ways in which monitoring is conducted by various project partners; from the initial review stage in the context of a nonspecialised delivery programme, and from the delivery stages in the context of best practice. The learnings have been summarised in this report.
1.1
Monitoring tools and methods
Each strand has employed distinct approaches to monitoring and evaluation, which will be discussed more specifically in each chapter. However, some monitoring tools were common across more than one strand. Details of expenditure and outputs Details of the overall expenditure on the project, plus a range of outputs delivered by each project are presented in this report, to provide a broad indication of what has been achieved so far, against what has been spent. Each project team has provided extra detail on the overall project outputs in their end of year reports which were submitted to Cycling England in February 2011. Project activity diaries Partners from the Leisure and Workplaces strands were asked to keep a diary of project delivery activities that occurred throughout the duration of the project. The online activity diary developed for Cycling Englands Cycling City and Towns (CCT) project was utilised, making it possible to view activities of all projects in one place. Partners were each given log-in details to make entries into the diary for their respective projects. There are three core sections to the diary; Infrastructure, Smarter Measures and Unplanned Events (events that were not part of the work plan that could potentially affect cycling behaviour). It was proposed that information from the activity diary would be downloaded and added to quarterly or end of year reports thus avoiding any duplication of effort and ensuring that all project delivery information was captured in a coherent way. The events that were recorded over the course of the year have been presented here, and supplemented by an outputs table which, in some cases, includes a wider range of events and interventions than the respective activity diaries. Baseline surveys / assessment All partners were asked to undertake some form of baseline survey or assessment, in order to understand cycling behaviour and attitudes prior to the introduction of any pro-cycling interventions. The baseline analysis varies across the three strands, and between the projects within each strand. Follow-up surveys / assessment It was suggested that, ideally, baseline surveys and assessments be followed up during the course of the project, after a substantial amount of the planned, pro-cycling interventions, and associated promotion where appropriate, had been delivered. So far, interim surveys have been conducted for some of the projects, the results of which will be presented in this report. However, for most of the projects, results from the final follow-up surveys and assessments will not be available until after the conclusion of the FNS programme at the end of March 2011. Once published, the data should provide some key evidence for establishing the success of individual project outcomes. Automatic cycle counters Automatic cycle counters are typically inductive loop based mechanisms, collecting continuous counts of cyclists on an hourly basis. Cycle counter data has been analysed for three projects in the Leisure and Workplace strands. The data provides an objective overview of cycling trends at a given site.
Route user intercept surveys Route user intercept surveys have been conducted for two projects in the Leisure and Workplaces strands. The survey consists of four 12-hour periods during which manual counts of route users and intercept interviews are conducted. The survey period normally runs from 7am to 7pm. The survey takes place on one weekday during term time, one weekend day during term time, one weekday in holiday time, and one weekend day in holiday time. Results from the surveys are used to estimate the number of annual users of a particular route section. Other monitoring tools Many monitoring tools have been utilised by one or more of the partners, including, but not limited to: counts of parked bikes records of numbers of participants engaged in project activities through a project database, including users of bike hire and pool bike schemes snapshot surveys of staff cyclists Cycle Challenge surveys assessing participants levels of cycling pre, interim and post challenge engagement
1.2
Context of implementing monitoring and evaluation
This section maps the aspirational plan for the monitoring and evaluation at the start of the FNS programme, and how this developed during project delivery towards the production of this report. The premise of the evaluation process was to approximate a logic framework approach preferred by the Department for Transport (DfT) to deal with a wide range of transport interventions, whilst operating within the natural constraints of the programme (timing, costs, delivery, etc.).
Figure 1-1 Components of an intervention logic map
Context
Input
Output
Outcomes
Impact
Issues addressed and context in which it is taking place
What is invested, e.g. money, skills, people, activities
What has been produced?
Short and medium term results
Longterm outcomes
From Logic mapping: hints and tips for better transport evaluation, Tavistock Institute (2010)
The monitoring and evaluation team took a series of pragmatic decisions to slightly reinterpret this model, as illustrated in Table 1-1.
Table 1-1 Mapping of monitoring and evaluation stages for Finding New Solutions
Stage Context 1. Mapping the most likely change expected as part of the different project strands (consistent with DfT evaluation framework guidance, e.g. including Theory of Change approach)
Input
2. Develop consistent monitoring and evaluation frameworks within and across project strands to the best extent possible with view to core elements being applicable in all local settings while answering the evaluation questions 3. Collect relevant data and information from all project partners, in particular collecting true post delivery impact data from all projects supplemented with a variety of cycle count data to compare self-reported findings against 4. Analysing key change indicators and outcomes against project inputs and outputs with a view to answering the research questions 5. Strong evidence-based reporting, comparing the effectiveness of different interventions with regards to the evaluation questions, including assessment of the expected impact, based on true post evaluation impact data
Output
Outcomes
Impact
The reinterpretation of the model was due to some of the known constraints at the outset of the programme that limited the scope for a 'clean' evaluation, namely the fact that interventions had (nominally at least) commenced before the evaluation work was commissioned, and the fact that post hoc evaluation would have to take place before the projects had necessarily reached their conclusion. The practical implications of these decisions are expressed in the activities relating to the monitoring and evaluation programme detailed in Table 1-2.
Table 1-2 Mapping of monitoring and evaluation stages and activities for Finding New Solutions
Stage Context 1. Mapping the most likely change expected as part of the different project strands 2. Develop consistent monitoring and evaluation frameworks within and across project strands
Activity Reviewing delivery plans and contextual information to determine key areas of anticipated impact Devise a series of project specific monitoring and evaluation framework templates and guidance; suite of best available tools devised; detailed implementation plans Limited pre-intervention data collated; material derived from delivery and from monitoring collected as near to baseline as possible, where possible; post monitoring data collated; assorted monitoring reports and evaluation reports collated Ongoing, interim and final analysis; specific review of delivery plans, including delivery amendments, and study aims Report prior to end March 2011
Input
Output
3. Collect relevant data and information from all project partners
Outcomes
4. Analysing key change indicators and outcomes against project inputs and outputs
Impact
5. Strong evidence-based reporting, comparing the effectiveness of different interventions with regards to the evaluation questions
1.3
Practical interpretation of theoretical structure
In line with the logic framework approach detailed above, at the beginning of the project, following a contextual review of proposed activities, it was important to agree a framework and implementation plan with each of the Leisure and Workplace partners. This approach was taken to optimise the opportunity to consistently and effectively measure impacts over the course of the projects. The critical facets were to ensure that data collection elements were applicable in all local settings, and to ensure that the evaluation questions were addressed effectively. Leisure cycling The overarching rationale for the approach to data collection for the Leisure strand projects was to collect individual level data relating to the impact of the motivational behaviour change intervention, to collect data about the area-wide impacts of the project, and to record the nature of delivery and extent of reach of each project. Particular practical challenges included the varying degree of engagement of the different project participants. The level of engagement could vary from a longer term cycling activity engagement during holidays, to receiving information about cycling through advertising or participating in a short, one-off ride. In addition, the fact that some participants would have travelled to the project location from all over the UK, and were therefore likely to have limited or little ongoing contact with project delivery staff, was a consideration. Since the use of the behaviour change element was selected as the basis for evaluation, the (variant of) the Challenge for Change tool was therefore assessed to be the most cost effective way of measuring the impact on participant groups. The surveys pertaining to the Challenge for Change tool have been applied at two time points so far, with a third still to come. In the first instance, the tool sought to gather baseline data collection over the spring/summer 2010 to establish participants cycling habits at the time of the positive leisure cycling experience. An interim survey was conducted in October 2010 to gain an early indication of how participants' cycling levels had changed mid-project. Finally a follow-up survey will be conducted to ascertain longer-term impacts on participants (to be carried out in April 2011). Monitoring the cycle levels across an area was advised for all Leisure projects, and additional data collection was undertaken by both Cycle Devon and Pedal Peak District. The delivery settings for Cycle Xtra were not appropriate for such an approach. The project activity diaries provide finer detail about what interventions were delivered, enabling a fuller assessment of the impact of these activities. In each case, the monitoring and evaluation framework addressed the full range of delivery, and the specification of the finer detail of the monitoring and evaluation plan took into account local circumstances. For all Leisure projects, the online surveys included as part of the Challenge for Change behaviour change tool provides information about the extent of impact on individual participants, using three time points. This addresses the main stated aim of the Leisure strand; to identify the extent to which a positive leisure cycling experience encourages people to take up everyday cycling more regularly. There is also considerable qualitative feedback that provides a rich, personalised account of the impact of the initiatives. The online survey however was not designed to extrapolate any information about the impact that the project interventions have had on people who chose not to participate in the behaviour change programme. Nor was it intended to assess the impact of large-scale infrastructure changes. For Cycle Devon and Pedal Peak District a combination of route user intercept surveys and manual and automated counts of user numbers were undertaken to fill these knowledge gaps. It will be possible in the future, once follow up data is collected, to estimate various impacts of any infrastructure changes, including an economic valuation of the benefits.
Workplaces The overarching approach for the Workplaces strand was to conduct baseline workplace travel surveys to establish cycling levels before project delivery started, and one year later conduct followup travel surveys once all cycling interventions had been delivered in order to establish their impact. Workplace travel surveys were specifically designed to pick up small changes in levels of cycling to and from work/study. The particular metrics used were a standard travel to work question in combination with a week-long, travel-to-work diary and questions related to cycling during the working day. Ucycle Nottingham was able to use this survey but in the South West and North East results were taken from different surveys. This was either due to unfortunate timings, with some hospitals having recently undertaken a staff travel survey and not wishing to distribute another so soon afterwards, or insufficient time to adapt the existing, standard Trust survey format that needed to be used. In the South East, participants of a specific intervention were surveyed at three points in time. This was the main form of monitoring used. Workplace travel survey results were collected to supplement these findings, although no full data sets were available at the time of the analysis. The projects activity diaries were used as the basis for recording the nature and extent of delivery of cycling interventions. Counts of parked bikes, as well as route user intercept surveys and automatic cycle counters, were recommended to all projects to add objective data to the self-reported work travel behaviour data. Counts of parked bike data do exist for all of the projects allowing comparison of the levels of cycling to and from work collected through the different surveys. Ucycle Nottingham has collected a comprehensive amount of route user data, through surveys, manual and automatic counts. Once the follow-up surveys are collected and collated by the end of March 2011 this data can be used to estimate, for any follow-up final FNS project report, not only the change in usage on the new routes, but also the carbon saving due to reductions in car use. Bike N Ride The monitoring consisted of an audit of the existing infrastructure at the selected stations before and after the Bike N Ride project. In addition, a pre and post intervention survey of station users asking about how they travelled to the station was conducted. To some extent the survey directly targeted cyclists to get a better view of what users of the infrastructure thought about the facilities.
1.4

Report structure
to demonstrate what has been achieved through the programme so far to catalogue the activities, delivery and outputs for each of the projects to the extent possible at this interim stage to analyse all data received and compare with baseline data analysis where applicable, and to establish key findings and indicators of success where possible
The purpose of this report is:
The next three chapters will report on the findings by strand and a conclusion across the strands, with sub-chapters for each project. For each project within each strand, there will be three key subsections: project summary, project findings and future evaluation. The final chapter will provide monitoring and evaluation lessons from the programme.
10
Leisure
The monitoring and evaluation of the Leisure strand of the Finding New Solutions programme seeks to answer the research question: To what extent does a positive leisure cycling experience, accompanied by follow-up support and interventions, encourage people to take up everyday cycling4 more regularly? Summary of results Initial findings available at the time of reporting from the baseline and interim surveys indicate that, at least in the short term, a positive leisure cycling experience, accompanied by follow-up support and interventions, can contribute to more habitual cycling. Introduction to the Leisure strand For the Leisure strand of the FNS programme there were three projects: Cycle Devon, Pedal Peak District and Cycle Xtra. The Cycle Devon and Pedal Peak District project teams improved existing, or created new, leisure cycling infrastructure. All three project teams provided soft measures (such as Bikeability training and guided rides) and other promotional activities to encourage people to have a positive leisure cycling experience. These activities were, and are still being, followed up with various promotions, information/support services and activities to encourage participants to continue to cycle for everyday journeys after their initial leisure experience. Alongside the delivery of the project, the aim was to collect data to monitor changes in cycling behaviour to then explore if the (new) leisure cyclists were more likely to take up cycling regularly as a result of their positive experience. Background to the monitoring programme Challenge for Change online behaviour change tool
5
The key tool for the Leisure strand projects was a web-based, behaviour change tool developed by Challenge for Change (CfC) with a built-in, self-evaluation mechanism. CfC developed an interactive website for each Leisure project that was also used for administering surveys. People who had taken part in a leisure cycling activity were encouraged to register online, at which point they completed the baseline survey about their cycling behaviour. Once registered, participants6 could record their cycling trips to monitor personal cycling progress over time, challenge friends to cycle more and enter various competitions. They could also refer to a page on the website containing useful cycling information. Over the course of the year they received a series of emails including further advice and support about cycling from the partners. CfC designed and administered a baseline survey and an interim survey for leisure cycling participants. CfCs results from both surveys, summarised in this report, illustrate how cycling behaviour and attitudes amongst participants have changed since their positive leisure cycling experience and subsequent involvement in the online programme7. CfC have scheduled a final follow-up survey for April 2011, the results of which will demonstrate the extent to which initial changes in cycling behaviour and attitudes have been sustained.
4 Everyday cycling in this context means cycling for everyday purposes, such as commuting to/from work or study, or accessing local amenities. 5 More detail can be found in the Challenge for Change report See Finding New Solutions Leisure Cycle Programme: Interim Evaluation Report (February 2011) 6 Participants in this context refer to people who had a positive leisure cycling experience and subsequently registered onto one of the project websites 7 It should be noted that only responses from participants who completed both surveys have been analysed, so baseline figures reported in this report are slightly different to those reported in the FNS Monitoring and Evaluation Baseline Report (November 2010).
11
Estimating total number of people engaged in projects In order to evaluate the activities and events offered between March 2010 and March 2011, and the number of people engaged in each activity or event, the following sources have been analysed: activity diary entries for the Cycle Devon and Pedal Peak District projects, and a spreadsheet recording participants engagement for the Cycle Xtra project. Each project team has also provided extra detail on the overall project outputs in their end of year reports which were submitted to Cycling England in February 2011. Qualitative comments Qualitative feedback available from participants who took part in the many events and activities provided by each of the Leisure projects provides valuable anecdotal evidence of the success of the projects at providing experiences that were positive for their customers, and also the impact of these experiences at influencing behaviour change. Automatic cycle counters Analysing automatic cycle counter data is the simplest and most objective way of assessing the impact of investment into building, upgrading and maintaining routes and other hard measures to improve leisure cycling facilities. Not enough time has yet passed since these measures were installed to determine the extent to which the FNS investment has had an impact. In 2010, new automatic cycle counters were installed on key leisure cycling routes by the Pedal Peak District and Cycle Devon teams. Data from counters (including some existing prior to 2010) at key locations in Devon has been analysed in more detail to provide some case study examples. However, the counters in the Peak District have not been installed long enough to yield sufficient data for a similar level of analysis.
12
2.1
Cycle Devon
Summary of results Cycling levels have increased amongst Cycle Devon participants, as indicated by the rise from 27% to 71% of respondents reporting that they cycled regularly (defined as cycling at least once a week). Notable proportions of participants reported that they cycled more for leisure (47% of respondents) and for commuting to work/study (18%) in September 2010 compared with September 2009. The percentage of participants reporting that they cycled regularly in the previous four weeks for different purposes, increased by between six and 22 percentage points for all trip types. The most pronounced increases were for commuting to work/study (22 percentage points) and other utility trips (21 percentage points). These interim results indicate that a positive leisure cycling experience in Devon, accompanied by follow-up support and interventions, can contribute to more habitual cycling. It should be noted that only those who were registered on the Cycle Devon website (total of 1,372 people) have been surveyed. However, based on the estimates from the activity diary over 8,600 people have been engaged, either directly or indirectly. Summary of inputs and outputs Devon County Council (DCC) initiated the Cycle Devon project in spring 2010 to encourage people to take up cycling more regularly. This project is concentrated at five leisure cycling hub towns: Exeter, Exmouth, Newton Abbot, Tavistock, and Barnstaple. A comprehensive programme of capital works was undertaken to improve and upgrade leisure routes throughout the hub towns. The most significant piece of work is the section of cycle route between Exton and Topsham to complete the Exe Estuary trail. To complement the capital works, a programme of soft measures was delivered, which included events such as led bike rides and cycle training.
Table 2-1 Breakdown of Cycle Devon funding8
Total predicted grant spend by 31 March 2011 (to nearest 1,000) Capital 1,466,000 Revenue 518,000
Approximate total match funding (to nearest 1,000) Capital 4,7009 Revenue Not quantified10
Table 2-2 breaks down what Cycle Devons funding has delivered across three key areas: infrastructure; events, activities and initiatives; and marketing and promotion.
8 9
Based on the forecast financial outturn figures provided by the Cycle Devon team to the DfT in January 2011 Includes Regional Development Agency Grant, Local Transport Plan, Big Lottery and Council funding 10 Whilst no specific sources of revenue funding were provided, considerable amounts of in-kind time and resources were provided by all Cycle Devons partners
13
Table 2-2 Outputs for the Cycle Devon project
11
Key project activities Infrastructure Improving leisure routes including: Completed new section between Exton and Topsham (0.4km) Exmouth Marine Way to seafront, cycle route widening, provision of off-road link (0.5 km) Braunton lighting of Tarka Trail in urban area Newton Abbot four key new link routes (total 2.5 km) Upgrade of National Trust path (5.5km) Cycle links to leisure routes including: Tarka Trail two links and access improvement (0.8 km) Exe Estuary six links (2.3 km) Improved signage signage and way-marking to and along leisure cycle routes installed; around 70 new signs, including: Central information points at each of the hub towns Tavistock signing - Granite Way to Plym Valley Path Signing to leisure routes in Exmouth and Exeter Facilities including: Cycle parking and facilities in Exmouth, Barnstaple, Newton Abbot and Tavistock Cycle parking on the Exe Estuary Trail Solar studs on Exe Estuary Trail Access for all including: Cycle crossing Exe Estuary Access improvements (two new) Exe Estuary Newton Abbot and Exmouth Wheeling ramps at Starcross Five Cycle Fun Days held in each of the hub towns in the spring to launch the leisure cycling project. Activities on the day included free cycle hire, Dr Bike, puncture repair service, led rides, bike security marking, a pedal powered smoothie maker, disability trikes, try-out zone of circus bikes. Approximate cost (inc. advertising) =39,500. Estimated numbers attended = 6,000. Average cost / head = 6.50 Market research conducted with attendees of leisure events Cost 13,500, valid questionnaire completed 1,472. Average cost / head = 9 On-line behaviour change programme 1,372 participants registered to-date Cost (20102012) = 24,000. Average cost/head = 17 Organised cycle rides total of 82 rides and 1,045 participants, including 35 guided rides, with 447 attendees. Approximate cost (inc. advertising) = 7,500 Average cost/head = 24 Promotional event in partnership with National Trust 800 participants (300 took part in guided rides, 500 attended launch). Total cost = 6,000. Average cost/head = 7.50 Cycle Training (by Cycle Devon) total of 150 sessions and 200 participants School Sports Partnership project 490 participants benefiting from cycle training, at cost of 40,000 = 50/head. Barnstaple 90 sessions, Tavistock 36 sessions, Newton Abbot 22 sessions, Exmouth 96 sessions Bike security marking six sessions, 500 bikes security tagged or marked Dr Bike/maintenance session one session, 130 participants Treasure hunt one session, 18 participants
Events, activities and initiatives
11
Based on information provided by the Cycle Devon project team
14
Marketing and promotion
Advertising (estimated cost: 23,500) 50 bus back ads 60 newspaper ads 700 internet ads 111 radio ads Website development Cycle Devon website created (as distinct from the Challenge for Change website), including cycle journey planner (8,000 hits to-date with average dwell time of three minutes) One new social media site Promotional/information materials (estimated cost: 5,000) 20 press releases and 20 newsletter articles 10 promotional talks/seminars 10,000 leaflets printed and distributed 20,000 maps printed and distributed 1,000 posters printed and distributed 1,000 direct mailings A total of 57 articles have been generated in local press, with an estimated value of 56,000 income to Devon County Council Stands/presence at 17+ other shows/events including Exeters Cycle Sunday, Tour of Britain, Devon County Show
15
What cycling activities have been delivered in Devon? How many people have been engaged through these activities? Over the course of the FNS programme, the Cycle Devon staff have organised, or attended/contributed to, a range of activities and events in and around the cycling hub towns. A record of most of these activities was made into the activity diary, from March 2010 to March 2011, by Cycle Devon staff. The activity diary entries for activities and events involving direct engagement with the public are presented in Table 2-3 below. The events that were recorded over the course of the year are presented here, and supplemented by the outputs table (Table 22) which presents a wider record of events and interventions.
Table 2-3 Breakdown of Cycle Devon activity diary entries number of events per hub town
12
Type of activity Guided rides Maintenance / Dr Bike Bike security marking Training courses partnerships13 Fun stuff (eg. treasure hunts) Cycling 14 Festivals TOTAL Events
Barnstaple Exeter Exmouth Newton Tavistock TOTAL Total number Abbot of participants 6 11 7 5 1 6 35 1 447 30
500
490
14
7,150
17
10
10
55
8,631
A total estimate of 8,631 people have been engaged in some form of positive leisure cycling experience, based on findings from the activity diary. 1,372 people15 registered onto the Cycle Devon website. Hence, an estimate of over 7,200 people (of which a proportion will be under 16 years old) have engaged with the leisure cycling project but have not registered on their website. The extent of the impact of the project on encouraging people to cycle more for everyday journeys through a positive leisure cycling experience is potentially greater than just what has been measured through the baseline and interim surveys.
12 Numbers may differ to what is recorded in the outputs table, as events yet to occur are not included, and not all events were recorded in the activity diary 13 Delivered through the School Sports Partnership, the numbers reported here reflect the number of partnerships. 249 individual training sessions have been conducted through this partnership so far. 14 Includes the Cycle Fun Day launch events in spring 2010 in each hub town and the Killerton Cycling Festival in February 2011 15 As at 28 February 2011
16
What has been most influential in encouraging Cycle Devon participants to cycle?
16
Out of the 804 participants who received the interim survey, 271 responded17, giving a response rate of 34%. 55% of respondents to the interim survey were female. A large proportion (43%) were aged 35-44. The majority of respondents (57%) are living as a couple or extended family with children. Respondents to the interim survey were asked to rate how influential various Cycle Devon initiatives were in encouraging them to cycle. Rated as the most influential was the series of emails sent to participants with information on upcoming cycle events, advice and news. 70% of respondents rated this as very influential or somewhat influential. The improvements to cycle lanes and facilities were also rated as being very influential or somewhat influential by 66% of respondents. Around half of respondents rated the website, advertising, and the Car Free Day18 as being very influential or somewhat influential.
Chart 2-1 Rating of influence of Cycle Devon initiatives on respondents cycling behaviour
80% 70% 60% 50% 40% 30% 20% 10% 0% Public cycle events Car Free Day Website Infrastructure improvements Influential Guided rides Emails Advertising
36% 26% 43% 70% 54% 47%
66%
The timing of events may have some effect on the extent to which they are perceived or reported as influential. For example, Car Free Day was held at the end of September, only a few weeks before participants responded to this survey. What impact has the Cycle Devon project had on cycling levels of the online project 19 participants so far? In the baseline survey, 92% rated their initial Cycle Devon leisure cycling experience as excellent or good. In the interim survey, respondents were asked how often they had cycled in September 2010. The results from this question were compared to the results from the baseline survey where respondents were asked how often they had cycled in the previous 12 months. The number of respondents cycling regularly (defined as cycling at least once a week) has increased, from 27% at baseline to 71% in the interim survey. Most of the cyclists appear to have previously been occasional cyclists (defined as cycling less often than once a week). 77% of participants who were occasional cyclists
Results are based on data from Challenge for Change interim survey, October 2010 The number of survey respondents differs slightly to those reported in the Challenge for Change (CfC) report. For this report, the number of respondents is counted based on the number responding to at least one question in the follow-up survey. CfC have counted the number of respondents based on the number of people responding to Question 1 only. 18 Car Free Day is an annual campaign aimed at encouraging people to take up sustainable transport for the day. DCC actively subscribes to this campaign. All Challenge participants were sent an email about it and encouraged to record work cycling trips to win prizes. 19 Results are based on comparing data from the CfC baseline and interim surveys
17
16
17
at baseline now cycle at least once a week. The percentage of respondents reporting that they do not cycle at all has gone down from 17% to 10%.
Chart 2-2 Cycle Devon programme participants self-reported levels of cycling activity at baseline and interim
80% 70% 60% 50% 40% 30% 20% 10% 0% Regular Occasional Non-cyclist
27% 19% 17% 10% 56%
71%
Baseline
Interim
In both the baseline and interim surveys, respondents were asked how often, in the previous four weeks, they had cycled for various trip types, including: for leisure, for getting to work/study, to escort children to school, and for other utility purposes (such as to the shops, bank, etc). The number of respondents cycling more has increased for all trip purposes. In the interim survey, 66% of respondents reported cycling regularly for leisure purposes, an increase of 15 percentage points from the baseline. The number of respondents reporting that they cycle regularly to work/study has doubled. In the interim survey, 44% of respondents reported cycling regularly (defined as cycling at least once a week in the previous four weeks) for commuting to work/study, compared with 22% at baseline.
Chart 2-3 Percentage of Cycle Devon respondents cycling regularly for different purposes in the last four weeks, at baseline and interim
70% 60%
51% 66%
50% 40% 30% 20%

22%
44%
42%
21% 11%
10% 0% Leisure Work/study
5%
Escort child
Other utility
Baseline
Interim
18
In the interim survey, respondents were asked to report how often they cycled for leisure purposes and for commuting to work/study in September 2010 compared with September 2009: more often, less often, about the same, do not know, cannot compare. 47% of respondents reported that they cycled more often for leisure purposes. 18% of respondents reported that they cycled more often for commuting to work/study. Of the 47 respondents who stated that they cycle more for commuting to work/study, around three-quarters, (36 respondents), reported that consequently they drove at least one day per week less in September 2010 than in September 2009. Of the 18 interim survey respondents who did not own a bike at baseline, three now do own bikes. In the baseline and interim surveys, respondents were asked to report how often they used different modes of transport, including bicycle and car (as a driver and as a passenger). At baseline 49% of respondents used a bicycle at least once a week, compared with 62% in the interim survey. The percentage of respondents driving at least one day a week has remained unchanged at 85%, while the percentage of respondents travelling by car as a passenger has increased from 35% to 43%.
Chart 2-4 Proportion of respondents using different modes of transport at least once a week, at baseline and at interim
90% 80% 70% 60% 50% 40% 30% 20% 10% 0% Car as driver Car as passenger Bicycle Other
35% 26% 21% 49% 43% 62% 85% 85%
Baseline
Interim
What positive feedback has Cycle Devon received from participants? Qualitative feedback available from participants who took part in the many Cycle Devon events and activities provides valuable anecdotal evidence of the success of the project at providing positive experiences for their customers, and also the impact of these experiences at influencing behaviour change. Below is a selection of quotes that help to demonstrate that the Cycle Devon events and activities provided a positive leisure cycling experience for those taking part:
19
I wanted to say what a fantastic time we had on both our evening rides, the staff were friendly, enthusiastic and a pleasure to be around. Exmouth guided ride participant I am a wheelchair user, and this is the first opportunity Ive had to cycle. Newton Abbot Fun Day
participant
The Cycling Fun Day was a great morale boost for both of us. Barnstaple Fun Day participant There were many examples throughout the course of the project of people expressing their desire to continue cycling after attending or participating in a Cycle Devon event or activity. The following quotes illustrate the impact that the positive leisure cycling experiences provided by Cycle Devon had on participants cycling behaviour. This event is just what I needed to get motivated to start cycling again having not done so for around seven years. Newton Abbot Fun Day participant I have not cycled for over 20 years but have been inspired to get a bike. Exe Estuary guided ride
participant
Our aim now is to go on a cycling holiday as a family, something that would have been impossible before. Barnstaple Fun Day participant How many cyclists have been counted on routes in Devons cycle hub towns? How has this changed over time? In addition to registered participants in the Cycle Devon programme, and to those engaged through the programme of events, there will also be many other people who have enjoyed cycling on the new/improved cycle routes who have not been recorded at all. Automatic cycle counter data can provide some insights into the volumes of cyclists on the routes in Devon. Data collected at selected points on routes in Devons hub towns shows a wide range in the number of cycle journeys taken20. Counters in Exeter and Barnstaple indicate that the average daily cycle flow over the past two years is in excess of 200 at over half of the counters examined in detail. In contrast, counters in Tavistock indicate that the average daily cycle flow per day over the past year is less than 3021. Case study: Exe Estuary Trail The upgrade and completion of the Exe Estuary trail between Exton and Topsham is the main infrastructure project in the Cycle Devon programme. Data from four cycle counters along this route between Topsham and Exeter has been recorded. A time series of cycle usage along these sections of route from January 2006 is shown in Chart 2-5.
20 In addition to the recently installed counters, the other counters analysed were chosen based on whether they were located on what is considered a leisure route, completeness of data, and whether data had already been analysed for other projects (such as CDT and CCT) for Exeter. 21 See Appendix 7.1.1 for more detail.
20
Chart 2-5 Median daily count recorded by counters on the northern part of the Exe Estuary route in Devon, January 2006 December 2010
1200
1000
800
600
400
200
0
Ja n06 Ap r- 0 6 Ju l-0 6 O ct -0 6 Ja n07 Ap r- 0 7 Ju l-0 7 O ct -0 7 Ja n08 Ap r- 0 8 Ju l-0 8 O ct -0 8 Ja n09 Ap r- 0 9 Ju l-0 9 O ct -0 9 Ja n10 Ap r- 1 0 Ju l-1 0 O ct -1 0
Salmon Pool Lane
Exeter Road, Topsham
Millers Crossing
Haven Banks
The rate of change was calculated for three of the counters22. The annual percentage change in the median count recorded ranges from +1% to +11% per year. The counter with the highest annual percentage change (Exeter Rd, Topsham) is that located furthest from Exeter city centre. Cycle usage at this point of the route in Topsham appears to steadily increase throughout the duration of the time series, with the 2010 year showing a particularly noticeable increase in the number of cyclists. Case study: Tarka Trail through the hub town of Barnstaple The popular Tarka Trail runs through Barnstaple, offering an attractive leisure cycling option for the local population. The data from four cycle counters in Barnstaple are displayed in Chart 2-6. Three of the counters; Fremington Quay, Chivenor, and Railway Station, are located on the Tarka Trail. They provide good examples of cycle usage on a leisure route. There are very sharp peaks in the summer, particularly in August during the school holidays. There also tends to be a secondary peak around Easter, another school holiday period. In contrast, the seasonal fluctuations exhibited in data from the counter at Hollowtree, which is located on a local route in the suburbs, are much less pronounced.
22
The rate of change was not calculated for the Haven Banks counter as there is insufficient data
21
Chart 2-6 Mean daily count of cyclists based on seven-day averages for four Barnstaple cycle counters, January 2002-December 2010
600 550 500 450 400 350 300 250 200 150 100 50 0
Ja n02 pr -0 2 Ju l-0 2 O ct -0 2 Ja n0 A 3 pr -0 3 Ju l-0 3 O ct -0 Ja 3 n0 A 4 pr -0 4 Ju l-0 4 O ct -0 4 Ja n0 A 5 pr -0 5 Ju l-0 5 O ct -0 Ja 5 n0 Ap 6 r-0 6 Ju l-0 6 O ct -0 6 Ja n0 Ap 7 r-0 7 Ju l-0 7 O ct -0 Ja 7 n0 A 8 pr -0 8 Ju l-0 8 O ct -0 8 Ja n0 A 9 pr -0 9 Ju l-0 9 O ct -0 9 Ja n1 Ap 0 r-1 0 Ju l-1 O 0 ct -1 Ja 0 n11 A
Fremington Quay
Chivenor
Hollowtree
Railway Station
The hourly distribution of counts of cyclists at Fremington Quay (Chart 2-7) further suggests that this section of route is being used for leisure purposes. The bell-shape of the graph indicates that most cycle journeys are undertaken in the middle of the day, and are therefore more likely to be leisure or everyday (not commuting) trips, rather than commuter journeys.
Chart 2-7 Percentage of total count of cyclists in each hour of the day at Fremington Quay, Barnstaple
12.0 10.0 8.0 6.0 4.0 2.0 0.0 0 100 200 300 400 500 600 700 800 900 1000 1100 1200 1300 1400 1500 1600 1700 1800 1900 2000 2100 2200 2300
22
Case Study: Hourly distribution of counts in Exmouth and Newton Abbot 11 new cycle counters have been installed in Newton Abbot, Exmouth and Tavistock in 2010. An indication of the counts they are measuring is presented in Appendix 7.1.1. The hourly distribution over the course of a week for two of the new counters is presented here.
Chart 2-8 Percentage of total count of cyclists in each hour of the day at King Georges Field, Exmouth
10.0 8.0 6.0 4.0 2.0 0.0 1000 1100 1200 1300 1400 1500 1600 1700 1800 1900 2000 2100
2100
2200
2200
The hourly distribution pattern at King Georges Field in Exmouth is similarly shaped to the Fremington Quay counter above, indicating that the route that this counter is located on is likely being used more often for leisure or everyday (not commuting) purposes rather than commuter journeys.
Chart 2-9 Percentage of total count of cyclists in each hour of the day at Jetty Marsh Rd, Newton Abbot
10.0 8.0 6.0 4.0 2.0 0.0 100 200 300 400 500 600 700 800 900 0 1000 1100 1200 1300 1400 1500 1600 1700 1800 1900 2000 2300
The hourly distribution pattern at Jetty Marsh Rd in Newton Abbot is less indicative of a leisure route. Usage is spread throughout the day and peaks at 1700 hours, when the route is most likely utilised for commuting.
23
2300
100
200
300
400
500
600
700
800
900
Other counter analysis Cycle Devon staff have undertaken an analysis of some of the cycle counters located on leisure routes in each of the hub towns23. They compared the total count over the period April-October 2010 with the same period in 2009. For the seven counters they analysed, the percentage change using the total counts of cycles ranged from +1% to +22%. Some of the counters are located on routes close to where there have been Cycle Devon events and guided rides, so the increase on the routes could potentially be attributable to the FNS programme. To assess whether cycling has increased irrespective of particular events and possible gaps in the data, it would be ideal to compare the average daily counts, as well as the total counts, of cycles. Summary Based on initial findings and anecdotal evidence available at the time of reporting from the Cycle Devon project, in the short term at least, it appears that a positive leisure cycling experience, accompanied by follow-up support and interventions, can contribute to people taking up everyday cycling more regularly. The findings are discussed in more detail in Chapter 2.4.
23
See Cycle Devon end of year report for more detail Where Will You Cycle Today? Finding New Solutions Leisure Cycling Project: End or Year report. Devon County Council. March 2011
24
2.2
Pedal Peak District
Summary of results Cycling levels have increased amongst Pedal Peak District participants, as indicated by the rise from 45% to 66% of respondents reporting that they cycled regularly (defined as cycling at least once a week). Notable proportions of respondents reported that they cycled more for leisure (44% of respondents) and for commuting to work/study (13%) in September 2010 compared with September 2009. The actual increase in the proportion of respondents reporting that they cycled regularly for different purposes is less pronounced. For commuting purposes, the percentage of regular cyclists decreased slightly by two percentage points. These interim results indicate that a positive leisure cycling experience in the Peak District can have a beneficial impact on participants general levels of cycling (including for leisure). However, it appears to have had less of an impact, so far, on encouraging people to cycle for everyday purposes. It should be noted that only those registered on the Pedal Peak District website have been surveyed (total of 2,047 people), although based on estimates made by the project team, over 3,500 people have been engaged in the project, either directly or indirectly. Summary of inputs and outputs The Peak District National Park Authority (PDNPA) initiated the Pedal Peak District project in spring 2010 to increase levels of leisure cycling in the region, as well as to encourage more regular cycling on a daily basis amongst the project participants. The focus of the capital programme of work was the extension of the existing off-road cycle trail, the Monsal Trail, from Bakewell westwards towards Buxton, along a disused railway line. The infrastructure programme included opening up four tunnels and providing links off the trail to enable local communities and other users to access the route more easily. To complement the capital works, a strong brand was developed, through which a comprehensive programme of soft measures was offered to promote cycling and encourage a greater proportion of the Peak Districts visitors and local residents to cycle more often.
Table 2-4 Breakdown of Pedal Peak District funding24
Total predicted grant spend by 31 March 2011 (to nearest 1,000) Capital 1,948,000 Revenue 300,000
Approximate total match funding (to nearest 1,000) Capital 4,700 Revenue 91,00025
Table 2-5 breaks down what the funding has delivered across three key areas: infrastructure; events, activities and initiatives; and marketing and promotion.
24 25
Based on the forecast financial outturn figures provided by the Pedal Peak District team to the DfT in January 2011 Based on staff estimates of volunteer hours (10/hour average) and 90,000 EMDA contribution to the Saddle Up for Summer campaign, run by Visit Peak District
25
Table 2-5 Outputs for the Pedal Peak District project
26
Key project activities Infrastructure Tunnels four former railway tunnels re-opened, amounting to 1.75km worth of new cycle trail Cycle routes upgraded 13km of route upgraded and resurfaced Cycle parking 27 new cycle stands installed, more to be installed Wheeling channels / ramps three new ramps, including one as part of a major reconstruction at Great Longstone. The other two are located at Coombs Rd, and Blackwell Mill, as part of improvement projects Cycle signage around 50 new or replacement signs, both on trail, and directional signs to the trail Artworks three sculpted interpretation points including sound histories and display information, and other interpretation works. On-line behaviour change programme 2,047 participants registered Guided cycle rides 19 rides, 149 participants (including Women on Wheels; themed, family and beginner rides) and Supported group visits 21 visits, 283 participants Cycle Training 29 sessions (predominately via Pedal Ready) with 278 participants. (Approximate cost = 1,000 (for bike purchase, hire/ equipment/ trainers but excluding cost for Pedal Ready services ) Appointment of cycling organisation Pedal Ready to undertake events (22,600) Cycling social club formed Cycle maintenance 13 sessions with 62 participants Dr. Bike sessions nine with 97 participants Bike security marking two sessions, 12 bikes tagged (provided in partnership with Derbyshire Police so virtually no cost) Creation of Pedal Peak District brand and website Advertising (26,000) marketing to specific target groups including families, and foodies series of seven targeted internet advertisements one newspaper advertisement Promotional / information materials: Three types of banner stands, tablecloths and stickers 20 press releases, 75 newspaper articles, 20 radio/TV bulletins, 10 promotional talks 15,000 leaflets (including four internal leaflets (10,000), three Pedal Ready flyers (4,000) and Pedal Peak postcards (1,000) 190,000 maps 150 posters (70 Pedal Ready posters, including a Bike Buddy promotion) and various others displayed locally for individual cycling events two direct mailings to all Pedal Ready participants (excluding CfC mailings) three social media sites Roadshow five trips Events attended six including three Family Fun days, a Wheels for All event and Bakewell market stall Targeted emails with Pedal Peak District news two emails sent Campaigns monthly bike prize draw, Saddle up for Summer campaign
Marketing and 27 promotion
26 27
Based on information provided by the Pedal Peak District project team Excluding outputs generated by the Saddle Up for Summer campaign
26
What cycling activities have been delivered in the Peak District? How many people have been engaged through these activities? Over the course of the FNS programme, the Pedal Peak District team have organised or attended/contributed to a range of activities and events in and around the Peak District. They also kept a record of most of these activities in the activity diary from April 2010 to March 2011. The entries for activities and events involving direct engagement with the public is presented in Table 2-6 below.
Table 2-6 Breakdown of Pedal Peak District activity diary entries
28
Type of activity29
Number of occurrences (with people attending) 18 22
Total number of participants engaged
Median number of participants per activity 9 15
Guided rides Supported group visits Dr Bike / cycle maintenance sessions Cycle training Bike security marking Promotional activities30
149 566
33
221
12
28 2 20
278 11 2,688
6 6 -
Nine unplanned events were also recorded in the activity diary. These were mostly weather related which resulted in participants cancelling, and events having to be called off. The project team estimate that approximately 695 people have been directly engaged with the project through a range of events and activities. A total of 2,047 people31 have registered on-line via the Pedal Peak District website, and signed up to the behaviour change programme. The additional recruits will probably have been indirectly engaged through the projects successful marketing/promotional campaign. The project team estimate that over 2,800 people have indirectly benefitted from the project32. There will also be other people who have enjoyed cycling in the Peak District who have not been recorded through the diary, and only partially by the automatic and manual cycle counts. A range of events were run through the Saddle Up for Summer campaign. This campaign is considered to have been very successful. It is estimated that the campaign contributed to 1,425 bed nights being booked into local accommodation. More than 20,000 people downloaded cycling maps and other information from the Saddle Up for Summer website33.
Numbers may differ to what is recorded in the outputs table, as events yet to occur are not included Note that some of these activities occurred as part of the same event 30 Based on Pedal Peak District estimate, not from the activity diary, although several promotional events were included in the diary 31 As at 28 February 2011 32 Based on figures provided by Pedal Peak District in March 2011 33 See Pedal Peak District end of year report for more detail . Pedal Peak District Leisure Cycling Project: End or Year report. Peak District National Park Authority. March 2011. There is also a full report produced by Visit Peak District.
29
28
27
In addition to what was recorded in the activity diary, Pedal Peak District had an extensive social marketing programme with pages on the major social networking websites, as well as their own website. The extent of the impact of the project on encouraging people to cycle more for everyday journeys through a positive leisure cycling experience is potentially greater than just what has been measured through the baseline and interim surveys. What has been most influential in encouraging Pedal Peak District participants to cycle?
34
Out of the 1,755 participants who received the interim survey, 671 responded35, giving a response rate of 38%. 46% of respondents to the interim survey were female. A large proportion (53%) were aged 35-54. The majority of respondents (75%) are living as a couple, either with children (35%) or without children (40%). Respondents to the interim survey were asked to rate how influential various initiatives were in encouraging them to cycle. Rated as the most influential was the website and the series of targeted emails sent to participants informing them of upcoming cycle events, advice and news.
Chart 2-10 Rating of influence of Pedal Peak District initiatives on respondents cycling behaviour
60% 50% 40% 30% 20% 10% 0% Organised cycle rides Cycle skills training and led ride Website Influential Family Fun Day Basic bike maintenance Emails
11% 8% 10% 14% 46% 54%
Other initiatives were not rated particularly highly, but this could be an indication of those particular initiatives being targeted at specific groups and therefore not something that every participant would be exposed to. These initiatives were run in the Peak District, which means they would not have been easily accessible to those participants of the online behaviour change programme living outside of the region. Figure 2-1 shows how widely distributed around the UK the Pedal Peak District participants and PDNPA cycle hire customers were.
34 35
Results are based on data from Challenge for Change interim survey, October 2010 The number of survey respondents differs slightly to those reported in the Challenge for Change (CfC) report. For this report, the number of respondents is counted based on the number responding to at least one question in the follow-up survey. CfC have counted the number of respondents based on the number of people responding to Question 1 only.
28
Figure 2-1 UK map showing distribution of Pedal Peak District participants (blue) and PDNPA cycle hire customers (red)
Only those who were registered on the Pedal Peak District website have rated how influential certain initiatives have been, which may lead to a bias in the website and emails being rated highly. Other initiatives may have potentially been more influential for those that did not register on the website. For example, it is known from the activity diary that 149 people have participated in organised rides, and 278 in cycle training, but only 57 survey respondents have rated these activities as influential, suggesting that a limited proportion of the guided ride and cycle training participants went on to use the website, who might have otherwise have rated them as influential. Qualitative feedback from participants does provide some anecdotal evidence of their influence (see qualitative comments on page 32-33).
29
What impact has the Pedal Peak District project had on cycling levels of the online project 36 participants so far? In the baseline survey, respondents were asked to rate their recent leisure cycling experience. 91% rated their initial leisure cycling experience as excellent or good. In the interim survey, respondents were asked how often they had cycled in September 2010. The results from this question were compared to the results from the baseline survey where respondents were asked how often they had cycled in the previous 12 months. The number of respondents cycling regularly, (defined as cycling at least once a week), has increased from 45% at baseline to 66% in the interim survey. Most of the cyclists appear to have previously been occasional cyclists (defined as cycling less often than once a week). 72% of respondents who were occasional cyclists at baseline now cycle at least once a week. The percentage of respondents indicating that they do not cycle at all has also increased.
Chart 2-11 Pedal Peak District programme participants self-reported levels of cycling activity at baseline and interim
70% 60% 50% 40% 30% 20% 10% 0%

45%
66%
42%
18% 13%
16%
Regular
Occasional
Non-cyclist
Baseline
Interim
In both the baseline and interim surveys, respondents were asked how often, in the previous four weeks, they had cycled for various trip types, including: for leisure, to get to work/study, to escort children to school, and for other purposes (such as to the shops, bank, etc). The number of respondents cycling more for leisure purposes has increased. In the interim survey, 62% of respondents reported cycling regularly for leisure purposes, an increase of six percentage points from the baseline. The number of respondents reporting that they cycle regularly to work/study has decreased slightly. In the interim survey, 26% of respondents reported cycling regularly for commuting to work/study, compared with 28% at baseline. However, cycling regularly for other utility purposes has increased by six percentage points.
36
Results are based on comparing data from the CfC baseline and interim surveys
30
Chart 2-12 Percentage of Pedal Peak District respondents cycling regularly for different purposes in the last four weeks, at baseline and interim
70% 60% 50% 40% 30% 20% 10% 0% Leisure Work/study Escort child Other utility
2% 4% 28% 31% 26% 25% 56% 62%
Baseline
Interim
In the interim survey, respondents were asked to report how often they cycled for leisure purposes and for commuting to work/study in September 2010 compared with September 2009: more often, less often, about the same, do not know, cannot compare. 44% of respondents reported that they cycled more for leisure purposes. 13% of respondents reported that they cycled more for commuting to work/study. Of the 85 respondents who stated that they cycle more for commuting to work/study, just over half, (46 respondents), reported that they drove at least one day per week less in September 2010 than in September 2009 as a result.
Chart 2-13 Change in driving to work habits as a result of cycling more amongst Pedal Peak District participants
12% 25% 8% Yes, I drove 1 day less per week to work/study Yes, I drove 2-3 days less per week to work/study Yes, I drove 4-7 days less per week to work/study No, I dont usually drive to work/study No, there was no change in how much I drove to work/study 25% 18% No response
12%
Of the 74 interim survey respondents who did not own a bike at baseline, 13 now do own a bike.
31
In the baseline and interim surveys, respondents were asked to report how often they used different modes of transport, including bicycle, and car (as a driver and as a passenger). At baseline 51% of respondents used a bicycle at least once a week, compared with 58% in the interim survey. The percentage of respondents travelling by car, either as a driver or as a passenger, at least once a week has decreased slightly. The percentage of respondents who used other modes of transport (including motorbike, public buses and trains) has also decreased.
Chart 2-14 Proportion of respondents using different modes of transport at least once a week, at baseline and at interim
100% 90% 80% 70% 60% 50% 40% 30% 20% 10% 0% Car as driver Car as passenger Bicycle Other
89%
86%
55% 46%
58% 51% 39% 31%
Baseline
Interim
What positive feedback have Pedal Peak District received from participants? Qualitative feedback available from participants who took part in the many Pedal Peak District events and activities provides valuable anecdotal evidence of the success of the project at providing positive experiences for their customers, and also the impact of these experiences at influencing behaviour change. Below is a selection of quotes that help to demonstrate that the events and activities provided a positive leisure cycling experience for those taking part: I could go on and on about how brilliant the bike ride was. Women on Wheels led ride participant The trainers were fantastic, they were so patient and I got virtually one-to-one training. They constantly encourage you and give you different tips to practice. Learn to Ride scheme participant Finding the Women on Wheels event felt like a dream come true, as I realised a group trip with more experienced cyclists was what I really needed. Women on Wheels led ride participant When you get into your 50s you think cycling is something youll never do but the Pedal Peak District scheme gave me the opportunity to have a go. Learn to Ride scheme participant There were many examples throughout the course of the project of people expressing their desire to continue cycling after attending or participating in an event or activity in the Peak District. The following quotes illustrate the impact that the positive leisure cycling experiences had on Pedal Peak District participants cycling behaviour.
32
Ive had an email about a couple of events in June and July that are aimed more at my total lack of fitness. I shall be signing up ASAP. Women on Wheels led ride participant Im going to arrange a ride in the spring, with a few friends, where we cycle somewhere on a trail for a coffee. Learn to Ride scheme participant my plan in the spring is to start going on rides for a few miles and hopefully find a group to cycle with. Cycle training participant How many cyclists have been counted on routes in the Peak District?
37
In August 2010, the PDNPA installed four new automatic cycle counters to obtain an objective count of the number of cycles on particular routes.
Table 2-7 Average daily cycle flow per month from September 2010 to January 2011
Counter Location
Average daily cycle flow (n=5 months) 31 42 data available for September 2010 only data available for September 2010 only
Maximum daily cycle flow
Hassop Station, Monsal Trail Brown End Farm, Waterhouses Parsley Hay
54 (September) 94 (September) 176 (September)
Fairholmes, Derwent Valley
122 (September)
Given the short period of time that the counters have been installed, conclusions about cycle patterns on these routes cannot be drawn. However, it does provide useful baseline data for future evaluation. What is the annual cycle usage estimate on routes in the Peak District? Route user interviews and manual counts (collectively known as Route User Intercept Surveys (RUIS)) were conducted in four Peak District trail locations from April to June 2010, to calculate an annual usage estimate (AUE) of the number of users for each of the locations38.
Table 2-8 Annual usage estimates at each of the four route user survey sites
Location Parsley Hay Derwent Valley Monsal Trail Manifold Track
Total AUE 254,875 37,709 91,187 102,974
Cyclists AUE39 218,931 9,943 22,407 57,575
Cyclists % 86% 26% 25% 56%
Sustrans Research and Monitoring Unit, 2010. Sustrans Route User Survey Peak District reports.
37 38
For more detail see Appendix 7.1.2 The route user intercept survey reports are attached in Appendix 7.1.4 39 The methodology for calculating AUE is the same for all types of routes, and at this stage does not take into account the large variation in usage on leisure routes between the winter and summer months, which, in this case, may result in an over-estimate.
33
151 interviews were conducted with cyclists during the survey period. Of the cyclists interviewed, 59% were male, and 41% female. 20% of cyclists using these trails were new or returning cyclists, while 44% were occasional cyclists. Almost 100% of users were using these trails for leisure purposes. Case Study: Manifold Track The survey site for the Manifold Track RUIS was at the Hulme End car park, at an access point to the Manifold Track in the Peak District. The Track is a nine mile track and is part of the National Cycle Network. 100 interviews with cycle users were conducted. 97% of the users were using the route for leisure purposes. 32% of respondents were overnight visitors and were travelling to or from a holiday base40. Based on data from the route user intercept surveys, an economic impact model for tourism and leisure cycling, known as the Cycle Route Economic Impact Model, has been developed by Sustrans in conjunction with the University of Central Lancashire. The purpose of the model is to enable an estimate of the economic impact of leisure cyclists on routes of interest with available information. The results from the RUIS conducted on the Manifold Track in May/June 2010 were used to estimate the impact of this particular route. Using the model it is estimated that an average of 19 per head is spent in the region per day by users of the Track. For overnight visitors, the spend per head is estimated to be 31 per day. The total annual spend of Manifold Track cyclists is estimated to be just over 1 million. Summary Based on initial findings and anecdotal evidence available at the time of reporting from the Pedal Peak District project, in the short term at least, it appears that a positive leisure cycling experience, accompanied by follow-up support and interventions, can contribute to people taking up cycling more regularly, particularly for leisure purposes. The findings are discussed in more detail in Chapter 2.4.
40
For more detail see Sustrans Route User Survey Report 2010. Bakewell Railway Station, Manifold Track, Peak District Finding New Solutions. Sustrans Research and Monitoring Unit. August 2010
34
2.3
Cycle Xtra
Summary of results The proportion of respondents reporting that they cycled regularly (defined as cycling at least once a week) has increased from 39% to 66%, indicating that the Cycle Xtra project may have had a positive impact on encouraging participants to cycle more. 74 participants completed the interim survey, a response rate of 19%. This low response must be taken into account when any conclusions drawn from the data analysis are considered. The numbers of participants reporting that they cycle more for utility purposes has increased, but the figures are too low to confidently express that participation in the Cycle Xtra project has encouraged people to cycle more habitually for everyday journeys. It should be noted that only those who were registered on the Cycle Xtra website have been surveyed (total of 475 people), although, based on the estimates from the Cycle Use spreadsheet almost 1,000 people have been directly engaged in the project. Summary of inputs and outputs Cycle Xtra is the brand for a project that has derived from a partnership between CTC, the Forestry Commission, and Hoseasons Holidays Ltd. The CTC employed Cycle Officers to provide a positive leisure cycling experience for guests at five Hoseasons sites. These are located at Kielder (Northumberland), Griffon (North Yorkshire), Sherwood (Nottinghamshire), Oakdene (Dorset), and Finlake (Devon). The Cycle Officers offered a range of activities, including: guided rides, (including to nearby Forestry Commission trails/facilities); maintenance sessions; fun cycling events: and Bikeability training.
Table 2-9 Breakdown of Cycle Xtra funding41
Total predicted grant spend by 31 March 2011 (to nearest 1,000) Capital 58,000 Revenue 157,000
Table 2-10 breaks down what Cycle Xtras funding has delivered across three key areas: infrastructure; events, activities and initiatives; and marketing and promotion.
41 42
Based on the forecast financial outturn figures provided by the Cycle Xtra team to the DfT in January 2011 Estimated cost of Hoseasons marketing/promotion costs plus all partners in-kind contributions
35
Table 2-10 Outputs for the Cycle Xtra project
43
Key project activities Infrastructure Secure cycle compounds one new bike shed, one refurbished bike shed and one specially adapted container Cycle parking two Sheffield racks at all five sites (outdoors), plus racks within the cycle compounds 60 racks total
On-line behaviour change programme 476 participants registered 80 new bikes (mix of adult, child, female bikes plus trailers and tag-alongs) at 4 sites (excluding Kielder) (approximately 20,000) Guided cycle rides (may have also included training and maintenance) approximately 200 rides across all sites with a total of 589 participants Cycle Training approximately 40 sessions across all sites, 116 participants Cycle maintenance approximately 50 sessions across all sites, 167 participants Approximately 50 other cycling activities (eg. treasure hunts) with 147 participants Press releases locally by all partners 5,000 leaflets 10 banners (two per site)
Marketing and 44 promotion
43 44
Based on information provided by the Cycle Xtra project team Excluding marketing and promotional work undertaken by Hoseasons Ltd.
36
What cycling activities have Cycle Xtra delivered? How many people have been engaged through these activities? Cycle Xtra Officers kept a continuous record of the type of people they were attracting to participate in their activities through the Cycle Use spreadsheet, developed by Sustrans45.
Table 2-11 Number of participants at each Cycle Xtra site per month
Site Finlake Griffon Kielder Oakdene Sherwood TOTAL
May 1 0 2 0 9 12
June 54 0 2 11 5 72
July 110 30 29 45 33 247
August 144 53 19 106 52 374
September 20 90 7 20 20 157
October 40 19 2 31 4 96
TOTAL 369 192 61 213 123 958
The total number of participants recorded is 958; 212 of which were recorded as being aged under 16. The most popular events were the guided rides as illustrated below46.
Chart 2-15 Number of participants taking part in each type of activity as recorded in the Cycle Use 47 spreadsheet
700
Number of participants
600 500 400 300 200 100 0
589
187 116 88 59
Guided Ride
Training
Maintenance
Fun stuff
Other
As of 31 October 2010, when the first season of Cycle Xtra finished, 475 participants were registered on the Cycle Xtra website, roughly half of those recorded on the cycle use spreadsheet. However, around a third of people (212) recorded in the spreadsheet were under 16, and therefore would not have registered onto the Cycle Xtra website. This leaves 268 people recorded in the spreadsheet that did not sign up to the Cycle Xtra website, indicating that the extent of the impact of the project on encouraging people to cycle more for everyday journeys through a positive leisure cycling
45 This spreadsheet was developed to aid in gathering information about the participants in the Cycle Xtra programme. The spreadsheet contained self-completing tables and graphs, that would be populated based on what information the Cycle Officers entered into the main spreadsheet. 46 Note that the total adds to more than the total number of participants as some participants took part in more than one activity. 47 Fun stuff refers to cycling-based activities such as treasure hunts and cycle safaris
37
experience is potentially greater than just what has been measured through the baseline and interim surveys. What has been most influential in encouraging Cycle Xtra participants to cycle?
48
Out of the 392 participants who received the interim survey, 74 responded49, giving a response rate of 19%. 46 respondents (63%) to the interim survey were male. A large proportion (29, or 41%) were aged 35-44. The majority of respondents (39, or 54%) are living as a couple or extended family with children. Respondents to the interim survey were asked to rate how influential various Cycle Xtra initiatives were in encouraging them to cycle. All three of Cycle Xtras main follow-up activities with participants, once they had had a positive leisure experience, were rated as very influential or somewhat influential by around two-thirds of respondents, or between 36 and 41 respondents.
Chart 2-16 Rating of influence of Cycle Xtra initiatives on respondents cycling behaviour
80% 70% 60% 50% 40% 30% 20% 10% 0% Emails
n=41, 69% n=36, 61%
n=36, 60%
Influential Website Booklet
The most influential intervention was the emails that were sent out to participants with upcoming cycle events and news. The website and CTC Guide to Family Cycling booklet were also rated as being very influential or somewhat influential by the majority of respondents. Only post-leisure cycling experience initiatives have been rated, so the influence of particular activities participated in on-site have not been rated, but may also have been influential. What impact has the Cycle Xtra project had on cycling levels of the online project participants 50 so far? In the interim survey, respondents were asked how often they had cycled in September 2010. The results from this question were compared to the results from the baseline survey where respondents were asked how often they had cycled in the previous 12 months. The number of respondents cycling regularly (defined as cycling at least once a week) has increased, from 28 respondents (39%) at baseline to 48 (66%) in the interim survey. Most of the cyclists appear to have previously been occasional cyclists (defined as cycling less often than once a week). The percentage of respondents reporting that they do not cycle at all has gone down from 16 respondents (22%) at baseline to 11 (15%) in the interim survey.
48 49
Results are based on data from the Challenge for Change interim survey, October 2010 The number of survey respondents differs slightly to those reported in the Challenge for Change (CfC) report. For this report, the number of respondents is counted based on the number responding to at least one question in the follow-up survey. CfC have counted the number of respondents based on the number of people responding to Question 1 only. 50 Results are based on comparing data from the CfC baseline and interim surveys
38
Chart 2-17 Cycle Xtra programme participants self-reported levels of cycling activity at baseline and interim
n=48, 66%
70% 60% 50% 40% 30% 20% 10% 0%

n=28, 39%
n=28, 39% n=14, 19% n=16, 22%
n=11, 15%
Regular
Occasional
Non-cyclist
Baseline
Interim
In both the baseline and interim surveys, respondents were asked how often, in the previous four weeks, they had cycled for various trip types, including: for leisure, to get to work/study, to escort children to school, and for other purposes. The number of respondents cycling more for all purposes has increased. In the interim survey, 40 respondents (58%) reported cycling regularly for leisure purposes, an increase of 10 percentage points from the baseline. The amount of respondents reporting that they cycle regularly to travel to work/study has also increased. In the interim survey, 10 respondents (18%) reported cycling regularly for commuting to work/study, compared with 13 (24%) at baseline. The percentage of respondents cycling regularly for other utility purposes has increased from eight respondents (16%) at baseline to 15 (27%) in the interim survey.
Chart 2-18 Percentage of Cycle Xtra respondents cycling regularly for different purposes in the last four weeks, at baseline and interim
70% 60% 50% 40% 30% 20% 10% 0% Leisure Work/study Escort child Other utility
n=10, 18% n=13, 24% n=5, 10% n=7, 13% n=8, 16% n= 33, 48% n= 40, 58%
n=15, 27%
Baseline
Interim
In the interim survey, respondents were asked to report how often they cycled for leisure purposes and for commuting to work/study in September 2010 compared with September 2009: more often, less often, about the same, do not know, cannot compare. 43 respondents (60%) reported that they
39
cycled more for leisure in September 2010 than in September 2009. 10 respondents (15%) reported that they cycled more for commuting to work/study in September 2010 than in September 2009. Of the 13 interim survey respondents who did not own a bike at baseline, four have since obtained a bike. What positive feedback have Cycle Xtra received from participants? Qualitative feedback available from participants who took part in the many Cycle Xtra events and activities provides valuable anecdotal evidence of the success of the project at providing positive experiences for their customers, and also the impact of these experiences at influencing behaviour change. Below is a selection of quotes that help to demonstrate that the Cycle Xtra events and activities provided a positive leisure cycling experience for those taking part: We wish to say how much we enjoyed our recent stay at Oakdene and especially the cycling tuition that our children were given. Cycle Xtra participant We had a great time on the cycling activities, they really couldn't have been better. Cycle Xtra
participant
Very very grateful that the session with you kick started me into getting back into the saddle after ten years. Cycle Xtra participant There were many examples throughout the course of the project of people expressing their desire to continue cycling after attending or participating in a Cycle Xtra event or activity. The following quotes illustrate the impact that the positive leisure cycling experiences had on participants cycling behaviour. Our girls have both been for a bike ride since - - but mum and dad realise they definitely need bikes now to keep up. Cycle Xtra participant so I'm now out on main roads, which I could never have imagined. I'm getting fit and loving being out in the countryside. Cycle Xtra participant I'm pleased to say that, since we met you in June, Ive bought a second-hand bike and now cycle on a regular basis and really enjoying it. Cycle Xtra participant We fully intend on many more family cycling activities and I can honestly say it is all down to you and the activities you ran. Cycle Xtra participant Summary Based on initial findings, (albeit with a small sample size), and anecdotal evidence available at the time of reporting from the Cycle Xtra project, in the short term at least, it appears that a positive leisure cycling experience, accompanied by follow-up support and interventions, can contribute to people taking up cycling more regularly. The findings are discussed in more detail in Chapter 2.4.
40
2.4
Leisure Summary and Conclusions
The results from Challenge for Changes baseline and interim survey results demonstrate behaviour changes amongst participants over a limited period of time, ranging from one to six months, depending on when each person signed up to the programme. However, from the results, all three Leisure projects do appear to have been successful in increasing levels of cycling amongst this group of participants in the short term. This finding is supported by other sources of data from each of the three projects, including the anecdotal feedback provided by individuals who took part in leisure cycling activities and initial positive statistics from cycle counters. This information also provides a useful insight into the behaviour of a wider audience engaged with the leisure cycling projects, other than just those who chose to take part in the surveys. However, at this stage, there is not sufficient evidence from this wider set of data to be able to draw any overall conclusions about the relationship between leisure cycling and more everyday journeys by bike. To summarise the Challenge for Change survey results: A total of 1,016 responses were received for the interim surveys, out of a possible 2,951. The overall response rate was 34%. Overall 391 (40%) respondents reported cycling at least once a week at baseline. In the interim survey, 674 (68%) respondents reported cycling at least once a week. This amounts to 283 more people cycling regularly after their positive leisure cycling experience.
Chart 2-19 Comparison of Leisure projects percentage of regular cyclists at baseline and follow-up surveys
n=191, 71%
80% 70% 60% 50% 40% 30% 20% 10% 0%

n=73, 27%
n=435, 66% n=290, 45%
n=48, 66%
n=674, 68%
n=28, 39%
n=391, 40%
Cycle Devon
Pedal Peak District
Cycle Xtra
TOTAL
Baseline
October
In terms of numbers, the Pedal Peak District project attracted the most (145) new regular cyclists. Cycle Devon had the highest percentage point increase with the percentage of regular cyclists increasing from 27% to 71%. Respondents reporting cycling more for all trip types in the last four weeks in the interim survey than in the last four weeks when they filled in the baseline survey. The difference is most marked for leisure and other utility trips, with a 10 percentage point and 11 percentage point increase respectively.
41
Chart 2-20 Percentage point difference in cycling regularly for different purposes between baseline and interim surveys
% point difference between baseline and interim surveys
25%
22% 21%
20%
15%
15%
10% 11% 6% 4%
10%
6%
10% 6% 3%
11%
6% 2% -2%
6%
5% 0% Cycle Devon -5%
Pedal Peak District
Cycle Xtra
TOTAL
Leisure
Work / Study
Escorting Children
Other Utility
The Cycle Devon project exhibits the biggest percentage increase in regular cyclists for all trip types, ranging between six and 21 percentage points. There has been a relatively large increase in respondents cycling regularly for commuting to work or study and other utility purposes, with a 22 and a 21 percentage point increase respectively. Overall, 456 respondents (46%) stated that they cycled more for leisure purposes in September 2010 than in September 2009. Overall, 142 respondents (15%) stated that they cycled more for commuting to work or study in September 2010 than in September 2009. The question was not relevant for 315 respondents (32%) as they were not working/studying in either September 2009 or September 2010. For most of those that the question did apply to, levels of cycling to work or study had remained the same.
Chart 2-21 Percentage of respondents cycling to/from work in September 2010 compared with September 2009
40% 35% 30% 25% 20% 15% 10% 5% 0% More often About the same Less often Doesn't apply Don't Know
1 8% 1 3% 5% 1 5% 1 1% 1 8% 1 6% 1 3% 1% 1 1 2% 1 3% 1 3% 29% 33% 30% 29% 30% 30% 29% 32%
Cycle Devon
Pedal Peak District
Cycle Xtra
TOTAL
In the interim survey, only those that reported not owning a bike at baseline were asked if they owned a bike. At baseline, 105 (12%) respondents reported that they did not own their own bike. 20 of those respondents reported now owning a bike, indicating that the positive leisure cycling
42
experience may have had an impact for these people in particular, which accounts for almost one in five respondents. Participants that reported they were cycling more for leisure purposes and for commuting to work/study in September 2010 than in September 2009 were asked for the reasons why. The most common answer was health/fitness for those participants cycling more for leisure (23%) and for commuting to work/study (22%). The attainment of a new bike or new bike accessories was also a common reason, 22% for those cycling more for leisure, and 15% for those cycling more for commuting. A change of job allowed 21% of participants to cycle more often to work or study. The interactive websites were a key output of the Leisure projects. As demonstrated by the survey results, the websites and the subsequent emails have been effective in encouraging participants to cycle. However, an estimate of over 9,200 people who have been engaged in the Leisure projects, (either directly through attending or participating in a project event or activity, or indirectly through targeted marketing), have not made use of the project websites. This does not necessarily mean that they have been less engaged, and therefore less likely to take up cycling more habitually, but that they simply were not aware of the websites or did not have the inclination to interact with one. The activity diary has allowed the partners to record details of all the events and activities they have delivered, or been a part of, and the number of participants in each. Approximately 100 events have been recorded in the Cycle Devon and Pedal Peak District diaries, engaging approximately 12,200 people. The Cycle Xtra spreadsheet has recorded 958 people, giving an overall approximate total of 13,100 people directly or indirectly engaged, a certain percentage of which will be aged under 16. In total, 3,894 people were registered on the website51. Whether the cycling behaviour of those people engaged in the project but not through the website, has changed as result of a positive leisure cycling experience at one of the project sites cannot be measured, but the activity diary and cycle use spreadsheet and qualitative feedback gathered suggest that the benefits of the projects are more extensive than for just those who registered on the website. Future evaluation Results from CfCs final survey in April 2011 will give an indication of how the cycling behaviour of participants have changed up to a year on from their initial positive leisure cycling experience. They will hopefully demonstrate, as the interim survey results have suggested, whether a positive leisure cycling experience can have a lasting impact on participants cycling behaviour and if this translates into more regular cycling for everyday journeys. Continued monitoring of automatic cycle counters on leisure routes in Devon and the Peak District has the potential, if levels of cycling continue to increase, to demonstrate the value of capital investment in improving leisure cycling infrastructure, particularly if it is proven that a positive leisure experience can translate into more everyday cycling journeys. To allow a statistically robust estimate of change over time, a period of at least three years of solid automatic cycle count data are required. Where data of this quality is available both before and after an intervention has been completed, the rate of change in levels of use can be compared pre and post intervention. Where data are available post intervention only, rate of change in levels of cycling in the period following the completion of the intervention can be determined. Follow-up manual counts and route user intercept surveys, undertaken at roughly the same time of year as the baseline data was collected (May / June 2010) on the Monsal Trail in the Peak District would provide valuable data. The behaviour and motivations of the route users could then be compared with results from the 2010 surveys to assess the impact of the new infrastructural improvements.
51
As of 28 February 2011
43
Workplaces
The monitoring and evaluation of the workplaces strand of the Finding New Solutions programme seeks to answer the research question: What package of measures works best to encourage more cycling to/from major workplaces? Summary of results Evidence from three travel surveys conducted throughout the year and a half since the project started at all Nottingham institutions, indicate that cycling levels have increased amongst both staff and students over the course of the Ucycle Nottingham project. Overall the proportion of cycling trips increased from 8% to 13% for staff at the Nottingham institutions. For Nottingham students the proportion of cycling trips increased from 5% to 7%. A rise in cycling levels is further evidenced by a 24% increase in the counts of parked bikes at all university and teaching hospital locations. The results from the South East project locations indicate that Workplace Cycle Challenges were successful in changing the cycling behaviour of those motivated to participate in such a challenge. This is indicated by the increase from 24% to 38% of participants reporting that they cycled to work most days between the baseline survey and the three-months post-Challenge survey. The current evidence from the South West and North East projects suggests that cycling levels amongst staff at some of the FNS hospitals may have increased over the course of the project. For instance, in the North East, the number of people within the Newcastle Hospitals NHS Foundation Trust signing up to the Cycle to Work scheme was higher in 2010 than in preceding years. In the South West, at Bournemouth Hospital, counts of parked bikes were higher in February 2011 than in February 2010. Introduction to the Workplaces strand In 2009 a group of regional NHS Trusts, two universities and a teaching hospital received funding to pilot new approaches to increase levels of cycling to work. Four regions were selected; the North East, South West, South East and Nottingham. Within these four areas, 15 organisations/locations were included as part of the overall FNS Workplaces programme.
44
Table 3-1 Organisations / locations benefitting from the FNS programme
North East
Newcastle Hospitals NHS Foundation Trust (Royal Victoria Infirmary and Freeman Hospital) County Durham & Darlington NHS Foundation Trust (Darlington Memorial Hospital) City Hospitals Sunderland Foundation Trust (Sunderland Royal Hospital) South Tees NHS Trust (James Cook University Hospital) Plymouth Hospital NHS Trust (Derriford Hospital) Royal Bournemouth and Christchurch Hospitals Trust (Bournemouth Hospital) Milton Keynes Ashford Oxford Nottingham Trent University University of Nottingham Nottingham University Hospital NHS Trust Southampton Chichester Isle of Wight
South West
South East
Ucycle Nottingham
The partners have introduced a range of interventions to encourage cycling to work/study amongst their staff/students. Interventions include, among other things: increasing cycle parking capacity in a variety of forms adult cycle training Bicycle User Groups (BUGs) Cycle to Work salary sacrifice scheme bike-to-work breakfasts Dr Bike sessions maintenance sessions events / rides / displays / talks bike loan / hire challenges and campaigns promotional materials
Background to the monitoring programme Ideally the approach to monitoring for the Workplaces strand would have been more consistent than it turned out to be. As it was fairly different for most projects, there were some drawbacks for the overall evaluation of the programme52. For all projects, in an ideal scenario, a baseline survey would be conducted as early as possible to establish levels of cycling to/from work amongst staff before any project interventions were implemented. This would be followed up by another survey one year later, after the implementation of cycling interventions. Ideally, these surveys would have been the same, or similar, across all sites to allow intra-regional comparison. For various reasons, including time constraints and the diversity of organisations and locations involved, and with the exception of the Ucycle Nottingham project and the South East, this has not happened in practice.
52
More detail on lessons learnt from FNS monitoring and evaluation in Chapter 5 of this report.
45
Project partners, at the invitation of Sustrans, have collected and submitted additional, supporting data over the course of the year. For instance, counts of parked bikes, cycle hire or pool bikes usage, Cycle to Work scheme data and other sources which might be indicative of a change in cycling levels amongst staff/students. For the Workplace projects, with the exception of Ucycle Nottingham, it is too early to say what impact the projects have had on levels of cycling to work/study, and in particular whether different interventions have been more or less successful in increasing levels of cycling. A lot of project initiatives are still being delivered and their impact on cycling levels can not be captured until later in 2011.
46
3.1
North East
Summary of results According to travel survey results, between 2% and 4% of North East NHS staff at hospitals benefiting from the FNS programme cycled to work in 2009 or 2010. The number of people signing up to the Cycle to Work scheme within the Newcastle Hospitals NHS Foundation Trust was higher in 2010 than in preceding years, suggesting an increased awareness of, and/or interest in, cycling. Overall, it is too early to say whether the change in cycling levels across the North East is attributable to any of the interventions introduced by the FNS programme. However, future evaluation undertaken in 2011 and beyond could yield some results to provide an indication of the effectiveness of various interventions. Summary of inputs and outputs Within the North East, four NHS Trusts were involved in the programme; Newcastle, County Durham & Darlington, Sunderland and South Tees. Within these Trusts, five hospitals benefitted; the Royal Victoria Infirmary (RVI) and Freeman Hospital in Newcastle, Darlington Memorial Hospital (DMH), Sunderland Royal Hospital (SRH) and the James Cook University Hospital (JCUH) in South Tees.
Table 3-2 Breakdown of North East FNS project funding53
Total predicted grant spend by 31 March 2011 (to nearest 1,000) Capital Newcastle RVI / Freeman Sunderland Royal Hospital Darlington Memorial Hospital James Cook University Hospital TOTAL 175,000 Revenue 215,000
Approximate total match funding (to nearest 1,000) Capital 10,00054 Revenue 0
147,000
103,000
0 Not quantified55 56,00057
127,000
123,000
0 240,00056
200,000
50,000
649,000
491,000
250,000
56,000
Within the North East, a wide range of cycling interventions have been, or are currently being, implemented. This ranges from new cycle parking compounds to provision of cycle training to a North East NHS-wide travel website. Table 3-3 breaks down what funding has delivered across three key areas: infrastructure; events, activities and initiatives; and marketing and promotion.
53 54
Based on the forecast financial outturn figures provided by the North East project partners to the DfT in January 2011 Provided by Newcastle City Council 55 In-kind funding from Darlington Borough Council in the form of leaflets, staff time and Bikeability sessions 56 From the Healthy Towns programme budget 57 From the Healthy Towns programme budget
47
Table 3-3 Project outputs for the North East FNS hospitals
58
Key project activities Infrastructure Newcastle RVI and Freeman Hospital 16 single-racked cycle stands installed two secure cycle parking compounds built which contain a total of 280 cycle parking racks (one at RVI, one at Freeman) Sunderland Royal Hospital 20 single-racked cycle stands installed 20 double-racked cycle stands installed one covered cycle parking shelter installed / refurbished 10 individual cycle lockers installed two secure cycle parking compounds built which contain a total of over 30 cycle parking racks CCTV and lighting installed in one location 100m of new access route to cycle compound built Darlington Memorial Hospital 20 single-racked cycle stands installed two covered cycle parking shelters installed / refurbished one secure cycle parking compound containing 80 cycle parking racks five cycle signs installed James Cook University Hospital (South Tees) 271 individual cycle lockers installed one secure cycle parking compound containing over 50 cycle parking racks Newcastle RVI and Freeman Hospital signed up to the Cycle Guarantee 698 staff signed up to Cycle to Work scheme Bike Buddy scheme with five buddies BUG with 75 members o one particularly active member who organises events such as pub quizzes for other members two cycle champions pool bikes available for staff fleet includes 22 standard bikes, 10 electric bikes two staff members trained to train other staff members in cycling eight training sessions 33 participants two Dr Bike sessions 80 participants one bike security marking sessions 25 participants ten organised led rides for staff 250 participants Sunderland Royal Hospital signed up to the Cycle Guarantee 250 staff signed up to Cycle to Work scheme BUG with 30 members two cycle champions pool bikes available for staff fleet includes six standards bikes, one folding bike four staff members trained to train other staff members in cycling eight training sessions 80 participants three bike maintenance sessions 12 participants four Dr Bike sessions 40 participants one bike security marking sessions 12 participants one organised led ride for staff 12 participants four Bike Breakfasts 250 participants Darlington Memorial Hospital signed up to the Cycle Guarantee 179 staff signed up to Cycle to Work scheme BUG with 25 members two cycle champions pool bikes available for staff fleet includes six standards bikes one training session two participants two bike maintenance sessions four participants three Dr Bike sessions 85 participants
58
Based on figures provided by the North East project partners
48
one bike security marking sessions 12 participants 18 Bike Breakfasts 450 participants partnership with Sustrans North East Regional team James Cook University Hospital (South Tees) signed up to the Cycle Guarantee 138 staff signed up to Cycle to Work scheme BUG with 35 members one cycle champion 200 50 bike packages available for purchase in return for a pledge that staff would cycle to work at least once a week and complete a travel diary o package included bike, helmet, lights, lock and training pool bikes available for staff fleet includes six standards bikes. These bikes were left over from the 50 Healthy Town bikes 22 training sessions 190 participants four Dr Bike sessions 95 participants personalised travel planning for 250 staff who pledged to ride to work at least once a week one bike security marking sessions 25 participants one organised led ride for staff 12 participants one Bike Breakfast 50 participants Marketing and promotion Newcastle, Sunderland, Darlington cycling-specific website including Cycle Journey Planner, maps, etc a one-stop shop for staff the FNS hospital to access cycling information establishment of organic catchment areas surrounding hospital sites for targeting of cycling information to staff living within those areas Newcastle RVI and Freeman Hospital 1000 cycling leaflets printed and distributed 1000 cycling maps distributed four promotional talks presence at Working Lives Event held for staff in July 2010 discount of 10% at three local bike shops offered for staff Sunderland Royal Hospital two newspaper advertisements 12 Internet advertisements three press releases three promotional talks 3000 cycling leaflets printed and distributed 1000 cycling maps distributed 12 posters printed and displayed 6000 postcards to be distributed to staff one direct mailing to staff discount of 10% at two local bike shops offered for staff presence at Staff Benefits Days Darlington Memorial Hospital Two promotional talks 500 cycling leaflets printed and distributed 500 cycling maps distributed 12 posters printed and displayed James Cook University Hospital (South Tees) website which includes Cycle Journey Planner accessed via transport information page 12 Internet advertisements four press releases two promotional talks to staff 600 cycling maps distributed five posters printed and displayed one direct mailing to staff discount of 10% at a local bike shop offered for staff presence at one on-site event promoting cycling through the new cycle racing park which has opened next door
49
What cycling related initiatives have taken place at the FNS North East hospitals? Throughout the project entries were made in the activity diary these are summarised in Table 3-4 below. The events that were recorded over the course of the year are presented here, and supplemented by the outputs table (Table 3-3) which presents a wider record of events and interventions59.
Table 3-4 Number of entries into online activity diary for the North East FNS hospitals
Site Newcastle RVI and Freeman Darlington Memorial Hospital Sunderland Royal Hospital James Cook University Hospital TOTAL Infrastructure entries included:
Infrastructure 1 3 4 1 9
Smarter Measures 14 14 13 11 52
TOTAL 15 17 17 12 61
provision or upgrade of cycle parking facilities construction of cycle parking compounds installation of showers and changing facilities (not with DfT funds)
Smarter measures entries included: cycle training and bike maintenance sessions for staff purchase of pool bikes for staff to utilise for work-related travel promotional events such as Bike to Work week in June promotional material in staff newsletters and on Intranet site Bicycle User Group (BUG) meetings monitoring events
How do cyclists rate the importance and provision of cycle-friendly features at the hospital sites? Short snapshot surveys of cyclists have been conducted at some of the North East hospital sites, to identify what interventions are perceived to have been the most beneficial in encouraging staff to cycle to work60. To date, 10 surveys have been returned from JCUH. This number is not representative of cyclists opinion in general, but does give some indication of what is important to those who cycle to work, and how they feel about existing provision. Eight of the respondents reported cycling to/from work at least four days a week. Five of the respondents cycled to/from work as often in February 2011, when the survey was conducted, as they did in February 2010.
59 More detail is also provided in the NHS North East Monitoring and Evaluation: Finding New Solutions Cycling Project. Geoff Gardner and Associates. April 2011. 60 The snapshot surveys were conducted in early February 2011 by Geoff Gardner and Associates, an independent monitoring consultant, on behalf of the FNS North East project partners
50
Support by colleagues and adult cycle training were the factors most frequently rated by respondents as being of high, or very high, importance to them when cycling to work, (four and five respondents respectively). The provision of cycle paths on your route and support by colleagues were the factors most frequently rated by respondents as good, or very good, (three respondents each). Anecdotal evidence based on discussions with staff cyclists, indicates that having somewhere secure and covered to park a bike was important. Provision of cycle training and the Cycle to Work scheme are important for those new to cycling. Generally, cyclists have been appreciative of, and responded well to, the measures brought about by the FNS programme61. How well are the pool bikes used? All of the North East hospitals have introduced, or will be soon introducing, pool bikes for staff to borrow to travel between meetings, or for longer if a user wants to trial cycling to work. Only DMH has begun operating their pool bike fleet containing six bikes. Out of the 726 collective days62 that they have been available in 2010, at least one of the pool bikes has been in use for 504 of those days, or 70% of the time63. How many staff have been purchasing bikes through the Cycle to Work salary sacrifice scheme? The Cycle to Work salary sacrifice scheme has been running in the Newcastle NHS Trust since October 2006. The scheme is open to staff continually. Data collected since 2006 shows that the number of bikes being purchased appears to be increasing year on year. In 2010, 222 bikes were purchased through the scheme, which is double the amount purchased in 2007, with 108 bikes purchased in that year.
Chart 3-1 Numbers of Newcastle NHS Trust staff purchasing bikes through the Cycle to Work scheme
45 40 35 30 25 20 15 10 5 0
ct -0 6 Ja n07 Ap r07 Ju l-0 7 O ct -0 7 Ja n08 Ap r08 Ju l-0 8 O ct -0 8 Ja n09 Ap r09 Ju l-0 9 O ct -0 9 Ja n10 Ap r10 Ju l-1 0 O ct -1 0 Ja n11
No further analysis has been done; therefore it is not clear what the increase in the last four years may be due to. Once some more time has elapsed it should be possible to determine what impact the FNS programme has had.
NHS North East Monitoring and Evaluation: Finding New Solutions Cycling Project. Geoff Gardner and Associates. April 2011 Between 1 September and 31 December 2010 63 Calculated by DMH staff. For more detail see NHS North East Finding New Solutions End of Year report. Geoff Gardner and Associates. February 2011
62
61
51
The Cycle to Work scheme is available for staff at the other North East hospital, at set periods at set times of the year. The FNS programme has stimulated Sunderland and South Tees to consider introducing a longer window of opportunity than they do currently. What proportion of North East staff cycle to/from work?
64
In Newcastle, 3% of staff identified cycling as the mode of transport they used most of the time to travel to work65. At JCUH, 2% of staff reported cycling as their usual mode of transport66. The DMH staff travel survey was conducted in October 2010. 119 surveys were returned providing a response rate of ~3%. This response rate is low and therefore unlikely to be truly representative for all hospital staff, but the responses are comparable to previous surveys. 4% of DMH respondents identified cycling as their main mode of transport used to get to work that day, compared with 69% who drove a car alone as their main mode. The SRH staff travel survey was conducted in August 2010. The survey was available to approximately 3,500 staff. 555 surveys were returned providing a response rate of ~16%. 3% of Sunderland respondents identified cycling as their usual mode of travel to work, compared with 62% who drove a car alone. How many bikes are counted at the North East hospital sites? The five North East hospital sites provide a good range of cycle parking facilities. The best results tend to come from a mixture of supply types67. Since September 2010, counts of parked bikes have taken place on a monthly basis at each of the hospital sites68. Because the counts only started relatively recently, it would be unadvisable to draw conclusions about the potential impact of the project on the number of bikes parked on the hospital sites. Counts were not taken in December because of heavy snow. Generally it would be desirable to have counts of parked bikes over more than a 12 month period to enable comparison of the same months to ensure that months with similar weather conditions can be compared. It is usually not possible to suggest anything about changes of cycling levels on the basis data from one year only, although it can be used to indicate levels of cycling in general.
Chart 3-2 Monthly counts of parked bikes at five North East hospital locations
400 350 300 250 200 150 100 50 0 Oct-10 JCUH
64 65
Nov-10 Darlington
Dec-10 RVI
Jan-11 Freeman
Feb-11
Mar-11
Sunderland
Results are based on staff travel surveys conducted by the North East NHS Trusts in 2009 and 2010. Note that survey sample came from staff at all Newcastle Hospitals, not just the RVI and Freeman Hospitals. For more detail of the Newcastle 2010 travel survey see the FNS monitoring and evaluation baseline report 66 For more detail of the South Tees 2009 travel survey see the FNS monitoring and evaluation baseline report 67 NHS North East Monitoring and Evaluation: Finding New Solutions Cycling Project. Geoff Gardner and Associates. April 2011 68 Note that there was no way of verifying the ownership of many of the bikes parked on hospital sites. It is assumed that all bikes are owned by staff rather than visitors.
52
An estimate of the percentage of staff cycling to/from work in October 2010 using counts of parked bikes was undertaken. Based on this calculation, an estimate of between 0.4% and 4.5% of staff at the FNS North East hospitals cycle to work on any given day.
Table 3-5 Comparing counts of parked bikes with North East FNS hospitals travel survey results
Site
Approximate % of staff cycling number of to/from work staff according to survey 11,000 3%
October counts of parked bikes 502
% of staff cycling to/from work estimated by parked bike counts 4.5%
Newcastle RVI / Freeman Sunderland Royal Hospital Darlington Memorial Hospital James Cook University Hospital
4,500
2%
17
0.4%
3,500
4%
19
0.5%
5,800
2%
65
1.1%
Note that using counts of parked bikes to estimate the proportion of staff cycling to/from work has its limitations. Not all members of staff work every day, nor do they necessarily cycle every day, and there may be several other hidden places where staff store their bikes. The counts of parked bikes, so far, have been occurring during the colder months when staff are less likely to cycle. To illustrate this, a CCTV survey at Sunderland Hospital suggested that a total of around 35 cycles entered the site on a day when the number of parked bikes was only 15, suggesting that a proportion of bikes may be kept inside offices or work units. The high counts of parked bikes at the RVI could be attributable to the proximity of the hospital to the Newcastle University Medical School. At JCUH, over 200 secure cycle lockers were purchased for staff to use in return for a 25 deposit. Usage of the lockers has been monitored, and it has been found that although an encouraging 225 staff members have registered for a locker, from data gathered during the winter it seems that only around 10-25% of the lockers are occupied on a typical working day. Future evaluation The results from the 2009 and 2010 travel surveys provide a measure of staff cycling behaviour and attitudes. To gain an indication of how staff travel behaviour may have changed over the last year that cycling interventions have been implemented, follow-up travel surveys are planned for 2011 at about the same time of year that the baseline surveys were carried out. It is also recommended that counts of parked bikes continue to be taken regularly to monitor staff cycling levels on a more continual basis. Monitoring of the usage of pool bikes and pool bike users should continue in order to establish the success of that particular intervention, and whether they have influenced more staff to cycle more often.
53
Cycle to Work data is a potentially useful indicator of attitudes (and ideally behaviour) of cycling amongst staff. It is recommended that the other North East hospitals benefitting from the FNS programme monitor and evaluate this data regularly. A unique, regional cycling-specific website is being constructed for all the FNS hospitals (with the exception of JCUH) in the North East. As well being a valuable source of cycling information for staff, this will be an important tool for conducting future travel surveys, enabling consistent monitoring of the cycling behaviour and attitudes of NHS staff members in the North East.
54
3.2
South West
Summary of results According to travel survey results, 5% of the NHS staff at Derriford Hospital, Plymouth; and 24% of staff at Bournemouth and Christchurch Hospitals reported regularly cycling to work in 2010. Parked bike data available from Bournemouth Hospital over a one year period suggests that the number of staff cycling to/from work may have increased, based on more bikes being counted in February 2011 than in February 2010. Overall, there is not yet enough evidence to indicate that any change in cycling levels across the South West can be attributed to any of the specific interventions introduced by the FNS programme. However, future evaluation undertaken in 2011 and beyond would yield more results to help prove the effectiveness of various interventions. Summary of inputs and outputs Within the South West, two NHS Trusts have benefitted from the FNS programme; Plymouth Hospital NHS Trust (PHNT), and the Royal Bournemouth and Christchurch Hospitals Trust (RBCH). PHNT introduced a range of hard and soft cycling interventions at Derriford Hospital in Plymouth. They are using the health and fitness message to encourage staff to cycle more, not just to work, but also during their leisure time, and for work-related travel. RBCH has introduced a range of cycling interventions, mainly at the Bournemouth site, although staff at the Christchurch site have benefitted from some of the soft measures. New secure and covered cycle parking has been provided at Bournemouth Hospital whilst an innovative Pedal Points scheme was introduced to encourage staff to cycle more often.
Table 3-6 Breakdown of South West FNS project funding69
NHS Trust
Total predicted grant spend by 31 March 2011 (to nearest 1,000) Capital Revenue 19,000
Approximate total match funding (to nearest 1,000) Capital 21,00070 100,00071 Revenue 0
Plymouth Hospitals NHS Trust Royal Bournemouth and Christchurch Hospitals TOTAL
98,000
47,000
153,000
145,000
172,000
121,000
Table 3-7 breaks down what funding has delivered across three key areas: infrastructure; events, activities and initiatives; and marketing and promotion.
69 70
Based on the forecast financial outturn figures provided by the South West to the DfT in January 2011 Funding provided by the Plymouth Hospitals NHS Trust 71 Funding provided by the Royal Bournemouth and Christchurch Hospitals Trust
55
Table 3-7 Project outputs for South West FNS hospitals
72
Key project activities Infrastructure Plymouth six single-racked cycle stands installed seven individual cycle lockers installed one secure cycle parking compound built which has 20 cycle parking racks one renovated cycle parking compound directional and advisory cycle signs on-site upgrade of a linking path between Derriford Hospital and Bircham Park & Ride to enable cyclists to use path new shortcut cycling route in front of the chest clinic, which reduces journey distance and time for cyclists and leads directly to the new cycle shelter Bournemouth 20 single-racked cycle stands installed one covered cycle shelter installed/repaired four secure cycle parking compounds built containing 90 cycle parking racks in total 15 directional/advisory cycle signs on-site 500m of new on-road cycle route (provided by Bournemouth City Council) Plymouth signed up to Cycle Guarantee set up of a BUG with 54 members to date pool bikes available for staff fleet of six standard bikes, and three folding bikes five Bike breakfasts over the course of Bike to Work Week total of 80 participants Bournemouth signed up to Cycle Guarantee 197 staff signed up to Cycle to Work scheme one pre-existing BUG with 50 members pool bikes available for staff fleet of 15 standard bikes, six electric bikes and two folding bikes Pedal Points scheme where staff get reward points for cycling to and from work 414 participants two training sessions eight participants five bike maintenance sessions 22 participants two Dr Bike sessions 30 participants seven organised led rides for staff 32 participants seven Bike breakfasts 290 participants Plymouth creation of a Cycle Derriford brand press releases information in the Trust magazine Cascade advertising in staff emails 3000 leaflets printed and distributed 250 posters printed and displayed o targeted posters of well-known hospital staff faces in the hospital Health and Leisure Centres spinning bikes room, to promote new pool bikes website including Cycle Journey Planner, plus links to Cycle Derriford from intranet homepage, links direct to staff travel information pages two campaigns delivered Bournemouth four articles in Trust magazine two promotional talks to staff 500 leaflets printed and distributed 100 maps distributed 40 posters printed and displayed website page three Try-Before-You-Buy days eight on-site Healthy Lifestyle events
72
Based on information provided by the South West project partners
56
What cycling related initiatives have taken place at the FNS South West hospitals? A total of 15 entries have been made into the activity diary for Derriford Hospital; eight for infrastructural interventions, and seven for smarter measures.
Table 3-8 Breakdown of activity diary entries for Derriford Hospital in Plymouth
Intervention Events
Number of entries 2
Details Bike to Work Week, in which approximately 60 breakfast vouchers were handed out to staff, and the Pool Bike launch event, which will be held mid-March 2011 Updating information on staff travel webpage and PlymGo website Posters, leaflets, stickers distributed 54 BUG members, 250 staff signed up to Healthy Travel mailing list 135 new or refurbished lockers Moving cycle shelter to a more prominent position, removing abandoned bikes, building new shelter New cycle shortcuts, upgraded cycle paths
Website management
Advertising BUGs and other sustainable user groups Lockers Cycle parking
1 2
2 3
Cycle paths
The PHNT staff travel webpage was updated in mid-December 2010, and now heavily promotes healthy travel options such as cycling and walking. Usage of the webpage increased from 32 total hits in the mid-January to mid-February period compared to 177 total hits in the mid-December to mid-January period73. How influential are the cycle-friendly initiatives in encouraging staff to cycle to/from work at Derriford Hospital? From 26 January to 4 February 2011, Plymouth conducted a snapshot survey of its BUG members to ascertain their cycling behaviour compared to the same time last year, and what initiatives have been influential in encouraging them to cycle. 51 BUG members at Derriford Hospital in Plymouth received the snapshot survey. 32 surveys were returned giving a response rate of 63%. 24 respondents (75%) had cycled to work at least once in 2011. The majority of respondents (19, or 59%) cycle to work the same amount as they did last year. Six respondents (19%) cycled more often than they did at the same time last year. The reasons given were various, such as owning a new bike more suitable for winter riding, moving closer to work and for fitness. One respondent mentioned the lack of car parking at Derriford Hospital as a reason for cycling to work. Five respondents (16%) cycled less often than they did at the same time last year. Most of the responses pointed towards external factors as being the reason for the decrease in cycling.
73 Finding New Solutions End of Year report. Plymouth Hospitals NHS Trust. February 2011. Numbers come from the number of visitors to the webpage who opened one of the attached documents.
57
However, one respondent cited the lack of shower facilities in the building as a reason for cycling less.
Chart 3-3 Rating of influence of cycling initiatives introduced at Derriford Hospital on respondents cycling behaviour
45% 40% 35% 30% 25% 20% 15% 10% 5% 0% Cycle to Work scheme Bike to Work week Influential New cycle parking Revised staff travel webpage PlymGo journey planner Derriford BUG
n=1, 3% n=4, 13% n=8, 25% n=13, 41% n=10, 31%
n=12, 38%
The Cycle to Work scheme and the establishment of a BUG have been rated as very influential or somewhat influential by the highest number of respondents; 13 and 12 respondents respectively. The promotional activities run during Bike to Work Week and new cycle parking have been rated as very influential or somewhat influential for 10 (31%) and eight (25%) respondents respectively. How is the Pedal Points scheme used by RBCH staff? RBCH introduced the Pedal Points scheme in 2010 - one of their key interventions to encourage staff to commute by cycling74. From February 2011, there were 414 staff members enrolled in the scheme; 20 at Christchurch Hospital and 394 at Bournemouth Hospital. This accounts for approximately 10% of the Trusts staff. Based on Pedal Points data, 375 (91% of participants) have cycled to/from work at least once in the eight months that the scheme has been running. 258 (62% of participants) have collected the 30 points necessary to earn a cycling goody bag. 41 participants have redeemed their Pedal Points to receive their goody bag.
The idea behind the Pedal Points scheme is that staff earn one point each time they cycle to and from work. The number of points earned doubles if staff continue to cycle from November to February. Once a participant collects 30 points, they receive a cycling goody bag. Points then continue to be accumulated and redeemed in exchange for bike services, and cycling accessories. The scheme began April 2010.
74
58
Chart 3-4 Number of Pedal Point participants earning points each week, May 2010 to February 2011
Number of staff earning points 250 200 150 100 50 0
02 /0 5 16 / 20 /0 10 5 30 / 20 /0 10 5 13 / 20 /0 10 6 27 / 20 /0 10 6 11 / 20 /0 10 7 25 / 20 /0 10 7 08 / 20 /0 10 8 22 / 20 /0 10 8 05 / 20 /0 10 9 19 / 20 /0 10 9 03 / 20 /1 10 0 17 / 20 /1 10 0 31 / 20 /1 10 0 14 / 20 /1 10 1 28 / 20 /1 10 1 12 / 20 /1 10 2 26 / 20 /1 10 2 09 / 20 /0 10 1 23 / 20 /0 11 1 06 / 20 /0 11 2/ 20 11
Week ending...
On average, 168 (41%) Pedal Points participants have been cycling to/from work each week. In other words 168 members of RBCH staff cycled to work at least once a week between late April and the beginning of February. The number of staff cycling to/from work decreased throughout the year, most likely due to the season. In 2011, the numbers have been increasing again, to the point where number of staff cycling to/from work in the first week of February are already higher than they were in the first week of May 2010. Overall, the Pedal Points scheme appears to have remained popular. What proportion of South West FNS hospitals staff cycle to/from work?
75
For PHNT, 9% of staff cycle for at least part of their journey. 5% of staff cycle to cover the greatest distance of their commute to work76. For RBCH, 24% of staff reported using a bicycle as their usual mode of transport for their commute to work77. This figure is unusually high and likely to be disproportionate. Such a high figure is not validated by the counts of parked bike data. How many bikes are counted at the South West FNS hospital sites?
78
Based on weekly counts taken, the average amount of bikes parked at Derriford Hospital in Plymouth per day over this time period is 5679.
Results are based on staff travel surveys conducted by the South West NHS Trusts in 2010. For more detail about the Plymouth 2010 travel survey see the FNS monitoring and evaluation baseline report For more detail about the Bournemouth 2010 travel survey see the FNS monitoring and evaluation baseline report 78 Note that there was no way of verifying the ownership of many of the bikes parked on hospital sites. It is assumed that all bikes are owned by staff rather than visitors. 79 Counts of parked bikes started at Derriford Hospital in September 2010. Counts were carried out every week on Wednesdays between 11am and 2:30pm.
76 77
75
59
Chart 3-5 Counts of parked bikes at Derriford Hospital, Plymouth, September 2010 to February 2011
80 70 60 50 40 30 20 10 0
27 /0 9 04 / 20 /1 10 0 11 / 20 /1 10 0 18 / 20 /1 10 0 25 / 20 /1 10 0 01 / 20 /1 10 1 08 / 20 /1 10 1 15 / 20 /1 10 1 22 / 20 /1 10 1 29 / 20 /1 10 1 06 / 20 /1 10 2 13 / 20 /1 10 2 20 / 20 /1 10 2 27 / 20 /1 10 2 03 / 20 /0 10 1 10 / 20 /0 11 1 17 / 20 /0 11 1 24 / 20 /0 11 1 31 / 20 /0 11 1 07 / 20 /0 11 2/ 20 11
80
Week beginning...
At Bournemouth Hospital, a full years worth of data is available now, with counts of parked bikes occurring on alternate weeks from February 2010 to February 201181. The average count of parked bikes in the first week of February 2011 (153) is more than the count at the same week in 2010 (130), a small indication that perhaps cycle usage is increasing at RBCH. The weather is recorded as being better in this week of 2011 than the same week in 2010 which may be a factor.
Chart 3-6 Weekly average bike counts at Bournemouth Hospital, February 2010 to February 2011
250 200 150 100 50 0
ar M ay 31 st M ay 28 th Ju ne 26 th Ju ly 23 rd Au g 20 th Se p 18 th Oc t 15 th No v 13 th 10 De th c Ja n 20 11 7t h Fe b 20 10 M 8t h 5t h Ap r
8t h
Fe
Week beginning...
An estimate of the percentage of staff cycling to/from work using counts of parked bikes was undertaken. Based on this calculation, an estimate of 0.9% and 4.2% of staff cycle to work at Plymouth and Bournemouth hospitals respectively, on any given day.
80 81
This differs from the average reported in the baseline report as abandoned bikes have since been removed. Counts of parked bikes have been undertaken regularly at RBCH sites, twice a day at 10am and 5pm, on alternate weeks since February 2010.
60
3r d
Table 3-9 Comparing counts of parked bikes with South West FNS hospitals travel survey results
NHS Trust
Approximate number of staff
% of staff cycling to/from work according to survey 5%
Average counts of parked bikes 56
% of staff cycling to/from work estimated by parked bike counts 0.9%
Plymouth Hospitals NHS Trust Royal Bournemouth and Christchurch Hospitals
6,500
4,000
24%
169
4.2%
Note that using counts of parked bikes to estimate the proportion of staff cycling to/from work has its limitations. Not all members of staff work every day, nor do they necessarily cycle every day, and there may be several other hidden places where staff store their bikes. The counts of parked bikes, so far, have been occurring during the colder months when staff are less likely to cycle. How well are the pool bikes used? At Derriford Hospital, nine pool bikes were made available to staff in February 2011. So far, 42 staff members have registered to use a pool bike. Of these, 31 (73%) never cycle to work. At Bournemouth Hospital, 15 pool bikes have been available for staff to use since March 2010. Usage peaked in July 2010, before dropping sharply in September and October 2010. Unexpectedly, usage increased again in November and December 2010. One of the causes of this could have been the creative offer of double Pedal Points during the winter months.
Chart 3-7 Number of times Bournemouth Hospital pool bikes have been utilised per month, March 2010 to January 2011
350 300 250 200 150 100 50 0 Mar-10 Apr-10 May-10 Jun-10 Jul-10 Aug-10 Sep-10 Oct-10 Nov-10 Dec-10 Jan-11
Future evaluation The results from the 2010 travel surveys provide a measure of staff cycling behaviour and attitudes. To gain an indication of how staff travel behaviour may have changed over the last year that cycling interventions have been implemented, follow-up travel surveys conducted in 2011 at about the same time of year that the baseline surveys were carried out would be very useful.
61
Continuing to take counts of parked bikes will enable Plymouth and Bournemouth hospitals to obtain an objective indication of the numbers of staff cycling to work, and contribute to ascertaining whether there has been any long-term impacts of the cycling interventions they have introduced to the hospitals in the 2010/11 financial year. Continuing the monitoring and evaluation of the usage of pool bikes and pool bike users would be ideal, in order to establish the success of that particular intervention, and whether its has influenced more staff to cycle more often. Cycle to Work data is a potentially useful indicator of attitudes (and ideally behaviour) of cycling amongst staff. It is recommended that the South West hospitals benefitting from the FNS programme monitor this data. Monitoring of RBCHs Pedal Points scheme should continue as long as the scheme is running to keep a track of its progress and to make yearly comparisons to ascertain a measure of behaviour change at RBCH. What is uncertain from the data is the types of cyclists that are earning Pedal Points. A survey of participants is planned to ascertain whether the scheme has been successful in appealing to non- or occasional cyclists to cycle more often. Results will be ready in March/April 2011. In future, a short registration survey of new participants could be undertaken to ascertain basic information about current cycling behaviour and attitudes.
62
3.3
South East
Summary of results The results from the first year of running the Workplace Cycle Challenges in the South East indicate that they are successful in changing the cycling behaviour of those that are interested enough in cycling to participate. This is indicated by the increase from 24% to 38% of Challenge participants reporting that they cycled to work most days between the baseline and three-month post-Challenge surveys. The results presented here in relation to changes in cycling levels relate to a specific group of people; those from an organisation who have taken part in a cycling challenge. This is clearly a different group to the other FNS workplace project groups; everyone who works or studies at a particular institution. Summary of outputs The South East project focused on engagement with NHS staff and employees from local businesses to encourage the take up of cycling to/from work through online Workplace Cycle Challenges82. The Challenges were accompanied by a series of enabler events beforehand to give people the skills/confidence to take part, plus follow-up events to sustain changes in cycling behaviour resulting from the challenge. Project teams comprising of representatives from the local councils, NHS Trusts and local organisations worked with a range of large and small public and private sector employers. The six regions/towns involved were: Milton Keynes, Ashford, Oxford, Southampton, Chichester and Isle of Wight.
Table 3-10 Breakdown of South East FNS project funding83
Total predicted grant spend by 31 March 2011 (to nearest 1,000) Capital 0 Revenue 500,000
Table 3-11 breaks down what funding has delivered across two key areas: events, activities and initiatives; and marketing and promotion.
82
The Workplace Challenge is a behavioural change programme developed by Challenge for Change to encourage more people to cycle more often. It allows organisations, and the individual departments within them, to compete against each other, seeing who can encourage the most staff (in different categories) to cycle the most number of journeys for 10 minutes or more over a three-week period. 83 Based on the latest forecast financial outturn figures provided by the South East project manager to the DfT
63
Table 3-11 Project outputs for the South East FNS locations
84
Key project activities Events, activities and initiatives

Workplace Cycle Challenge in each of the regions o total of 293 organisations and 5,235 individuals participated o 51,900 visits to website throughout duration of Challenges, with an average of 5.5 minutes spent on website o ran for a set period of three weeks BUGs established in a number of workplaces 41 cycle training and cycle taster sessions 28 Dr Bike sessions eight organised led rides five Bike Breakfasts held Oxford o four bikers breakfasts o three Find Me Fridays events a lunchtime treasure hunt for prizes Ashford o five led rides, 32 riders o 12 discovery sessions, 175 participants o 14 clinics at various workplaces, 114 participants Chichester o three Cycle2Work Day events o one Cycle2Meeting Day o five social rides o two bikers breakfasts Isle of Wight four taster sessions Southampton o five Try a Bike sessions with muffins and Dr Bike o three Dr Bike only sessions 55 radio advertisements with Jack FM for Oxford Cycle Challenge 11 newspaper articles 16,000 posters, flyers, and other marketing materials discounts offered for participants at local bike shops in Oxford and Isle of Wight Oxford o Cycle2Meeting campaign o five lunchtime roadshows Chichester o coordinator-organised promotional events at three workplaces which included Dr Bike, training, have-a-go Southampton o launch event at start of Challenge period o free rickshaw rides from train station to work
84
Based on information provided by the South East project partners
64
How successful have the South East Workplace Cycle Challenges been?85 A total of 342 organisations across the South East region took part in the Workplace Cycle Challenges. 6,156 people participated. 789 (13%) of participants were rookies; participants that had not cycled at all in the previous 12 months. Collectively, all participants logged almost 51,000 cycle trips and clocked up over 448,000 cycle miles. Just over 36,000 of the trips logged were for transport purposes, as opposed to leisure purposes. How have cycling behaviour and attitudes changed amongst Workplace Cycle Challenge participants in the South East?86 Quantitative analysis of the South East project is derived entirely from the surveys conducted of people who participated in the regional Workplace Cycle Challenges87. The findings from the Challenges allow the effects on cycling levels amongst staff who have signed up to the Cycle Challenges to be estimated. Whilst it was not the intention of the project, it is not possible to say how much of an impact the initiatives have had on the levels of cycling to/from work in the participating workplaces overall. In the baseline survey, conducted upon registration to the Challenge, 24% of all South East Cycle Challenge participants reported cycling to work most days. At the three-month follow-up, 38% of all participants reported cycling to work most days, an increase of 14 percentage points.
Chart 3-8 Proportion of South East Cycle Challenge participants cycling to work most days at baseline and three months post-Challenge
60% 50% 40% 30% 20% 10% 0%

29%
52%
54%
35% 28% 17% 18% 28% 31%
37% 24% 13% 16%
38%
pt on
So ut ha
Ch i
of
M ilt on
Baseline
Is l
3-month follow-up
All regions saw an increase in the proportion of Challenge participants cycling to work most days. Oxford and Southampton have seen the biggest increases in the proportion of participants cycling to work. Corresponding with this result, the proportion of Challenge participants driving to work alone has decreased from 47% at baseline to 38% three months post-Challenge. It is particularly worth
For more detail see Appendix 7.2.3 Table 7-16 For more detail see the Challenge for Change reports on each of the regions Workplace Cycle Challenge 87 Three surveys were conducted throughout the duration of the project; a baseline survey when participants registered onto the Challenge, one three weeks after the Challenge, and the final one three months after the Challenge. For more detail on the results from the three-week post-Challenge, see the Finding New Solutions Monitoring and Evaluation Baseline Report.
86
85
65
VE RA LL
ch es te r
or d
ne s
W ig
As hf o
xf
Ke y
rd
ht
noting that there has been a positive change in Ashford despite the three-month post-Challenge survey being conducted in December 201088. In addition to there being an increase in Challenge participants cycling to work on most days, there has been an increase in the proportion of Challenge participants cycling to work on any number of days. Overall, 14% of Cycle Challenge participants have increased the number of days that they cycle to work89.
Chart 3-9 Overall percentage point increase in cycling to work for Cycle Challenge participants for each region
20% 18% 16% 14% 12% 10% 8% 6% 4% 2% 0%
xf
19% 18% 13% 14% 12% 12%
4%
pt on
So ut ha
Ch i
of
M ilt on
Oxford and Chichester have the highest percentages of staff reporting an increase in how often they cycle to/from work. What positive feedback have CTC Challenge for Change received from participants? Qualitative feedback from participants who took part in the Workplace Cycle Challenges provide valuable anecdotal evidence of the success of the Challenges in influencing behaviour change. Below is a selection of quotes that help to demonstrate how valuable the Challenge has been in encouraging more people to cycle more often. The challenge was the kick I needed to get on the bike now I have Im loving it and cycle to work whenever I can. I even miss it when I dont cycle. new cyclist, Oxford You have changed our lives. new cyclist, Isle of Wight I dont own a bikebut because of the challenge I am now planning on buying one in the new year. new cyclist, Ashford Taking part in the challenge has given me the bug for cycling so I will definitely be keeping it up.
occasional cyclist, Southampton
Future evaluation The Workplace Cycle Challenges are being repeated over the summer, 2011 in all six regions. The learnings from the first year have been taken on-board in the design of the challenges, the pre- and post-challenge enablers, and the engagement process with businesses. The emphasis wont
88
For the other South East locations, the three-month post-Challenge surveys occurred in September or October 2010. For more detail about Challenge dates and response rates, see Appendix 7.2.4 Table 7-17. 89 This includes the participants who have gone from not cycling at all to/from to cycling occasionally to/from work.
66
Is l
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or d
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ne s
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As hf o
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rd
ht
necessarily be on achieving maximum numbers but rather engaging with target groups most effectively and sustaining the behaviour change. Challenge for Change/CTC will be producing full evaluation reports again to extract further lessons from the second series.
67
3.4
Ucycle Nottingham
Summary of results Evidence from three travel surveys conducted throughout the year and a half since the project started at all Nottingham institutions indicates that cycling levels have increased amongst both staff and students at all Nottingham institutions over the course of the Ucycle Nottingham project. The proportion of cycling trips increased from 8% to 13% for staff at the Nottingham institutions. For Nottingham students the proportion of cycling trips increased from 5% to 7%. A rise in cycling levels throughout the course of the project is further evidenced by a 24% increase in the counts of parked bikes at all university and teaching hospital locations over 12 months. Automatic cycle counter data shows that cycle usage along University Boulevard, beside the University of Nottingham campus, is over 900 cyclists per weekday on average. Cycle usage has been steady over the past 20 months. This indicates that there is high level of cycling and whilst there are no marked increases that can be attributed yet to any Ucycle Nottingham interventions as yet, it will be worthwhile to evaluate future usage levels. Summary of inputs and outputs The Ucycle Nottingham project began in September 2009. It focused on the higher and further education establishments in Nottingham City; in particular Nottingham Trent University (NTU), University of Nottingham (UoN) and Nottingham University Hospital NHS Trust (NUH) targeting journeys to, from and between premises and campuses for staff, visitors and students.
Table 3-12 Breakdown of Ucycle Nottingham project funding90
Total predicted grant spend by 31 March 2011 (to nearest 1,000) Capital 310,000 Revenue 690,000
Approximate total match funding (to nearest 1,000) Capital 1,000,00091 Revenue 0
Within the Ucycle Nottingham project, a wide range of cycling interventions have been, and are continuing to be, implemented. This ranges from a cycle hire scheme for students to increasing the availability of cycle parking at the hospitals to targeted cycling competitions and campaigns. Over 5,000 staff members and students have already been involved in a range of events and activities. Table 3-13 breaks down what funding has delivered across three key areas: infrastructure; events, activities and initiatives; and marketing and promotion.
90 91
Based on the forecast financial outturn figures provided by the Ucycle Nottingham team to the DfT in January 2011 Provided by East Midlands Development Agency, Nottingham Partnership, City Council, the hospitals and teaching hospital
68
Table 3-13 Outputs for the Ucycle Nottingham project
92
Key project activities Infrastructure

50 single-racked cycle stands installed 125 double-racked cycle stands installed 11 cycle parking shelters installed/repaired seven secure cycle parking compounds built which contain a total of 180 cycle racks lighting installed at two locations ten cycle signs major cycle hire scheme at NTU and UoN: o 460 standard bikes available at the start of the academic year o pre-launch event attended by 134 people three partners signed up to the Cycle Guarantee scheme 174 staff members signed up to the Cycle to Work scheme Bike buddy scheme 17 buddies, 6 participants four BUGs 58 participants seven Cycle Champions bike repair service 235 participants cycle training delivered by Ridewise, as of December steering group Ucycle project working with Ridewise to work out a way of recording referrals from project 52 bike maintenance/Dr Bike/bike wash sessions 792 participants one bike security marking session five participants two led rides 10 participants 21 Bike Breakfasts 340 participants Cycle Computer Challenge 130 participants Name that Bike competition 185 participants Cycle to Work/Campus Days 280 participants second-hand bike market 50 attendees eight newspaper articles two radio/TV bulletins ten promotional talks monthly e-newsletter sent to 1,742 people website with Cycle Journey Planner personalised travel planning for 459 participants presence at other university / staff events 16 campaigns
92
Based on information provided by the Ucycle Nottingham project team
69
How many people have been engaged through cycling activities delivered through the Ucycle Nottingham project? Throughout the Ucycle Nottingham project, a record of people that have been engaged in the project has been entered into a project database. So far, over 5,000 people have been directly engaged through a range of events and activities93. Each organisation has engaged at least 1,000 people.
Table 3-14 Breakdown of Ucycle Nottingham events and activities, and number of participants engaged by institution
UoN Event Type No. of events

1
NTU No. of No. of participants events

33 1
NUH No. of No. of participants events

4 2
No. of participants
21
Bicycle Users Group (BUG) Bike to Campus/Cycle to Work Day Combined cycling events (including Dr Bike, Cycle to work, Biker's lunch, information stalls, cycle smoothie maker) Cycle campaigns & challenges Dr Bike/bike maintenance/bike wash E-Newsletters & information packs Information stalls/activities at other events Led bike ride Presentations/conferences Second-hand bike market Sustainable transport/bike hire promotion University Bike Hire scheme
57
223
259
80
127
285
152
407
13
393
15
125
24
274
862
594
498
218
2 1 -
22 50 -
4 5
41 134
2 2
10 287
223
60
TOTAL
44
2778
42
1094
54
1567
93
There will be a degree of duplication as many people will have attended / participated in more than one event.
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What is the usage of the Ucycle Nottingham student bike hire scheme to date? One of the core outputs of the Ucycle Nottingham project is the Nottingham student bike hire scheme, available at NTU and UoN. As of December 2010, a total of 261 bikes had been hired out; 60 at NTU and 201 at UoN. Overall, four surveys of scheme participants will be conducted. The baseline survey was conducted soon after the students first enrolled in the scheme to establish cycling behaviour prior to enrolling in the scheme. As the student bike hire scheme is still going, and bikes are still being hired out, results from the baseline survey have not yet been collated and analysed. An end-of-autumn-term interim survey was administered to all hirers in December 2010 to establish usage of the bikes. 54 Nottingham scheme participants responded giving a response rate of 21%. This research was conducted in December 2010 when heavy snow had fallen across much of the country, including Nottingham. 26 (48%) used their bikes daily. 92% used their bikes at least once a week. 33 (61%) had used their bike in the previous week. Of those who had used their bike in the last week, most used it on three to five days per week (ten and eight students respectively). Over a third (19, or 35%) had used their bike on the day of the survey. What impact has the Ucycle Nottingham project had on cycling levels of the university and 94 teaching hospital staff and students so far? The percentage of cycle trips amongst Ucycle Nottingham staff and students has increased between December 2009 and December 2010/January 2011 at all institutions. The proportion of cycling trips increased from 8% to 13% for staff at the Nottingham institutions. For Nottingham students the proportion of cycling trips increased from 5% to 7%.
Chart 3-10 Percentage of trips made by bike for staff and students at each Ucycle Nottingham site
30% 25% 20% 15% 10% 5% 0% UoN staff UoN students NUH NTU staff NTU students
10% 11% 11% 10% 20% 24% 23%
13% 10% 7%
12% 8% 2% 6% 4%
Baseline
Follow-up
Second follow-up
In the second follow-up survey, respondents were asked how they usually travelled to/from work/study, and how they usually travelled for work-related purposes. This was not asked in previous surveys, so an estimate of change from before the project cannot be made.
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Results are based on data from baseline, interim follow-up and secondary follow-up survey conducted at the three institutions
71
Chart 3-11 Percentage of Ucycle Nottingham staff/students usually cycling for commuting and work purposes
35% 30% 25% 20% 15% 10% 5% 0% Commuting to work / study For work purposes
16% 11% 7% 8% 5% 21% 16% 18% 21% 31%
UoN staff
UoN students
NUH
NTU staff
NTU students
The pattern is the same as for percentage of cycle trips made by staff/students, as presented in Chart 3-10. NUH has the highest proportion of staff reporting that they usually cycle for commuting (31%) and for work-related (21%) purposes. How many bikes are parked on Nottingham campuses?95 How has this changed over the course of the project? There has been a 24% overall increase in the amount of parked bikes counted on the Nottingham university campuses and hospital sites between when counts were first taken in January/February 2010 and January/February 2011.
Table 3-15 Counts of parked bikes at Nottingham sites
Average number of parked bikes96 UoN Iteration 1 January-February 2010 UoN Iteration 4 January-February 2011 NTU Iteration 1 January-February 2010 NTU Iteration 4 January-February 2011 NUH Iteration 1 January-March 2010 NUH Iteration 4 January-February 2011
95
Percentage change in average number of parked bikes
928 1077 +16%
130 214 +65%
145 201 +39%
Note that there was no way of verifying the ownership of many of the bikes parked on campus/hospital sites. It is assumed that all bikes are owned by staff or students rather than visitors. 96 Based on an average out of three counts per day that counts were taken
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Chart 3-12 Total number of parked bikes counted at Nottingham sites

1400 1200 1000 800 600 400 200 0 UoN Iteration 1 Iteration 2 NTU Iteration 3 NUH Iteration 4
130 150 218 214 236 145 291 201 928 858 1314 1077
The counts of parked bikes peaked during Iteration 3, which were conducted in October/November 2010, for all three sites97. How many cyclists have been counted near the University of Nottingham? The average daily cycle flow for 2010 for an automatic cycle counter located on University Boulevard beside the University of Nottingham, is 733 cyclists per day. For weekdays, when campus is busier, the average daily cycle flow for 2010 is 911 cyclists per day.
Chart 3-13 Average daily cycle flow for University of Nottingham counter
1400 1200 1000 800 600 400 200 0
M ay -0 Ju 9 n0 Ju 9 l-0 Au 9 gSe 09 p0 O 9 ct No 09 vDe 0 9 c0 Ja 9 n1 Fe 0 b1 M 0 ar -1 Ap 0 rM 10 ay -1 Ju 0 n1 Ju 0 lAu 10 gSe 10 p1 O 0 ct No 10 vDe 1 0 c1 Ja 0 n11
Weekday average
7-day average
The time-series of this counter is not long enough to conduct further analysis into trends, but visually, the level of cycle usage appears to have remained steady through 2009 and 2010. Usage dips, albeit slightly, in July and August, during the university summer holidays.
97
Iteration 2 of counts of parked bikes was conducted from April-June 2010. More detail is provided in Appendix 7.2.4 Table 7-18
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What is the annual cycle usage estimate at Ucycle Nottingham sites? In March 2010, four route user intercept surveys were conducted on four key routes; one each at the UoN and NUH, and two at NTU. From the results, an annual usage estimate (AUE) was calculated for each site.
Table 3-16 Annual usage estimate (AUE) at the Nottingham route user survey sites
RUS Location UoN: University Boulevard NTU: Clifton Campus NTU: Shakespeare St NUH: QMC Future evaluation
Annual Usage Estimate 481,839 141,240 45,517 2,003,475
AUE (Cyclists only) 394,335 (82%) 98,405 (70%) 45,245 (99%) 189,005 (9%)
The monitoring framework for Ucycle Nottingham is well-established, and counts of parked bikes and monitoring of participant engagement will continue until the end of the academic year at least. An interim survey of bike hire scheme participants will be conducted just before Easter 2011. The results of the baseline survey will be compared to a final follow up survey which will be delivered at the end of the hire period so that the impact of the hire bikes can be determined. Staff travel surveys will be conducted once again in May 2011, to determine whether the increase in cycling measured to date has been maintained in the spring. A repeat route user intercept survey is scheduled for March 2011. The results from this will be compared with the same survey which was conducted March 2010.
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3.5
Workplaces Summary and Conclusions
The aim was to evaluate the different packages of measures implemented by each of the Workplace projects and, by cross-referencing the results of similar initiatives across the projects, to try and establish which interventions are particularly effective, and why. At this stage in the programme, is not yet possible to compare and contrast elements of the different packages based on the evidence available so far. However it is possible to ascertain that the projects, in general, have achieved a significant amount of infrastructural and soft measures / marketing since the start of the programme. Large numbers of staff/students have been successfully engaged and thousands have been exposed to, even if not directly engaged with, positive messages and information about cycling. This has been achieved through the provision of a wide range of branded materials, promotional events, activities and website pages. Initial findings indicate that there is a positive response to cycling messages, and a general appetite amongst staff and students for more cycling interventions at the workplaces involved. Existing cyclists have probably benefitted most immediately from the interventions introduced, since the initial main focus of some projects was improving the quality and quantity of cycle parking. However, now many new facilities are in place, they will have a valuable role to play in encouraging new cyclists to start cycling to work. Converting non-cyclists into people who would consider cycling to work is challenging. For those who are reluctant to cycle, some of the barriers have been mitigated or removed, so there is potential to see more people cycling throughout 2011, especially as the impact of marketing and awareness raising continues to take effect, and as the weather improves. There are a number of reasons why observing a measurable increase in the proportion of noncyclists being converted to becoming cyclists is difficult at this point in time: Insufficient time to make an impact: Institutional and behaviour change programmes tend to take years. Partners need to continue not only investing in cycling facilities and marketing, but also monitoring of the levels of cycling to see what the longer term impact of this initial intervention might be. Potentially insufficient scale of the intervention to convert non-cyclists to cycling: Travel is an entrenched behaviour and there are many perceived barriers to cycling. This scale of project is unlikely to be able to overcome all of these barriers. More time and consultation with non-cyclists is needed to find out what might make them change their behaviour. Timing of the project: A lot of the interventions took place over the winter, when people (noncyclists in particular) are less likely to cycle. It would be interesting to observe whether the interventions with potential longer term impact (e.g. infrastructure or cultural changes within a workplace) take effect over the fairer weather months in 2011. Methodological constraints with the monitoring and evaluation: There are some gaps in the data yet to be filled, therefore existing data are not necessarily comparable across and within the projects. More detail in relation to lessons learnt can be found in Chapter 5 of this report. Overall, the project has shown some promising results that begin to show the potential of different types of initiatives for workplace cycling promotion.
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Bike N Ride
The monitoring and evaluation of the Bike N Ride strand of the Finding New Solutions programme seeks to answer the research question: What package of measures works best to encourage more cycling to/from railway stations? Introduction to the Bike N Ride strand The Bike N Ride strand was initially conceived by the Cycle Rail Task Force (CRIT) a forum comprising of Cycling England, the Association of Train Operators (ATOC), Transport for London, the Department for Transport (DfT), Network Rail and other stakeholders. It secured 4 million, via Cycling England, for a series of pilot cycle rail integration projects, as one of the FNS strands. A separate grant was also provided to ATOC, from Cycling Englands wider budget, to co-ordinate the data collection and monitoring for the Bike N Ride projects. Four Train Operating Companies (TOCs) were each awarded an initial grant of 1million98: Merseyrail, South West Trains (SWT), Northern Rail, and Virgin Trains. The objective was to install and/or improve cycle facilities at 159 selected Bike N Ride stations99, accompanied by soft measures and marketing to encourage more rail passengers to cycle to and from the railway station as part of an end-to-end journey. The projects included a range of measures including a variety of types of secure/open-access cycle parking at the Bike N Ride stations, cycle hire/loan initiatives, improved signage and information for cyclists, enhanced access for cyclists on the approach to some stations. A few Bike N Ride stations have established cycle centres, and the TOCs have started to deliver a series of associated events, activities and marketing. The four TOCs, despite having a challenging time period, (just over a year, from December 2009), to deliver their Bike N Ride projects, have implemented considerable cycle-rail integration improvements. Their focus has been on completing the range of infrastructure improvements at stations which formed the bulk of each TOCs work programme. Most of the infrastructure improvements have been completed at the time of writing. In some cases, marketing of these new facilities and a programme of promotional activities has already started. In other cases, much of the marketing and promotion is scheduled to take place in the 2011/12 financial year. Background to the monitoring programme The main data collection programme, conducted by MVA Consultancy, consisted of a baseline assessment, and a follow-up assessment a year on between February and April 2011. The assessments involve surveys and interviews with station users, plus an audit of cycle facilities and usage at the Bike N Ride stations. The TOCs were also invited by Sustrans to voluntarily submit any additional, supporting data, which was already being gathered either by themselves or their partners over the course of the year. For instance: counts of parked bikes, cycle hire usage, and cycle counter data. Providing the extra data was not a requirement of the TOCs but their co-operation has offered some useful, additional insights into what has been achieved this year. At this stage baseline findings from the Bike N Ride strand of the programme can be presented100. Once all the results from the follow-up assessment of the Bike N Ride stations and their rail passengers are available (by April/May 2011) it will offer some evidence to show what changes there have been to cycling behaviour, and what initiatives have been most influential in effecting that change. Not all of the planned marketing of the facilities will have taken place before the follow-up
98 99
Three of the TOCs have received a small increase to their initial grant allocation for additional end-of-year works (see Table 4-1) Original Bike N Ride station listed in Appendix 7.3.2 100 Follow-up assessment to be conducted by MVA Consultancy February-April 2011
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assessment is concluded, meaning that, in some cases, the promotional work will not have reached its full potential. Results from the baseline assessment101 are encouraging regarding the capacity for increasing cycling to/from the station. For instance: Only 5% of rail passengers cycled to the station, although 71% of non-cycling rail passengers lived within four miles of the station. 58% of rail passengers that drove to the station lived within four miles of the station. Only a small proportion of non cyclists stated that they did not like, or cannot, cycle (15%).
Improvements which appeared to be most likely to encourage non-cyclists to cycle to the station were greater availability of cycle lockers and availability of information on cycle routes at the station. 17% of rail passengers who did not cycle to the station said they would consider doing so if either of these improvements were made. Summary of inputs and outputs Table 4-1 below summarises how much each Bike N Ride scheme has cost.
Table 4-1 Breakdown of Bike N Ride funding for each TOC
102
TOC
Total predicted grant spend by 31st March 2011 (to nearest 1,000) 1,000,000 (plus 140k104) 1,000,000 (plus 210k106) 1,000,000 (plus 120k107)
Approximate total match funding (to nearest 1,000)103 140,000105
Merseyrail 19 stations South West Trains 51 stations Northern Rail 84 stations Virgin Trains six stations TOTAL
431,000
25,000
700,000 3,700,000 (plus 470k108)
151,000
747,000
Tables 4-2 to 4-5 break down how each of the TOCs have allocated their funding between infrastructure and marketing, promotion, and events. A list of the 159 stations where Bike N Ride initiatives took place is provided in Appendix 7.3.2.
Baseline assessment conducted by MVA Consultancy March-April 2010. See Evaluating Performance Bike N Ride Benchmark Assessment. MVA Consultancy. May 2010 102 Based on grant claim information provided by the TOCs 103 This figure includes estimated in-kind and actual costs of volunteer time, partner and TOCs own contributions 104 Additional grant allocation for a series of end of year works 105 Includes 60,000 from Merseyrail and 80,000 from Sefton Council 106 Additional grant allocation for a series of end of year works 107 Additional grant allocation for a series of end of year works 108 Additional grant allocation for a series of end of year works
101
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Table 4-2 Outputs for the Bike N Ride project Merseyrail
109

Southport cycle centre, including 57 bikes for cycle hire (35 adult bikes, 15 child bikes), a bike maintenance/service facility (managed by Southport Council) and secure, double-rack Josta bike parking, with lighting, CCTV and helmet lockers for 150 bikes secure cycle parking compounds at 18 stations with CCTV and lighting 1,051 new single-racked cycle stands at 15 stations, 829 of these racks are in the secure parking compounds 80 new cycle signs have been installed located across the 19 stations Go Merseyrail brand created website page created on Merseyrail site for the secure cycle parking initiative two newspaper articles and eight TV/radio bulletins generated based on press releases advertising o 75 back of bus advertisements in four areas (Southport, Chester, Liverpool and Birkenhead) for a four-week period o 35 newspaper advertisements promoting Southport Cycle Centre for four weeks o website banners for Merseyrail and Merseytravel websites o one radio advertisement 10,000 leaflets / maps printed 144 posters printed 3,761 emails sent to Merseytravel database, corporate clients, and people signed up to the secure cycle parking scheme Hangers advertising the secure cycle parking placed on parked bikes on Sheffield racks at the 18 stations five Go Merseyrail vinyl banners at four stations 48 sheet messages on outdoor billboards Merseytravel marketing group also delivered the following Travelwise initiatives to encourage use of the new facilities: o Smarter Choices marketing campaigns o Travel plan programme, working with approximately 65 organisations o School Travel Plan programme engaging all schools in Merseyside o Personalised Travel Planning projects with local residents o series of route maps (Wirral Council) to promote new signed routes to the stations o series of led rides over the summer starting/ending at stations
Marketing, promotion and events
109 Based on information provided by the Merseyrail Bike N Ride project team. Maps showing the distribution of cycling facilities at stations across Merseyrails network are included in Appendix 7.3.3.
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Table 4-3 Outputs for the Bike N Ride project South West Trains
110

Richmond cycle hire / bike maintenance facility with 50 standard bikes and 20 folding bikes (20 ring fenced initially for local businesses as part of a try-before-you-buy scheme) additional 50 Brompton folding bikes provided to existing cycle hire scheme at Waterloo 1,042 new single-racked cycle stands at 48 stations 44 new covered cycle parking stands/shelters including secure cycling parking compounds installed at three stations one prototype Brompton Dock with 40 folding bike pods (self-manned lockers) at Guildford Station plus 80 Brompton folding bikes CCTV installed at 15 stations lighting installed at 30 stations wheeling ramps at three stations (Barnes Bridge, Parkstone and Pokesdown) links onto two new cycle routes (funded by partners, at Hilsea in partnership with Portsmouth City Council and Southampton Airport Parkway in partnership Hampshire County Council)
Marketing, promotion and events
Promotion of Richmond cycle hire scheme (in partnership with Smarter Travel Richmond): visitor information point at the station 15,000 Bike N Ride leaflets printed 500 cycle route maps two pull-up stands promotion to businesses in Richmond via the Smarter Travel Connecting Businesses programme. monthly e-newsletters (starting in the June Connecting Businesses e-newsletter) 5,000 postcards sent to local organisations 4,294 people cycle trained and 898 bikes checked at Dr. Bike sessions as part of Smarter Travel Richmond project 3,000 promotional flyers offering a 25% discount off bike rental prices during European Mobility Week. Smarter Travel road show and Dr Bike at Ham House in September London Cycling Campaign led ride from station articles in local papers, radio and partner websites collaborative marketing with the National Trust and other local visitor attractions Other activities: 17 bikes serviced at Richmond Station by Evans Cycles bike maintenance sessions (Fleet/Farnborough) provided by Purple Bikes Lock It or Lose It campaign at Twickenham, Richmond, Teddington and Hampton stations four Dr Bike sessions with 60 participants five bike security marketing events with 345 bikes marked Twickenham, Richmond, and Teddington stations; Richmond and Teddington town centres two bike breakfasts at Brookwood and West Byfleet stations
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Based on information provided by the South West Trains Bike N Ride project team
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Table 4-4 Outputs for the Bike N Ride project Northern Rail
111
Key project activities Infrastructure Marketing, promotion and events

470 new single-racked cycle stands (covered) at 80 stations one new secure cycle parking compound, combined with covered passenger seating at Harrogate Station with 10 cycle parking hoops 44 new cycle lockers at eight stations CCTV installed at 40 stations dedicated cycling page on Northern Rail website (750 page views with average time spent per page of 58 seconds112) Cycle Champions initiative for volunteers to promote the benefits of cycling to work to other staff members, including: advertising the Cycle to Work scheme, providing local cycling information for colleagues and other activities to encourage staff to cycle more. detailed marketing and promotion plan for 2011/12 being drawn up, including targeted marketing at 14 stations (Harrogate, Skipton, Hebden Bridge, Halifax, Mirfield, Sandal & Agbrigg, Garforth, Steerton and Silsden, Guiseley, Bingley, Shipley, Pennistone, Bradford Forsters Square, Bradford Interchange) articles in Northern Rails consumer and staff magazines collaborative working with Sustrans on articles about leisure rides from stations, website links to provide information and routes for customers and mapping of Northern Rail stations to the National Cycle Network reciprocal promotion with the CTC press releases to local papers about improvements at stations, as and when completed
Table 4-5 Outputs for the Bike N Ride project Virgin Trains
113
Key project activities Infrastructure Marketing, promotion and events

120 new single-racked cycle stands (18 at Stafford, 42 at Crewe, 10 at Macclesfield, 40 at Stockport, 10 at Manchester) 33 new double-racked cycle stands at Stoke-on-Trent station two covered cycle stands/shelters installed at Stafford (new) and Macclesfield (refurbished) one prototype Brompton Dock with 40 folding bike pods (self-manned lockers) at Manchester station plus 80 Brompton folding bikes 50 Brompton folding bikes for hire at Stoke Cycle Centre two wheeling ramps at Stoke and Stockport CCTV and lighting installed at all six stations 30 new signs installed across the six stations established an Easy, Rider brand identity shared between Virgin Trains and Brompton Ltd. marketing campaign for 2011/12 being produced by marketing agency
111 112
Based on information provided by the Northern Rail Bike N Ride project team From 7 February 2011 to 2 March 2011 113 Based on information provided by the Virgin Trains Bike N Ride project team
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What cycling facilities were available at the start of the project, and how well were they 114 used? 81 out of 159 stations (51%) had no formal cycle parking. A total of 3,055 formal cycle spaces were identified at the stations; an average of 19 per station. Around 60% of these were used at the time of the inspection.
Chart 4-2 Average number of cycle spaces per station (by type) for each TOC
115
113
Large
Size of station
34 59 13 2 9
0 20 40 60 80 100 120
Medium
55 34
Small
Merseyrail
Virgin
Northern
SWT
Data source: MVA. Evaluating Performance Bike N Ride Benchmark Assessment. May 2010.
Out of the 159 stations, 128 displayed no signs indicating where cycle parking facilities were located. Information on some, or all, nearby cycle routes was provided at 148 stations. Where information is provided, it is usually in the form of a local road plan, not specific to cycling. Formal cycle routes or shared use cycle/pedestrian paths were identified near the station main or side entrances at 16 stations. Two stations (Settle operated by Northern Rail, and Brockenhurst operated by SWT) already offered on-site cycle hire and repair. What was cycling behaviour of rail passengers like at the start of the project? What potential for increasing cycling was identified? MVA Consultancy conducted a baseline survey of station users and their current habits with regards to access to each station, and their attitudes to cycling to the station. A total of 839 rail passengers either returned self-completion questionnaires, while 1,701 were randomly selected and interviewed by MVA116. 5% of rail passengers cycled to/from the stations, accounting for 7.4 million entries and exits per year at the Bike N Ride stations.
114 Based on the baseline audit of cycling facilities and usage undertaken at 159 Bike N Ride stations by MVA Consultancy in March-April 2010 - See Evaluating Performance Bike N Ride Benchmark Assessment. MVA Consultancy. May 2010 115 Large railway stations are defined as stations with an annual footfall volume of two million or more; medium as stations with footfall of between 400,000 and two million; and small as stations with footfall of less than 400,000. There are no large Bike N Ride stations operated by Merseyrail or SWT. There are no small Bike N Ride stations for Virgin Trains. 116 To remove any return bias, responses to the self-completion questionnaire were weighted to reflect the profile of randomly selected rail passengers considered to be more representative.
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A further 19% of rail passengers occasionally cycled. Occasionally cycle is defined as passengers who do not cycle to the station but do cycle for at least some of the time for other journeys.
Chart 4-3 Type of cyclists amongst rail passengers
5%
19%
Cycle regularly Cycle occasionally Never cycle
76%
MVA Consultancy, 2010. Evaluating Performance: Bike N Ride Benchmark Assessment.
Chart 4-4 Breakdown of cycling behaviour by TOC
90% 80% 70% 60% 50% 40% 30% 20% 10% 0% Cycle regularly Cycle occasionally
2% 6% 8% 8% 13%
85% 76% 64% 68%
29% 16%
24%
Never cycle
Northern
Virgin
Merseyrail
SWT
Of those who cycled to the station, 34% have access to a car all of the time, so theoretically could have driven to the station but chose not to. Of those who never cycled to the station, 71% lived within four miles of their closest station. 28% lived between one and four miles from the station. 58% of rail passengers that drove to the station lived within four miles of their closest station.
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Chart 4-5 Distance travelled to station by rail passengers who cycled to the station, compared to rail passengers who drove to the station
Over 20 miles Over 10 and up to 20 miles Over 4 and up to 5 miles Over 2 and up to 4 miles Over 1 and up to 2 miles Up to 1 mile 0% 5% 10% 15% 20% 25% 30% 35% 40%
Cycle to station
Car to station
67% of those who cycled to the station took their bike on the train with them. Of those that did not cycle to the station, 54% walked, and 25% drove. Only a small proportion (15%) of non cyclists stated that they did not like, or cannot, cycle. Those that cycled to the station expressed most dissatisfaction with the extent and quality of cycle routes to/from the station with 44% reporting that they were very dissatisfied or fairly dissatisfied. Cyclists were most satisfied with the ease of access to cycle facilities at and around the station with 62% reporting that they were very or fairly satisfied. There was no one station improvement that appeared significantly more likely than others to encourage occasional and non-cyclists to cycle to the station. Increasing the availability of lockers for cycle parking was identified as the potentially being the most effective cycle improvement, with 32% of rail passengers who cycle to the station reporting that this would increase how often they cycle to the station. Improvements which appeared to be most likely to encourage non-cyclists to cycle to the station were greater availability of cycle lockers and availability of information on cycle routes at the station. 17% of rail passengers who did not cycle to the station said they would consider doing so if each of these improvements were made. What is the usage of recently-launched cycle hire schemes at Bike N Ride stations? Two cycle hire schemes based at Bike N Ride stations were launched in summer 2010. The Richmond hire scheme is essentially aimed at leisure cyclists, although local businesses have also been encouraged to use the bikes on a try-before-you-buy basis. The bike hire facility at Southport Cycle Centre is an extension to the existing leisure cycle hire scheme in Southport, but given its location at the station, is also intended to appeal to rail passengers wishing to make everyday trips, including to and from work.
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Table 4-6 Number of cycle hires from Richmond and Southport Cycle Centres
Richmond Number of bikes available June 2010 July 2010 August 2010 September 2010 October 2010 November 2010 December 2010 January 2011 TOTAL 70 68 74 69 36 3 0 2 252
Southport 57 19 34 53 43 18 9 3 4 183
The rental figures for both Richmond and Southport are relatively low (on average two rentals/day over the summer period (June to September) for Richmond, one rental per day for Southport) However, it has to be taken into account that the cycle hire facilities had only just opened (May Southport, July Richmond) and neither scheme had benefited from much associated marketing and promotion at that stage. Indeed, the scheme at Richmond suffered from restrictions on any promotional activity in the lead up to the launch of the Barclays Cycle Hire scheme in central London due to concerns over confusion between the two schemes by the public. The initial figures are therefore most likely reflective of low awareness levels rather than a lack of latent demand to hire bikes. Usage of both schemes decreased towards the end of the year, most likely attributable to seasonal drop-off, reductions in promotion, and reduced opening hours in the case of Richmond. The cycle hire schemes at both stations have only been running for a relatively short time period, but they do provide useful baseline data, against which next years usage can be compared. The results should be fairly indicative of how successful subsequent marketing and promotion has been. How many bikes have been counted at Bike N Ride stations? How has this changed over time? Additional parked bike count data was provided for West Byfleet station, managed by South West Trains. Consistent counts of parked bikes have been conducted every quarter since February 2005. This long-term data provides some insight into how cycle usage at this station has changed since 2005.
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Chart 4-6 Counts of parked bikes at West Byfleet station

140 120 100 80 60 40 20 0
15 new cycle stands installed July 2010
May-05
Feb-05
Aug-05
May-06
Feb-06
Aug-06
May-07
Feb-07
Aug-07
May-08
Feb-08
Aug-08
May-09
Feb-09
Aug-09
May-10
Feb-10
Nov-05
Nov-06
Nov-07
Nov-08
Nov-09
Aug-10
At West Byfleet station, counts of parked bikes appear to have been increasing steadily over the last six years. The amount of bikes parked at West Byfleet station has increased by 31% since 2005. Between 2009 and 2010 the amount of bikes parked increased by 9%. The highest count of parked bikes (122) was in September 2010 and the average number of parked bikes was 90 over the whole time period. 15 new covered cycle stands were added in July 2010 (as signified by the black vertical line) to the 112 cycle parking spaces already available at West Byfleet station. Unfortunately, at this stage, it is not possible to directly attribute any increases in cycling levels to the station to these additional 15 additional spaces provided through the Bike N Ride programme. In general, it is still too early to conclude whether the SWT Bike N Ride project has had any additional impact in encouraging more rail passengers to cycle to West Byfleet more often. In general, where new cycle parking has been provided at the Bike N Ride stations, and is already being heavily used, it indicates that there is still more latent demand for more cycle parking that has not yet been met. The results from MVAs follow-up evaluation on how much the facilities are being used will provide the TOCs with useful evidence to help assess what potential there is to encourage more cycling to/from the station in the future, alongside other data, for instance, figures on the size of the target audience within cycling distance of each station. What impact has the Bike N Ride project had on cycling levels of rail passengers to stations? Independent research commissioned by ATOC was undertaken by Ipsos MORI in October 2009 and January 2011 asking the general public whether they thought there are good facilities for cyclists at stations. Although the regional base sizes are small, the 22 percentage point increase in agreement amongst those living in the South West is significant (base size: 90 in October 2009, 91 in January 2011) and may be the first indication that interventions at the stations in this region (not necessarily restricted to Bike N Ride initiatives) have already had a positive impact. Summary All four of the TOCs have delivered a significant amount of new cycling infrastructure, as well as soft measures and marketing in a relatively limited time period at a large number of stations across their respective networks. The one-year-on, follow-up assessment that is currently being conducted by MVA of the Bike N Ride stations will provide a more detailed analysis of how cycling behaviour and attitudes of rail passengers have changed at the Bike N Ride stations as a result of these initiatives. It will also start to indicate which measures have been most influential in effecting that change.
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Nov-10
The achievements of the Bike N Ride project so far have also helped meet several of the objectives of the Cycle Rail Task Force for the programme. In particular, it has led to a greater cooperation between Cycling England, DfT and rail bodies. It has also helped to raise issues relating to cycle rail integration for discussion; and generated positive, cross-sector working to help solve some of the issues that the TOCs have faced when implementing their projects. Since some of the associated marketing will not begin in earnest until spring/summer 2011, it would be ideal if a further assessment could be carried out later in 2011 to capture the impacts of all the TOCs activities, in order to be able to draw more detailed conclusions about the relative value of different types of measures. As the Bike N Ride projects continue next year, any additional data that can be collected, including cycle hire usage statistics, counts of parked bikes, results from existing/new automatic cycle counters, and the TOCs own surveys would also be extremely valuable to demonstrate the full benefit of the schemes. Wherever possible, collecting details about cycle hirers from the cycle hire schemes, such as demographics, and how many repeat hires there have been plus surveying hirers to understand if and how the availability of cycle hire at the station has changed their travel behaviour would all help to prove the impacts of the cycle hire schemes. In addition, there is potential for an estimate of carbon savings to be made, by comparing baseline data on the proportion of rail passengers who have access to a car choosing to cycle to the station, and the distance they travel, with the results from the follow-up assessment.
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Lessons from the Finding New Solutions programme
In this section, the findings of the monitoring and evaluation programme are presented. There are a number of early indications findings that can be presented with confidence, and there are other aspirational outcomes that are less assured, at this stage. These are detailed in section 5.1. In section 5.2 the lessons learnt about the application of the web-based challenge tool are detailed. Sections 5.3 and 5.4 first critique the monitoring and evaluation work undertaken, and then outline the lessons for implementing appropriate monitoring and evaluation exercises. It is hoped that sharing these lessons will prove valuable to practitioners looking to set up similar projects to promote and support cycling (and other sustainable travel modes) in the future.
5.1
Implications of the FNS programme for growing levels of cycling
There is still relatively limited evidence of changes in levels of cycling across the Finding New Solutions projects. This is not unusual at this early stage in the delivery of many of the projects. However there is a very positive base on which to build, with a significant amount of infrastructural, soft measures and marketing/promotion having been implemented across all three strands. And the data so far does provide indications of the potential impact that these projects, and projects of this nature, can have on cycling levels. Addressing the first of the points above, the limited evidence of uplift in cycling activity, there are a handful of instances where it can be surmised that there is an increase in cycling levels. For example cycle counts show evidence of growth in levels of activity in Devon, and in Exeter in particular. It can also be surmised that there is an increase in cycling levels among large, general target populations. For example, in Nottingham levels of cycling to and from universities and the teaching hospital have increased notably between the baseline and the follow up survey. The proportion of cycling trips increased from 8% to 13% for staff at the Nottingham institutions. For Nottingham students the proportion of cycling trips increased from 5% to 7%. It can also be surmised that levels of cycling activity for some individual scheme participants have increased. Despite these signs of promising growth in activity, it is in the potential for impact of the sorts of schemes delivered through Finding New Solutions that the evaluation can elucidate with more certainty. For example, there are a series of convincing case studies that serve to emphasise the potential nature and extent of engagement and impact, to a greater or lesser degree. These case studies include: the extent and positive nature of engagement in all three leisure projects, the evident popularity of the Peak District routes (measures based on user counts), the numbers of people engaged in the North East hospitals, and the changes of behaviour by motivated participants in the South East workplaces. In the absence of very strong data on actual impact, it is challenging to infer too much about the circumstances of effective delivery. However, based on the evidence it might be reasonably postulated that a successful project might include a mix of infrastructure and soft measures a number of the projects involved have used such a combination to apparent good effect. Feedback from leisure project participants emphasise the importance of a supportive environment, demonstrating that the opportunity to participate in cycling in such a setting can have deep and potentially long-lasting impacts for those individuals. There is also a question of coordinated delivery between programmes, for example the synergy between the Cycle Devon project and the Exeter Cycling Town project seems to have been effective. There is uncertainty about the relative benefits of targeting different audiences. However, the Cycle Challenge interventions for both Workplaces (South East) and Leisure (all partners) shows that people who are more inclined to participate in cycling-related competitions/programmes will increase their levels of cycling if motivated to do so, giving a good example of a situation where working with the willing can be very effective. Meanwhile, there is good qualitative evidence that working with the not-already-engaged can be very effective in appropriate settings.
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5.2
Lessons learnt from the Challenge for Change web tool
It was decided to take the Challenge for Change workplace web tool and adapt it for the FNS Leisure strand because it: enabled a cost effective way for participant surveys to be carried out (both at baseline and at follow-up stages) provided information to participants on a project specific website enabled participants to log cycle trips and set goals for their cycling online acted as a communications channel for partners with participants enabled challenges and competitions to be run to encourage participants to cycle more often while participants might be based in all different parts of the UK
However, some of the differences between participant engagement in a Workplace Cycle Challenge and the Leisure projects include: the Workplace Challenge has physical communication throughout the Challenge (e.g. posters, flyers, and face-to-face engagement) each workplace has a dedicated Challenge Co-ordinator who continually engages the other participants from their workplace in the Challenge programme and with the webtool participants have to actively register themselves online onto the webtool in order to take part
This compares to the Leisure projects where: there was little or no physical communication with participants ongoing beyond the initial experience in order to keep them engaged in the programme (e.g. hard-copy mail outs, or face-to-face engagement), although quite a few participants did undertake repeat visits electronic communication was used as the main form of on-going engagement plus some follow-up phone calls whilst some people may have encouraged and engaged friends and family members, others would not have had someone encouraging them to cycle and engaging them in the Leisure projects through the website like there is for the Workplace Challenge in some cases participants in the Leisure cycling programme were not entirely aware of what they were signing up for when they completed the baseline registration form. This resulted in many participants not being as actively engaged as others were resulting in low participant rates in some initiatives including logging trips and setting goals on the website.
While the websites created by Challenge for Change for each Leisure project were useful both to participants and the partners, it was not as regularly used by the Leisure project participants as it is for other cycling programmes (i.e. the Workplace Challenge), for a number of reasons: participants of the Workplace Challenge have a more intensive engagement with the programme over a shorter period of time, whereas the Leisure projects generally had a less intensive engagement over a longer period of time, and using mainly electronic means of communication in the long term. This may explain why there are, on average, fewer trips logged by participants of the Leisure projects than for Workplace Challenges. The majority of participants who completed the October survey did report the Challenge for Change webtool as being an influential initiative. 54% of Cycle Devon participants, 61% of Cycle Xtra participants and 53% of Pedal Peak District participants reported that the website tool was very influential or somewhat influential in encouraging them to cycle.
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However, there are some useful lessons that emerged to consider for future webtool based cycling projects: wherever possible, have champions within the groups involved to generate interest among their colleagues concentrate any challenge elements of the web-tool into a much tighter timeframe, e.g. a month, to focus effort and avoid 'challenge fatigue' (as well as the more obvious seasonal influences noted) offer more quality and non-threatening engagement opportunities at the start to attract new and lapsed cyclists, e.g. information about, and incentives to take part in, cycle maintenance/repair sessions, led leisure/social rides, cycle skills training, route planning etc. Otherwise there is the danger that the web-tool will mainly appeal to existing cyclists not the target audience a challenge based web-tool is not really an ideal fit with a behaviour change programme that requires engagement over a longer time. It would probably be more effective as an initial hook but then followed up with a second phase involving more direct engagement, plus hard copy information packs and communication about local events, activities and services if the web-tool is being used to recruit, ensure that the registration process/survey is easy - ideally on-the-spot, with an advisor to-hand to support and offer advice.
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5.3
Critique of FNS programme monitoring and evaluation
Given the timing, resources and delivery constraints, the monitoring and evaluation programme had certain limitations. This section seeks to explore these limitations, before drawing some conclusions from these considerations in the section that follows.
Table 5-1 Mapping of the monitoring and evaluation plan for Finding New Solutions to what actually happened during the delivery of the project
Stage 1. Mapping the most likely change expected as part of the different project strands (consistent with DfT evaluation framework guidance, e.g. including Theory of Change approach) 2. Develop consistent monitoring and evaluation frameworks within and across project strands to the best extent possible with view to core elements being applicable in all local settings while answering the evaluation questions
Key factors Evaluation started after project delivery in many cases. Capacity constraints for some local projects to dedicate the necessary time and resources to monitoring and evaluation at inception. Monitoring and evaluation framework templates and guidance for each strand produced. Tools for Bike N Ride designed before the other FNS evaluation tools were put in place. Leisure: top down across project impact evaluation through Challenge for Change online delivery tool, plan for impact data collection exists, individual monitoring and evaluation plans for local projects outside the online surveys. Workplaces: some voluntary take up of individual level monitoring and evaluation measures, but for a variety of often unavoidable circumstances, a varied uptake of frameworks by local projects; some key elements of evaluation still to be implemented.
Result Limited pre-intervention data / baselinecollection achieved in some cases. Limited possibility to fully apply Theory of Change Mapping.
Varied usage of templates. Consistent data collection for Bike N Ride across all TOCs but as the framework pre-dates the other FNS programme framework there were inevitable differences in approach between the strands. Projects continued to undertake monitoring and evaluation. Due to time restrictions, in some cases there was insufficient time for the monitoring and evaluation team to provide constructive feedback on the tools and methods selected.
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3. Collect relevant data and information from all project partners, in particular collecting true post delivery impact data from all projects supplemented with a variety of cycle count data to compare self-reported findings with
Bike N Ride: pre impact and site assessment data collected before project delivery started; post data will be collected while some parts of the projects are still being delivered (due to finish in May 2011). Leisure: pre and interim online project impact data collected across all projects, from those beneficiaries who registered on the project websites; some projects collecting substantial amounts of automatic and manual cycle count data in key project locations. Workplace: some local specific barriers to implementation of new programme specific workplace travel surveys, but workplace travel surveys are available in most cases; some good initial records of count of parked bikes and automatic cycle counts; post delivery data still to be collected by the majority of workplaces to date.
Relatively varied data collected across the programme strands. Varied levels of collection of cycle count data, some leisure projects building on years of automatic cycle counter data collection, some workplace projects using fairly limited counts of parked bikes in 2010 as objective count data to support self reported metrics. Consistency of impact data collected within Bike N Ride and Leisure strands; potential of under estimation of benefits due to (risk of) omitting project beneficiary groups from the impact evaluation. Less consistent data at this stage within the Workplaces strand.
4. Analysing key change indicators and outcomes against project inputs and outputs with a view to answering the research questions
Variation in the formats and timings of data provided due to diversity of projects and approaches. Only interim data (prior to delivery end) available for the analysis by February 2011. Two sets of information provided about project outputs, with some variances between them. Limited data available at this stage to answer the research questions directly.
Currently whole-strand analysis not possible at this stage in programme delivery awaiting post delivery data analysis to bring together all strands. Limited impact analysis of actual versus expected impact possible within projects currently, based on interim data only. Value for money or cost benefit analysis not possible at this stage.
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5. Strong evidence-based reporting, comparing the effectiveness of different interventions with regards to the evaluation questions, including assessment of the expected impact, based on true post evaluation impact data
Need to report in March 2011.
A report with interim findings is possible for March 2011, which will not include the final impact data for the programme interventions.
Table 5-1 shows that, for a range of reasons, mainly due to the short delivery timescales, the monitoring and evaluation process of the FNS programme has only been able to go a certain way towards answering the initial questions. In the following section some of the key lessons learnt in relation to monitoring and evaluation of cycling projects will be addressed.
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5.4
General lessons learnt
Some key steps which practitioners, as well as funders, of cycling interventions may want to consider prior to, or during, the setup of projects similar to the ones delivered through the FNS programme, are outlined below. If impact measurement is crucial to the overall programme, it is advisable to build appropriate types of monitoring into the requirements for all partners involved in project delivery at the outset. These can be included in the details of a Memorandum of Understanding or contract. The necessary skills to conduct the monitoring and roles required should also be clearly stated in the job specifications for all project delivery staff. It is important not to underestimate the amount of time and resources that even the outsourcing of monitoring and evaluation can take, let alone delivering parts, or all of it, within the project delivery organisation. When starting a project, delivery organisations or partnerships should seek advice, either internally or externally, on how to ensure they have allocated enough staff time and funding to deliver the required monitoring and evaluation. The points below indicate some of the main steps which will help ensure a successful monitoring and evaluation programme: Set achievable and relevant targets It is good to have targets to aim for, but it is advisable to set these based on the best possible information available. For example, having up to date and robust baseline data, as well as reviewing what similar projects have achieved will avoid, from the outset, unrealistic expectations of what can be achieved with the funding, and within the timeframe available. Allow sufficient lead-in time Monitoring and evaluation can provide very valuable results - both to justify investment and attract future funding, as well as demonstrating the importance of cycling for a whole range of reasons. However to collect meaningful results you need to know what baseline data you need, have agreed with any project partners on what they have to do, and be in a position to collect it well in advance of the start of the project. Therefore allow sufficient time for the set up of a monitoring and evaluation programme. For instance, it can take up to six months from appointing a project delivery person (after funds have been confirmed) to actually starting a monitoring and evaluation contract. Steps to setting up a monitoring and evaluation project include: writing a brief and having it internally approved identifying the appropriate framework for distribution of the brief giving potential contractors time to provide a considered response interviewing potential contractors negotiating details of contract with the successful contractor.
It is only then that a contractor is likely to start developing the tools needed for data collection. Once these are in place the actual collection of data can start. If the monitoring and evaluation is led internally, the lead in time can be similar depending on the level of experience and skills with similar activities within the organisation. Exchanging information It is useful to establish regular progress updates with all partners involved in the monitoring and evaluation programme to share best practice and identify potential problems early on. For example, if gaps are emerging in the intended data collection, or if there are clear trends they will need to be
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factored in. This will allow the emphasis of the monitoring and evaluation to be altered if need be to ensure, for example, unexpected but important outcomes are captured. Monitoring and evaluation wrap up time Ensure that adequate resources (e.g. staff time, finances) are available to allow monitoring and evaluation to continue for at least three months after the project delivery elements that focus on beneficiaries, have been completed. This will ensure that the full impacts of the project can be assessed. This could be the usage of cycling infrastructure for example, after completion of a path/opening of a bridge it may take more than three months for usage to return to normal. For leisure cycling it is even worth considering collecting data after the next main holiday season is over to get meaningful results. In the workplace setting it may be advisable to have travel surveys at similar times of the year, ideally in relatively neutral months (like March or April) but not within school holidays. If necessary, an extension of the monitoring and evaluation contract should be considered to allow this comparable data to be collected. Consider the data collected Ensuring data is comparable and fit for purpose are other factors which should be taken into account with projects, especially if several partners are involved. Impacts which are to be compared over time and across projects/partners should be collected ideally using the same questions (e.g. identical questionnaires or at least similar questions within discrete sections of the questionnaire) as well as the same or a comparable data collection method (e.g. collected at the same time using an identical or at least comparable data capture method).
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References
Finding New Solutions Monitoring and Evaluation Baseline Report. Sustrans Research and Monitoring Unit. November 2010. Logic mapping: hints and tips for better transport evaluation. Tavistock Institute. 2010.
Leisure
Cycle Devon website. Devon County Council. http://www.cycledevon.info/ Cycle Devon Challenge website. Challenge for Change. http://www.cycledevontoday.org.uk/home Pedal Peak District website. Challenge for Change. http://www.pedalpeakdistrict.co.uk/home Cycle Xtra website. Challenge for Change. http://www.cyclextra.org.uk/ Sustrans Route User Survey Report 2010. Fairholmes Car Park, Upper Derwent Valley, Peak District Finding New Solutions. Sustrans Research and Monitoring Unit. August 2010. Sustrans Route User Survey Report 2010. Hulme End Car Park, Manifold Track, Peak District Finding New Solutions. Sustrans Research and Monitoring Unit. August 2010. Sustrans Route User Survey Report 2010. Bakewell Railway Station, Monsal Trail, Peak District Finding New Solutions. Sustrans Research and Monitoring Unit. August 2010. Sustrans Route User Survey Report 2010. Parsley Hay Visitor Centre, Parsley Hay, Peak District Finding New Solutions. Sustrans Research and Monitoring Unit. August 2010. Where Will You Cycle Today? Finding New Solutions Leisure Cycling Project: End or Year report. Devon County Council. March 2011. Pedal Peak District Leisure Cycling Project: End or Year report. Peak District National Park Authority. March 2011. Cycle Xtra Leisure Cycling Project: End or Year report. CTC. March 2011.
Workplaces
Oxford Cycle Challenge 2010 Evaluation Report. Challenge for Change. December 2010. Finding New Solutions Bike-to-Work Chichester Workplace Cycle Challenge Evaluation Report. Challenge for Change. December 2010. Southampton Cycle Challenge 2010 Evaluation Report. Challenge for Change. January 2011. Cycle-MK Challenge 2010 Evaluation Report. Challenge for Change. January 2011. Wight Wheels Cycle Challenge 2010 Evaluation Report. Challenge for Change. January 2011. Active Ashford Cycle Challenge 2010 Evaluation Report. Challenge for Change. January 2011. Ucycle Nottingham follow-up survey report Nottingham University Hospitals NHS Trust. Sustrans Research & Monitoring Unit. February 2011. Ucycle Nottingham follow-up survey report University of Nottingham. Sustrans Research & Monitoring Unit. February 2011. Ucycle Nottingham follow-up survey report Nottingham Trent University. Sustrans Research & Monitoring Unit. February 2011. Sustrans Route User Survey Report. Clifton Campus, Nottingham. Sustrans Research and Monitoring Unit. June 2010. Sustrans Route User Survey Report. QMC, Nottingham. Sustrans Research and Monitoring Unit. June 2010.
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Sustrans Route User Survey Report. Shakespeare St, Nottingham. Sustrans Research and Monitoring Unit. June 2010. Sustrans Route User Survey Report. University Boulevard, Nottingham. Sustrans Research and Monitoring Unit. June 2010. NHS North East Monitoring and Evaluation: Finding New Solutions Cycling Project. Geoff Gardner and Associates. April 2011. Finding New Solutions End of Year report. Plymouth Hospitals NHS Trust. February 2011. Bournemouth Hospital Workplace Cycling Project: End of Year report. March 2011.
Bike N Ride
Evaluating Performance Bike N Ride Benchmark Assessment. MVA Consultancy. May 2010. Southport Cycling Town: Southport Cycle Centre Report June 2010 February 2011. Southport Cycling Town. February 2011. Bike N Ride Richmond Station Cycle Hire: Business Case and Marketing Plan 2011/12. January 2011. Merseyrail Bike N Ride Project: End of Year report. March 2011.
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Appendices
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7.1
7.1.1
Data tables from Leisure projects

Devon counter data
Table 7-1 Overall seven-day median count (2006 to 2010) for four counters along Exe Estuary trail, Exeter Counter Location Overall seven-day median daily count 559 208 240 603 Rate of change from 2006 to 2010 +4.3% +11.4% +1.3% Not enough data to make an accurate estimate
Salmon Pool Lane Exeter Rd, Topsham Millers Crossing Haven Banks
No new counters were installed in Exeter in 2010.

Table 7-2 Average daily cycle flow per month 2009 and 2010, Exeter Counter Location Exeter Rd, Topsham Clapperbrook Lane Hill Barton Rd North Average daily cycle flow 2009 220 (n=11 months) 359 (n=12 months) 156 (n=12 months) Average daily cycle flow 2010 280 (n=11 months) 369 (n=12 months) 144 (n=11 months)
Two new counters were installed in Barnstaple in 2010.

Table 7-3 Average daily cycle flow per month 2009 and 2010, Barnstaple Counter Location Railway Station Link Chivenor Fremington Quay Hollowtree Rock Park Instow Beach Car Park Average daily cycle flow 2009 225 (n=12 months) 251 (n=12 months) 162 (n=12 months) 166 (n=11 months) Average daily cycle flow 2010 219 (n=9 months) 261 (n=12 months) 160 (n=7 months) 172 (n=7 months) 122 (n=9 months) 208 (n=9 months)
Three new counters were installed in Newton Abbot in 2010.

Table 7-4 Average daily cycle flow per month 2009 and 2010, Newton Abbot Counter Location Kinsteignton Rd Jetty Marsh Rd Lemon Cycle Marsh Rd Pen Inn Average daily cycle flow 2009 50 (n=9 months) 46 (n=12 months) Average daily cycle flow 2010 59 (n=9 months) 49 (n=12 months) 24 (n=9 months) 68 (n=9 months) 43 (n=9 months)
Four new counters were installed in Exmouth in 2010.

Table 7-5 Average daily cycle flow per month from April to December 2010, Exmouth Counter Location Phear Park The Esplanade King Georges Field John Hudson Way Average daily cycle flow 98 (n=9 months) 118 (n=8 months) 181 (n=9 months) 71 (n=9 months)
Four new counters were installed in Tavistock in 2010.

Table 7-6 Average daily cycle flow per month from April to December 2010, Tavistock Counter Location Crease Lane Football Ground Half Bridge The Meadows Average daily cycle flow 14 (n=9 months) 28 (n=9 months) 9 (n=9 months) 21 (n=8 months)
Table 7-7 Percentage of total counts of cyclists in each hour of the day, based on 2010 data Hour Fremington Quay, Barnstaple (based on 2009 data) 0.0 0.0 0.0 0.0 0.0 0.1 0.5 3.0 3.3 3.1 8.1 12.0 12.4 11.5 12.4 11.8 9.5 6.2 3.1 1.7 0.8 0.4 0.1 0.1 King Georges Field, Exmouth 0.1 0.1 0.0 0.0 0.0 0.3 0.9 3.6 4.7 5.5 7.4 9.6 9.6 9.2 9.6 9.3 8.4 6.9 5.8 4.7 2.5 1.1 0.6 0.2 Jetty Marsh Rd, Newton Abbot 0.1 0.0 0.0 0.0 0.1 0.7 2.4 5.2 6.2 5.1 5.7 6.2 6.4 6.8 6.6 7.6 8.7 11.2 7.5 7.1 4.1 1.6 0.6 0.2 Football Ground, Tavistock 0.4 0.2 0.1 0.1 0.4 0.5 1.2 4.2 8.7 5.5 6.9 6.9 7.1 7.1 7.3 9.9 7.5 7.1 5.8 5.9 3.8 1.8 1.1 0.5
00:00 01:00 02:00 03:00 04:00 05:00 06:00 07:00 08:00 09:00 10:00 11:00 12:00 13:00 14:00 15:00 16:00 17:00 18:00 19:00 20:00 21:00 22:00 23:00
7.1.2
Peak District counter data
Four new counters were installed in the Peak District in 2010. To date, only data is available for September 2010 for the Parsley Hay and Fairholmes sites.
Table 7-8 Average daily cycle flow per month from September 2010 to January 2011, Peak District Hassop Station, Monsal Trail September October November December January Average 54 49 23 7 20 31 Brown End Farm, Waterhouses 94 82 14 3 19 42 Parsley Hay Fairholmes, Derwent Valley 122 -
176 -
7.1.3
Peak District Manifold Track tourism model
The first four rows of this table outline the model inputs.
Table 7-9 Summary of Manifold Track, Peak District tourism impact estimate
Average duration of cycle journey Average group size Annual usage estimate for recreational cyclists Percentage of tourist (overnight visitor) users Annual tourist users spending Annual resident (home-based) users spending Total spending Tourist users daily spend per head Resident users daily spend per head Average daily spend per head
4 hours 2.54 cyclists 56,136
38.5
672,363 381,569
1,053,932 31.11 11.05 18.77
7.1.4
Peak District Route User Intercept Survey reports
Sustrans Route User Survey Report 2010

Hulme End Car Park Manifold Track, Peak District - Finding New Solutions
Fieldwork: May/June 2010, report published August 2010
Route User Survey Report 2010 - Manifold Track
Sustrans is the UKs leading sustainable transport charity. Our vision is a world in which people choose to travel in ways that benefit their health and the environment. We work on practical, innovative solutions to the transport challenges facing us all. Sustrans is the charity behind the award winning National Cycle Network, Safe Routes to Schools, Bike It, TravelSmart, Active Travel, Connect2 and Liveable Neighbourhoods, all projects that are changing our world one mile at a time. This report has been produced by Sustrans Research and Monitoring Unit Research and Monitoring Unit Cross House Westgate Road Newcastle upon Tyne NE1 4XX researchandmonitoring@sustrans.org.uk 0191 269 9370
Introduction
This is a report of data collected at a single point on the route during May and June 2010. Route users were interviewed during four 12-hour survey periods, a school-holiday weekday, a school-holiday weekend day, a term-time weekday and a term-time weekend day. Manual count data was collected during the same four 12hour periods.
Survey site
The survey site is at the car park entrance to the disused railway track from Hulme end to Waterhouses. The Manifold Track is a 9 mile track and is part of NCN 54.
Manifold Track Legend

Survey Site
NCN Legend
Proposed Open On Road Open Traffic Free
Crown Copyright 2005. License number 100019918
The total number of route users counted over the four day survey period was 1,421. 213 interviews were conducted over the same period. Of these interviews 100 were with cyclists, 109 with pedestrians and 4 with other* users. During this period a total of 230 potential interviews were declined. The reasons given for declining interviews were: 126 people refused, 51 people had already been interviewed, 22 did not stop, other reasons were given by 31 people.
Key findings
The current annual usage estimate at Hulme End Car Park is 102,974. It is estimated that 57,575 users will be cyclists, 44,831 pedestrians and 568 other types of route users 60.0% of trips are for leisure and 37.5% of trips were to or from a holiday base 30.0% of route users make this journey at least once a month
The following sections of the report outline both manual count and survey data at the survey site. Data are shown for all survey respondents, followed by pedestrians and cyclists. *Other users being runners/joggers, wheelchair users, roller skaters, horse riders and those using other modes of transport on the route.
Manual Count Data
Cycle Weekday term-time Weekend term-time Weekday school holidays Weekend school holidays Total 36 300 199 279 814
Cycle % 52.9 56.9 58.9 57.2 57.3
Walk 31 227 133 200 591
Walk % 45.6 43.1 39.3 41.0 41.6
Other 1 0 6 9 16
Other % 1.5 0.0 1.8 1.8 1.1
All 68 527 338 488 1,421
All Child Adult Male Adult Female Older Male Older Female Total 217 632 474 51 47 1,421
All % 15.3 44.5 33.4 3.6 3.3 100.0
Cyclists 151 364 258 26 15 814
Cyclists % 18.6 44.7 31.7 3.2 1.8 100.0
Commuting
The following tables illustrate the number of route users counted during commuting periods of between 0700h0900h and 1600h -1800h. 0700-0900 Cyclists Weekday term time Weekday school holidays All weekdays Average weekday 1 0 1 0.5 1600-1800 Total within commuting periods Cyclists 4 26 30 15.0 Pedestrians 4 32 36 18.0 66 33.0 All
Pedestrians Cyclists Pedestrians 0 6 6 3.0 3 26 29 14.5 4 26 30 15.0
Annual Usage Estimates

Annual usage is calculated using established patterns of movement based on this particular route type and location. The total annual usage estimate is 102,974. The following tables illustrate the probable breakdown of user types based on the estimated annual usage figure. Percentage Cyclists Pedestrians Other users 55.9 43.5 0.6 Percentage Male Female 56.6 43.4 Annual usage 57,575 44,831 568 Annual usage 58,329 44,645 Term time School holiday Children 16-64 years 65+ years Percentage 10.0 86.5 3.5 Percentage 65.0 35.0 Annual usage 10,316 89,071 3,588 Annual usage 66,919 36,055
Survey data - All

The following section of the report outlines data collected during four day survey period with respondents aged 16 or over. Each respondent has consented to their data being processed by Sustrans and included in the following summary. Gender Age
3.9% 4.5% 16 - 24 years 25 - 34 years 17.7% 35 - 44 years 45 - 54 years 55 - 64 years
42.6%
17.9%
6.8%
Male
Female
57.4%
49.3%
65+ years
Ethnicity
99.7% White
0.3% Caribbean
Employment
64.0% employed full-time 19.7% retired 12.4% employed part-time
2.5% looking after home/family 1.4% studying 0.1% unemployed/sick leave
Travel behaviour Respondents were asked if they used or will use any other form of transport during their journey 24.8% have not/will not 74.9% will use a car or van 0.2% will ride a horse Respondents were asked what other modes of transport they could have used to complete todays journey 45.0% car/van 43.8% wouldnt have made the journey 9.4% dont know 3.5% taxi 2.6% other 0.8% bus Respondents were asked how often they make this journey 3.6% - daily 6.6% - 2-5 times per week 7.7% - weekly 2.3% - fortnightly 9.8% - monthly 22.0% - yearly 13.6% - less frequently 34.4% - other Respondents were asked if they were unable to access the route would they still have wanted/needed to make their current journey. 52.5% yes 18.1% no 29.4% dont know
Sole carer Respondents were asked if they were the sole carer for a child/children 15.1% yes 84.9% no
Journey purpose
1.5% 37.5% 0.8% 0.1% Commuting Education Personal business Leisure
Physical activity - Last 7 days

1.9% 31.3% 12.5% 10.0%
0 Days 1 Day 2 Days 3 Days 4 Days 14.6% 5 Days 6 Days 7 Days
60.0%
To/from holiday base
5.0% 11.7% 13.0%
Health Respondents were asked how they would rate their general health 55.7% excellent 35.1% very good 8.1% good 1.1% fair Future levels of walking and cycling Respondents were asked how strongly they would agree or disagree with the statement: I intend to walk more in the next 12 months. 49.3% strongly agreed 14.9% agreed 0.8% disagreed 35.0% had a neutral opinion Respondents were also asked how strongly they would agree or disagree with the statement: It is likely I will walk more in the next 12 months. 29.8% strongly agreed 40.0% agreed 7.4% disagreed 22.7% had a neutral opinion Respondents were asked how strongly they would agree or disagree with the statement: I intend to cycle more in the next 12 months. 46.8% strongly agreed 18.3% agreed 1.2% disagreed 33.7% had a neutral opinion Respondents were also asked how strongly they would agree or disagree with the statement: It is likely I will cycle more in the next 12 months. 23.9% strongly agreed 26.2% agreed 19.2% disagreed 30.7% had a neutral opinion Respondents were asked if they had any long term illness, health problem or disability which limited their daily activities or work they do 2.4% yes 95.0% no 2.6% prefer not to say
How satisfied are you with the facilities you have used here today?
3.6% 7.7% 31.5% Poor 2 20.6% 3 4 5 Excelle nt 36.6%
Has your understanding of what is special about this National Park increased?
3.0% 3.0% 27.5% 11.4% Not at all 2 3 4 29.6% 5 Greatly 25.4%
Sustrans routes, programmes, projects and schemes Respondents were asked if they had heard of Sustrans routes, programmes, projects or schemes 49.9% yes 50.1% no Factors influencing route usage Respondents were asked to rate how strongly they would agree or disagree with the following factors when considering what influenced their decision to use the route.
Straight to destination
Best transport option
Convenient route
Save money
Like surroundings
Feels safe
Exercise
Environmental concerns
0.0%
25.0% Strongly Agree Agree
50.0% Neutral Disagree
75.0% Strongly Disagree
100.0%
Survey data - Pedestrian

Gender Age
7.7% 44.1% 19.6% Male Female 10.3% 45 - 54 years 55 - 64 years 55.9% 41.2% 65+ years 8.7% 12.5% 16 - 24 years 25 - 34 years 35 - 44 years
Ethnicity
99.3% White
0.7% Caribbean
Employment
1.8% studying 0.7% looking after home/family 0.3% unemployed/sick leave
Travel behaviour Respondents were asked if they used or will use any other form of transport during their journey 76.6% will use a car or van 23.4% will use a bus Respondents were asked what other modes of transport they could have used to complete todays journey 45.1% car/van 43.1% wouldnt have made the journey 11.3% dont know 3.9% taxi 0.4% bus Respondents were asked how often they make this journey 7.2% - daily 3.8% - 2-5 times per week 9.3% - weekly 3.8% - fortnightly 6.9% - monthly 18.6% - yearly 6.3% - less frequently 44.1% - other Respondents were asked if they were unable to access the route would they still have wanted/needed to make their current journey. 51.1% yes 12.7% no 36.2% dont know
Journey purpose
1.8% 0.3% Education 44.0% 53.9% Personal business Leisure

1.7% 11.2%
0 Days 1 Day
40.6%
2 Days 12.7% 3 Days 4 Days 5 Days 13.6%
To/from holiday base 2.5% 9.6% 8.0%
6 Days 7 Days
Health Respondents were asked how they would rate their general health 53.9% excellent 37.7% very good 6.0% good 2.4% fair Respondents were asked if they had any long term illness, health problem or disability which limited their daily activities or work they do 1.4% yes 97.8% no 0.8% prefer not to say
Future levels of walking and cycling Respondents were asked how strongly they would agree or disagree with the statement: I intend to walk more in the next 12 months. 59.9% strongly agreed 10.4% agreed 29.8% had a neutral opinion Respondents were asked how strongly they would agree or disagree with the statement: I intend to cycle more in the next 12 months. 53.0% strongly agreed 14.5% agreed 1.4% disagreed 31.1% had a neutral opinion Respondents were also asked how strongly they would agree or disagree with the statement: It is likely I will cycle more in the next 12 months. 14.9% strongly agreed 29.3% agreed 20.8% disagreed 35.0% had a neutral opinion
Respondents were also asked how strongly they would agree or disagree with the statement: It is likely I will walk more in the next 12 months. 32.3% strongly agreed 48.0% agreed 9.9% disagreed 9.8% had a neutral opinion
2.1% 13.0% Poor 2 3 25.1% 4 5 Excelle nt 24.0%
3.0% 4.3% 28.9% 13.7% Not at all 2 3 4 5 17.7% 32.4% Greatly
35.8%
Sustrans routes, programmes, projects and schemes Respondents were asked if they had heard of Sustrans routes, programmes, projects or schemes 42.0% yes 58.0% no Factors influencing route usage Respondents were asked to rate how strongly they would agree or disagree with the following factors when considering what influenced their decision to use the route
Convenient route
Save money
Like surroundings
Feels safe
Exercise
0.0%
100.0%
Survey data - Cyclist

Gender Age
0.7% 41.2% 16.5% 23.9% Male Female 45 - 54 years 58.8% 56.0% 55 - 64 years 65+ years 1.0% 1.9% 16 - 24 years 25 - 34 years 35 - 44 years
Ethnicity
100% White
Employment
63.1% employed full-time 17.8% employed part-time 14.0% retired
4.1% looking after family/home 1.0% studying
Travel behaviour Respondents were asked if they used or will use any other form of transport during their journey 26.1% will not 73.9% will use a car or van Respondents were asked what other modes of transport they could have used to complete todays journey 45.3% car/van 43.9% wouldnt have made the journey 7.8% dont know 4.9% other 3.1% taxi 1.2% bus Respondents were asked how often they make this journey 0.6% - daily 8.5% - 2-5 times per week 6.5% - weekly 1.0% - fortnightly 12.2% - monthly 24.9% yearly 19.8% - less frequently 26.6% - other Respondents were asked if they were unable to access the route would they still have wanted/needed to make their current journey. 53.9% yes 22.2% no 23.9% dont know
Sustrans routes, programmes, projects and schemes Respondents were asked if they had heard of Sustrans routes, programmes, projects or schemes 56.4% yes 43.6% no Sole carer Respondents were asked if they were the sole carer for a child/children 18.2% yes 81.8% no
Journey purpose
2.8% Commuting 32.2% Leisure

2.1% 23.5% 9.1%
0 Days 1 Day 12.3% 2 Days 3 Days
7.1% 15.4% 65.0% To/from holiday base 13.2% 17.2%
4 Days 5 Days 6 Days 7 Days
Health Respondents were asked how they would rate their general health 57.4% excellent 32.8% very good 9.8% good Future levels of walking and cycling Respondents were asked how strongly they would agree or disagree with the statement: I intend to walk more in the next 12 months. 40.8% strongly agreed 18.6% agreed 1.5% disagreed 39.0% had a neutral opinion Respondents were also asked how strongly they would agree or disagree with the statement: It is likely I will walk more in the next 12 months. 28.4% strongly agreed 35.1% agreed 5.8% disagreed 30.7% had a neutral opinion Cycling status Cyclists were asked what sort of cyclists they were 2.5% new to cycling 17.0% starting to cycle again How satisfied are you with the facilities you have used here today?
4.5% 28.1% 17.0% 3 4 5 Excelle nt 3.4% Poor 2
Respondents were asked if they had any long term illness, health problem or disability which limited their daily activities or work they do 2.9% yes 92.9% no 4.2% prefer not to say Respondents were asked how strongly they would agree or disagree with the statement: I intend to cycle more in the next 12 months. 41.7% strongly agreed 21.6% agreed 0.7% disagreed 36.0% had a neutral opinion Respondents were also asked how strongly they would agree or disagree with the statement: It is likely I will cycle more in the next 12 months. 30.6% strongly agreed 24.2% agreed 18.1% disagreed 27.1% had a neutral opinion
12.3% occasional cyclist 30.7% experienced, occasional cyclist 37.5% experienced, regular cyclist
3.1% 1.9% 26.6% 9.1% Not at all 2 3 27.3% 4 5 32.0% Greatly
47.0%
Factors influencing route usage Respondents were asked to rate how strongly they would agree or disagree with the following factors when considering what influenced their decision to use the route
Convenient route
Save money
Like surroundings
Feels safe
Exercise
0.0%
100.0%
Methodology
This study used Sustrans Route User Survey monitoring procedure. The Route User Survey has been widely applied around the UK, making this exercise directly comparable with surveys conducted on many other routes. This current survey form has been designed in partnership with the iConnect (Impact of Constructing Nonmotorised Networks and Evaluating Changes in Travel) study. The survey took place at the survey site on one weekday during term time, and one weekend during term time, one weekday during the school holiday period and one weekend day during the school holiday period. In each case, the surveys were conducted between the hours of 0700h and 1900h. A total of 48-hours of survey coverage was achieved at the site. Alongside this a total of 48-hours manual count data was collected which recorded route users mode of transport, gender and approximate age range which can be defined as child, 16-64 and 65+ years. Estimates of total annual usage are generated by comparing the manual counts conducted over four days with observed distributions of use from continuous counts at sites of a comparable nature. The proportion of total annual use that is comprised by four days from months commensurate with the months when the route user survey is undertaken is calculated for a site with continuous usage count data and an annual usage estimate. The proportion generated is assumed to be equivalent to the proportion of annual usage represented by the four day manual count. The total annual usage estimate is calculated on the basis of this proportion. The continuous count data includes cycles only. However, the same distributions are assumed for pedestrians. A weighting mechanism is applied to the survey data. This is based on the estimated total annual usage derived from the manual count conducted as part of the Route User Survey. The representative value of responses recorded on the four different day types, and of responses by gender, by age category, and by activity are adjusted using the manual count record to reflect usage throughout the whole of the year. Route User Survey Report 2010 - Manifold Track

Bakewell Railway Station, Monsal Trail, Peak District - Finding New Solutions
Route User Survey Report 2010 - Monsal Trail
Introduction
Survey site
The survey site is near the former Bakewell Railway Station. This is the main access point to the trail and can be reached via Station Road, Bakewell. The Monsal Trail is an eight mile linear track but because the tunnels are currently closed realistically cyclists tend to only use part of it.
Monsal Trail Legend

Survey Site
The total number of route users counted over the four day survey period was 1,259. 79 interviews were conducted over the same period. Of these interviews 6 were with cyclists, 72 with pedestrians and 1 other* user. During this period a total of 835 potential interviews were declined. The reasons given for declining interviews were: 451 people had already been interviewed, 224 people refused, 76 were preoccupied, 54 had no time and other reasons were given by 30 people.
Key findings
The current annual usage estimate at Bakewell Train Station is 91,187. It is estimated that 22,407 users will be cyclists, 66,862 pedestrians and 1,918 other types of route users 76.3% of trips are for leisure and 19.6% of trips were to or from a holiday base 71.7% of route users make this journey at least once a month
The following sections of the report outline both manual count and survey data. Data are shown for all survey respondents, followed by pedestrians and cyclists.
*Other users being runners/joggers, wheelchair users, roller skaters, horse riders and those using other modes of transport on the route.
Manual Count Data
Cycle % 36.2 25.0 36.4 32.9 31.5
Walk 89 294 193 237 813
Walk % 58.6 70.0 60.5 64.4 64.6
Other 8 21 10 10 49
Other % 5.3 5.0 3.1 2.7 3.9
All 152 420 319 368 1,259
All Child Adult Male Adult Female Older Male Older Female Total 269 408 356 95 131 1,259
All % 21.4 32.4 28.3 7.5 10.4 100.0
Cyclists 137 161 79 10 10 397
Cyclists % 34.5 40.6 19.9 2.5 2.5 100.0
Commuting
The following tables illustrate the number of route users counted during commuting periods of between 0700h0900h and 1600h -1800h. 0700-0900 Cyclists Weekday term time Weekday school holidays All weekdays Average weekday 5 6 11 5.5 1600-1800 Total within commuting periods Cyclists 13 15 28 14.0 Pedestrians 25 14 39 19.5 67 33.5 All

Annual usage is calculated using established patterns of movement based on this particular route type and location. The total annual usage estimate at this site is 91,187. The following tables illustrate the probable breakdown of user types based on the estimated annual usage figure. Percentage Cyclists Pedestrians Other users 24.6 73.3 2.1 Percentage Male Female 51.0 49.0 Annual usage 22,407 66,862 1,918 Annual usage 46,460 44,727 Term time School holiday Children 16-64 years 65+ years Percentage 20.8 69.0 10.3 Percentage 72.9 27.1 Annual usage 18,930 62,905 9,352 Annual usage 66,442 24,745
Survey data - All

12.9%
48.8%
0.5% 25 - 34 years
45 - 54 years 13.8%
Male Female
55 - 64 years
51.2%
72.8%
65+ years
Ethnicity
99.4% White
0.6% Mixed
Employment
5.4% looking after home/family 2.8% voluntary worker
Travel behaviour Respondents were asked if they used or will use any other form of transport during their journey 37.4% have not/will not 53.6% will use a car or van 8.3% will use a bus 0.7% will use a train Respondents were asked what other modes of transport they could have used to complete todays journey 78.3% wouldnt have made the journey 8.1% bus 7.9% car/van 5.4% dont know 1.3% taxi 0.6% other Respondents were asked how often they make this journey 11.0% - daily 8.6% - 2-5 times per week 18.1% - weekly 6.7% - fortnightly 27.3% - monthly 8.3% - yearly 9.2% - less frequently 10.9% - other Respondents were asked if they were unable to access the route would they still have wanted/needed to make their current journey. 94.6% yes 5.4% no
Journey purpose
1.2% 2.9% 19.6% Education

2.2% 6.4% 6.1% 2 Days
Shopping
1 Day
3 Days 11.7% 51.1% 4 Days 5 Days 8.7% 6 Days 7 Days 13.7%
Leisure
To/from holiday base 76.3%
Health Respondents were asked how they would rate their general health 41.9% excellent 36.0% very good 19.7% good 2.4% fair Future levels of walking and cycling Respondents were asked how strongly they would agree or disagree with the statement: I intend to walk more in the next 12 months. 17.0% strongly agreed 33.7% agreed 1.6% disagreed 47.7% had a neutral opinion Respondents were asked how strongly they would agree or disagree with the statement: I intend to cycle more in the next 12 months. 7.0% strongly agreed 19.6% agreed 3.1% disagreed 12.7% strongly disagreed 57.5% had a neutral opinion Respondents were also asked how strongly they would agree or disagree with the statement: It is likely I will cycle more in the next 12 months. 6.8% strongly agreed 16.8% agreed 3.1% disagreed 12.7% strongly disagreed 60.5% had a neutral opinion Has your understanding of what is special about this National Park increased?
14.6% 21.4% Poor 3 4 5 12.2% 27.5% Excellent 18.1% Greatly 21.9% 21.1% Not at all 2 3 4 5
Respondents were asked if they had any long term illness, health problem or disability which limited their daily activities or work they do 15.2% yes 84.8% no
Respondents were also asked how strongly they would agree or disagree with the statement: It is likely I will walk more in the next 12 months. 15.5% strongly agreed 36.3% agreed 48.3% had a neutral opinion
0.7% 1.6%
12.0%
48.8%
Convenient route
Save money
Like surroundings
Feels safe
Exercise
0.0%
100.0%

Gender Age
15.8%
48.8% 51.2%
0.6% 25 - 34 years
45 - 54 years
Male Female
16.9%
66.7%
55 - 64 years
65+ years
Ethnicity
99.3% White
0.7% Mixed
Employment
6.6% looking after home/family 3.4% voluntary worker
Travel behaviour Respondents were asked if they used or will use any other form of transport during their journey 33.6% have not/will not 55.4% will use a car or van 10.2% will use a bus 0.8% will use a train Respondents were asked what other modes of transport they could have used to complete todays journey 81.2% wouldnt have made the journey 9.9% bus 6.6% dont know 1.9% car/van 1.6% taxi 0.7% other Sole carer Respondents were asked if they were the sole carer for a child/children 4.0% yes 96.0% no Respondents were asked how often they make this journey 13.4% - daily 7.5% - 2-5 times per week 14.4% - weekly 8.1% - fortnightly 26.2% - monthly 8.8% - yearly 8.3% - less frequently 13.3% - other Respondents were asked if they were unable to access the route would they still have wanted/needed to make their current journey. 94.8% yes 5.2% no
Journey purpose
3.6% 21.0% Shopping

2.7% 7.9% 7.5% 2 Days 3 Days Leisure 45.9% 14.3% 4 Days 5 Days To/from holiday base 75.5% 12.6% 6 Days 9.0% 7 Days
1 Day
Health Respondents were asked how they would rate their general health 34.9% excellent 38.0% very good 24.1% good 2.9% fair Respondents were asked if they had any long term illness, health problem or disability which limited their daily activities or work they do 18.6% yes 81.4% no
Future levels of walking and cycling Respondents were asked how strongly they would agree or disagree with the statement: I intend to walk more in the next 12 months. 19.2% strongly agreed 27.6% agreed 1.9% disagreed 51.2% had a neutral opinion Respondents were asked how strongly they would agree or disagree with the statement: I intend to cycle more in the next 12 months. 5.6% strongly agreed 11.8% agreed 3.8% disagreed 15.6% strongly disagreed 63.2% had a neutral opinion Respondents were also asked how strongly they would agree or disagree with the statement: It is likely I will cycle more in the next 12 months. 5.3% strongly agreed 11.4% agreed 3.8% disagreed 15.6% strongly disagreed 63.9% had a neutral opinion Has your understanding of what is special about this National Park increased?
17.9% 21.8% Not at all 2 3 4 5 Excelle nt 13.4% 14.4% 22.4% 5 Greatly
0.8% 2.0% 26.2% 49.6%
Poor 3 4 10.2%
21.4%
Convenient route
Save money
Like surroundings
Feels safe
Exercise
0.0%
100.0%

Gender Age
100.0%
33.4%
Male 66.6%
Female
45 - 54 years
Ethnicity
100% White
Employment
44.2% employed part-time 34.4% retired
21.4% employed full-time
Travel behaviour Respondents were asked if they used or will use any other form of transport during their journey 51.0% have not/will not 49.0% will use a car or van Respondents were asked what other modes of transport they could have used to complete todays journey 62.6% wouldnt have made the journey 37.4% car/van Respondents were asked how often they make this journey 6.8% - 2-5 times per week 37.4% - weekly 34.4% - monthly 6.8% - less frequently 14.6% - other Respondents were asked if they were unable to access the route would they still have wanted/needed to make their current journey. 93.2% yes 6.8% no
Sustrans routes, programmes, projects and schemes Respondents were asked if they had heard of Sustrans routes, programmes, projects or schemes 41.2% yes 58.8% no Sole carer Respondents were asked if they were the sole carer for a child/children 100% no
Journey purpose
14.6% 6.8% Education
19.8% 6 Days
Leisure
To/from holiday base 78.6% 80.2%
7 Days
Health Respondents were asked how they would rate their general health 78.6% excellent 21.4% very good Future levels of walking and cycling Respondents were asked how strongly they would agree or disagree with the statement: I intend to walk more in the next 12 months. 65.6% agreed 34.4% had a neutral opinion Respondents were asked how strongly they would agree or disagree with the statement: I intend to cycle more in the next 12 months. 14.6% strongly agreed 58.8% agreed 26.6% had a neutral opinion Respondents were also asked how strongly they would agree or disagree with the statement: It is likely I will cycle more in the next 12 months. 14.6% strongly agreed 44.2% agreed 41.2% had a neutral opinion Respondents were asked if they had any long term illness, health problem or disability which limited their daily activities or work they do 100% no
Respondents were also asked how strongly they would agree or disagree with the statement: It is likely I will walk more in the next 12 months. 65.6% agreed 34.4% had a neutral opinion
Cycling status Cyclists were asked what sort of cyclists they were 21.4% starting to cycle again 44.2% experienced, occasional cyclist 34.4% experienced, regular cyclist How satisfied are you with the facilities you have used here today? Has your understanding of what is special about this National Park increased?
19.8% Not at all 2 41.2% 5 58.8% Excellent 37.4% 21.4% 3 5 Greatly
21.4% Poor
Factors influencing route usage

Respondents were asked to rate how strongly they would agree or disagree with the following factors when considering what influenced their decision to use the route
Convenient route
Save money
Like surroundings
Feels safe
Exercise
0.0%
100.0%
Methodology
This study used Sustrans Route User Survey monitoring procedure. The Route User Survey has been widely applied around the UK, making this exercise directly comparable with surveys conducted on many other routes. This current survey form has been designed in partnership with the iConnect (Impact of Constructing Nonmotorised Networks and Evaluating Changes in Travel) study. The survey took place at the survey site on one weekday during term time, and one weekend during term time, one weekday during the school holiday period and one weekend day during the school holiday period. In each case, the surveys were conducted between the hours of 0700h and 1900h. A total of 48-hours of survey coverage was achieved at the site. Alongside this a total of 48-hours manual count data was collected which recorded route users mode of transport, gender and approximate age range which can be defined as child, 16-64 and 65+ years. Estimates of total annual usage are generated by comparing the manual counts conducted over four days with observed distributions of use from continuous counts at sites of a comparable nature. The proportion of total annual use that is comprised by four days from months commensurate with the months when the route user survey is undertaken is calculated for a site with continuous usage count data and an annual usage estimate. The proportion generated is assumed to be equivalent to the proportion of annual usage represented by the four day manual count. The total annual usage estimate is calculated on the basis of this proportion. The continuous count data includes cycles only. However, the same distributions are assumed for pedestrians. A weighting mechanism is applied to the survey data. This is based on the estimated total annual usage derived from the manual count conducted as part of the Route User Survey. The representative value of responses recorded on the four different day types, and of responses by gender, by age category, and by activity are adjusted using the manual count record to reflect usage throughout the whole of the year.

Parsley Hay Visitor Centre, Parsley Hay, Peak District - Finding New Solutions
Route User Survey Report 2010 - Parsley Hay
Introduction
Survey site
The survey site is at the junction between Tissington and High Trails at Parsley Hay. The High Peak Trail is 17.5 miles long. The Tissington Trail joins the High Peak Trail at Parsley Hay and runs 13 miles south to Ashbourne. Both are linear routes.
Parsley Hay Legend

Survey Site
NCN Legend
Proposed Open On Road Open Traffic Free
The total number of route users counted over the four day survey period was 3,519. 78 interviews were conducted over the same period. Of these interviews 33 were with cyclists, 43 with pedestrians and 2 other* users. During this period a total of 692 potential interviews were declined. The reasons given for declining interviews were: 323 people refused, 108 people had already been interviewed, 96 were going too fast, 58 were preoccupied, 53 did not stop, 32 had no time and other reasons were given by 22 people.
Key findings
The current annual usage estimate at Parsley Hay Visitor Centre is 254,875. It is estimated that 218,931 users will be cyclists, 34,018 pedestrians and 1,926 other types of route users 55.8% of trips were for leisure and 43.9% of trips were to or from a holiday base 47.5% of route users make this journey at least once a month
Manual Count Data
Cycle Weekday term-time Weekend term-time Weekday school holidays Weekend school holidays Total 288 777 1,035 927 3,027
Cycle % 83.5 81.7 90.3 86.1 86.0
Walk 52 158 103 141 454
Walk % 15.1 16.6 9.0 13.1 12.9
Other 5 16 8 9 38
Other % 1.4 1.7 0.7 0.8 1.1
All 345 951 1,146 1,077 3,519
All Child Adult Male Adult Female Older Male Older Female Total 985 1,271 942 197 124 3,519
All % 28.0 36.1 26.8 5.6 3.5 100.0
Cyclists 891 1,121 797 141 77 3,027
Cyclists % 29.4 37.0 26.3 4.7 2.5 100.0
Commuting
The following tables illustrate the number of route users counted during commuting periods of between 0700h0900h and 1600h -1800h. 0700-0900 Cyclists Weekday term time Weekday school holidays All weekdays Average weekday 0 9 9 4.5 1600-1800 Total within commuting periods Cyclists 25 154 179 89.5 Pedestrians 16 27 43 222 All
21.5 111.0

Annual usage is calculated using established patterns of movement based on this particular route type and location. The total annual usage estimate is 254,875. The following tables illustrate the probable breakdown of user types based on the estimated annual usage figure. Percentage Cyclists Pedestrians Other users 85.9 13.3 0.8 Percentage Male Female 60.2 39.8 Annual usage 218,931 34,018 1,926 Annual usage 153,374 101,501 Term time School holiday Children 16-64 years 65+ years Percentage 23.8 74.9 1.2 Percentage 64.5 35.5 Annual usage 60,736 190,970 3,169 Annual usage 164,384 90,491
Survey data - All

1.6% 3.4% 36.6% 20.9%
35 - 44 years
45 - 54 years Male Female 55 - 64 years 74.1% 65+ years 63.4%
Ethnicity
98.2% White
1.8% Caribbean
Employment
46.0% employed full-time 30.5% retired
12.3% employed part-time 11.3% looking after home/family
Travel behaviour Respondents were asked if they used or will use any other form of transport during their journey 35.2% have not/will not 64.8% will use a car or van Respondents were asked what other modes of transport they could have used to complete todays journey 94.4% wouldnt have made the journey 3.7% dont know 1.9% car/van Respondents were asked how often they make this journey 1.9% - daily 2.7% - 2-5 times per week 2.9% - weekly 9.0% - fortnightly 31.0% - monthly 10.0% - yearly 19.9% - less frequently 22.6% - other Respondents were asked if they were unable to access the route would they still have wanted/needed to make their current journey. 78.9% yes 19.2% no 2.0% don't know Sole carer Respondents were asked if they were the sole carer for a child/children 0.4% yes 99.6% no
Journey purpose
0.3% Commuting 43.9% 55.8% Leisure

1.9% 2.9% 28.0% 9.7%
0 Days 1 Day 2 Days 3 Days 29.1% 4 Days 5 Days 6 Days
5.3%
8.2% 14.7%
7 Days
Health Respondents were asked how they would rate their general health 36.1% excellent 52.0% very good 10.9% good 1.0% poor Future levels of walking and cycling Respondents were asked how strongly they would agree or disagree with the statement: I intend to walk more in the next 12 months. 7.7% strongly agreed 22.4% agreed 13.0% disagreed 2.9% strongly disagreed 53.9% had a neutral opinion Respondents were also asked how strongly they would agree or disagree with the statement: It is likely I will walk more in the next 12 months. 8.5% strongly agreed 18.3% agreed 13.9% disagreed 3.1% strongly disagreed 56.2% had a neutral opinion How satisfied are you with the facilities you have used here today?
0.3% 0.2%
Respondents were asked how strongly they would agree or disagree with the statement: I intend to cycle more in the next 12 months. 16.8% strongly agreed 34.0% agreed 6.6% disagreed 0.4% strongly disagreed 42.2% had a neutral opinion Respondents were also asked how strongly they would agree or disagree with the statement: It is likely I will cycle more in the next 12 months. 17.8% strongly agreed 31.9% agreed 7.5% disagreed 0.4% strongly disagreed 42.5% had a neutral opinion Has your understanding of what is special about this National Park increased?
13.7% 23.4% Not at all 2 3 8.4% 4 5 19.0% Greatly 25.0%
12.1%
Poor 2 3 10.6%
54.1% 33.2%
4 5 Excellent
Convenient route
Save money
Like surroundings
Feels safe
Exercise
0.0%
100.0%

Gender Age
2.1% 1.4% 47.9% 17.0% 45 - 54 years Male Female 55 - 64 years 52.1% 79.5% 65+ years 35 - 44 years
Ethnicity
100% White
Employment
47.8% retired 37.5% employed full-time
13.4% employed part-time 1.4% looking after home/family
Travel behaviour Respondents were asked if they used or will use any other form of transport during their journey 42.6% have not/will not 57.4% will use a car or van Respondents were asked what other modes of transport they could have used to complete todays journey 99.0% wouldnt have made the journey 1.0% dont know Respondents were asked how often they make this journey 3.6% - daily 3.6% - 2-5 times per week 9.0% - weekly 9.2% - fortnightly 11.7% - monthly 11.4% - yearly 17.3% - less frequently 34.1% - other Respondents were asked if they were unable to access the route would they still have wanted/needed to make their current journey. 81.3% yes 17.4% no 1.4% dont know Sole carer Respondents were asked if they were the sole carer for a child/children 100% no
Journey purpose
1.8% Commuting 55.1% 43.1%

2.8% 1.8% 30.8% 25.1%
0 Days 2 Days 3 Days
Leisure
4 Days 5 Days
6.0%
6 Days 11.2% 22.3% 7 Days
Health Respondents were asked how they would rate their general health 33.4% excellent 41.0% very good 19.3% good 6.3% poor Respondents were asked if they had any long term illness, health problem or disability which limited their daily activities or work they do 11.4% yes 88.6% no
Future levels of walking and cycling Respondents were asked how strongly they would agree or disagree with the statement: I intend to walk more in the next 12 months. 27.8% strongly agreed 21.6% agreed 13.7% disagreed 37.0% had a neutral opinion Respondents were asked how strongly they would agree or disagree with the statement: I intend to cycle more in the next 12 months. 2.7% strongly agreed 38.4% agreed 2.4% disagreed 2.4% strongly disagreed 54.1% had a neutral opinion Respondents were also asked how strongly they would agree or disagree with the statement: It is likely I will cycle more in the next 12 months. 6.1% strongly agreed 26.2% agreed 6.6% disagreed 2.6% strongly disagreed 58.6% had a neutral opinion Has your understanding of what is special about this National Park increased?
16.1% 23.7% Not at all 2 3 4 14.9% 5 68.9% Excelle nt 17.7% 17.7% Greatly 5
Respondents were also asked how strongly they would agree or disagree with the statement: It is likely I will walk more in the next 12 months. 33.8% strongly agreed 19.4% agreed 17.1% disagreed 29.7% had a neutral opinion
1.8% 1.4% 10.3% Poor 2 17.6% 3 4
8.5%
Convenient route
Save money
Like surroundings
Feels safe
Exercise
0.0%
100.0%

Gender Age
1.6% 3.8% 35 - 44 years
34.4%
21.5% 45 - 54 years
Male 65.6%
Female
55 - 64 years 73.1% 65+ years
Ethnicity
97.8% White
2.2% Caribbean
Employment 47.4% employed full-time 27.5% retired 13.2% looking after family/home 11.9% employed part-time
Travel behaviour Respondents were asked if they used or will use any other form of transport during their journey 34.1% have not/will not 65.9% will use a car or van Respondents were asked what other modes of transport they could have used to complete todays journey 93.6% wouldnt have made the journey 4.2% dont know 2.2% car/van Respondents were asked how often they make this journey 1.6% - daily 2.1% - 2-5 times per week 1.8% - weekly 9.1% - fortnightly 34.8% - monthly 9.8% - yearly 20.5% - less frequently 20.4% - other Respondents were asked if they were unable to access the route would they still have wanted/needed to make their current journey. 78.3% yes 19.6% no 2.1% dont know Sustrans routes, programmes, projects and schemes Respondents were asked if they had heard of Sustrans routes, programmes, projects or schemes 75.6% yes 24.4% no Sole carer Respondents were asked if they were the sole carer for a child/children 100% no
Cycling status
Cyclists were asked what sort of cyclists they were 2.2% new to cycling 4.2% starting to cycle again 21.9% occasional cyclist Route User Survey Report 2010 - Parsley Hay
38.3% experienced, occasional cyclist 33.4% experienced, regular cyclist
Journey purpose

1.8% 3.5%
42.1%
57.9%
Leisure
27.1%
11.3%
0 Days 1 Day 2 Days 3 Days
To/from holiday base 5.2% 5.7% 15.5% 30.1%
4 Days 5 Days 6 Days 7 Days
Health Respondents were asked how they would rate their general health 36.2% excellent 54.3% very good 9.5% good Future levels of walking and cycling Respondents were asked how strongly they would agree or disagree with the statement: I intend to walk more in the next 12 months. 3.9% strongly agreed 22.7% agreed 13.0% disagreed 3.5% strongly disagreed 56.9% had a neutral opinion Respondents were also asked how strongly they would agree or disagree with the statement: It is likely I will walk more in the next 12 months. 4.0% strongly agreed 18.3% agreed 13.5% disagreed 3.6% strongly disagreed 60.7% had a neutral opinion How satisfied are you with the facilities you have used here today?
12.5% Very Poor 11.0% 4 7.2% 51.1% 5 5 36.3% 19.1% Excellent 26.2% Greatly 3 4
Respondents were asked how strongly they would agree or disagree with the statement: I intend to cycle more in the next 12 months. 19.4% strongly agreed 33.0% agreed 7.4% disagreed 40.2% had a neutral opinion
Respondents were also asked how strongly they would agree or disagree with the statement: It is likely I will cycle more in the next 12 months. 19.9% strongly agreed 33.1% agreed 7.7% disagreed 39.3% had a neutral opinion
13.3% 23.1% Not at all 2
Convenient route
Save money
Like surroundings
Feels safe
Exercise
0.0%
100.0%
Methodology
This study used Sustrans Route User Survey monitoring procedure. The Route User Survey has been widely applied around the UK, making this exercise directly comparable with surveys conducted on many other routes. This current survey form has been designed in partnership with the iConnect (Impact of Constructing Nonmotorised Networks and Evaluating Changes in Travel) study. The survey took place at the survey site on one weekday during term time, and one weekend during term time, one weekday during the school holiday period and one weekend day during the school holiday period. In each case, the surveys were conducted between the hours of 0700h and 1900h. A total of 48-hours of survey coverage was achieved at the site. Alongside this a total of 48-hours manual count data was collected which recorded route users mode of transport, gender and approximate age range which can be defined as child, 16-64 and 65+ years. Estimates of total annual usage are generated by comparing the manual counts conducted over four days with observed distributions of use from continuous counts at sites of a comparable nature. The proportion of total annual use that is comprised by four days from months commensurate with the months when the route user survey is undertaken is calculated for a site with continuous usage count data and an annual usage estimate. The proportion generated is assumed to be equivalent to the proportion of annual usage represented by the four day manual count. The total annual usage estimate is calculated on the basis of this proportion. The continuous count data includes cycles only. However, the same distributions are assumed for pedestrians. A weighting mechanism is applied to the survey data. This is based on the estimated total annual usage derived from the manual count conducted as part of the Route User Survey. The representative value of responses recorded on the four different day types, and of responses by gender, by age category, and by activity are adjusted using the manual count record to reflect usage throughout the whole of the year. Route User Survey Report 2010 - Parsley Hay

Fairholmes Car Park, Upper Derwent Valley, Peak District - Finding New Solutions
Fieldwork: April/May 2010, report published August 2010
Route User Survey Report 2010 - Upper Derwent Valley
Introduction
This is a report of data collected at a single point on the route during April and May 2010. Route users were interviewed during four 12-hour survey periods, a school-holiday weekday, a school-holiday weekend day, a term-time weekday and a term-time weekend day. Manual count data was collected during the same four 12hour periods.
Survey site
The survey site is located opposite Fairholmes car park within the Upper Derwent Valley. The Peak District National Park Authority operates a popular cycle hire centre at Fairholmes which is adjacent to the reservoir route where the survey was completed. The route is a fairly flat circular route around Ladybower, Derwent and Howden Reservoirs in the north of the Peak District National Park accessed off the A57 Sheffield to Glossop road. Bamford is the nearest village.
Upper Derwent Valley Site Legend

Survey Site
The total number of route users counted over the four day survey period was 491. 51 interviews were conducted over the same period. Of these interviews 12 were with cyclists, 36 with pedestrians and 3 other* users During this period a total of 265 potential interviews were declined. The reasons given for declining interviews were: 118 people refused, 74 people had already been interviewed, 21 did not stop, 14 were in a hurry, 11 had no time and other reasons were given by 27 people.
Key findings
The current annual usage estimate at Fairholmes car park is 37,709. It is estimated that 9,943 users will be cyclists, 26,647 pedestrians and 1,119 other types of route users 80.7% of trips are for leisure and 19.3% of trips were to or from a holiday base 61.9% of route users make this journey at least once a month
Manual Count Data
Cycle % 35.6 42.6 20.5 21.2 28.9
Walk 51 58 85 111 305
Walk % 58.6 47.5 72.6 67.3 62.1
Other 5 12 8 19 44
Other % 5.7 9.8 6.8 11.5 9.0
All 87 122 117 165 491
All Child Adult Male Adult Female Older Male Older Female Total 97 218 149 23 4 491
All % 19.8 44.4 30.3 4.7 0.8 100.0
Cyclists 50 64 28 0 0 142
Cyclists % 35.2 45.1 19.7 0.0 0.0 100.0
Commuting
The following tables illustrate the number of route users counted during commuting periods of between 0700h0900h and 1600h -1800h. 0700-0900 Cyclists Weekday term-time Weekday school holidays All weekdays Average weekday 1 1 2 1.0 Pedestrians 0 2 2 1.0 1600-1800 Cyclists Pedestrians 4 5 9 4.5 8 16 24 12.0 Total within commuting periods Cyclists Pedestrians 5 6 11 5.5 8 18 26 13.0 37 18.5 All

Annual usage is calculated using established patterns of movement based on this particular route type and location. The total annual usage estimate is 37,709. The following tables illustrate the probable breakdown of user types based on the estimated annual usage figure. Percentage Cyclists Pedestrians Other users 26.4 70.7 3.0 Percentage Male Female 61.6 38.4 Annual usage 9,943 26,647 1,119 Annual usage 23,214 14,495 Term time School holiday Children 16-64 years 65+ years Percentage 16.5 82.5 1.0 Percentage 66.7 33.3 Annual usage 6,222 31,093 394 Annual usage 25,160 12,549
Survey data - All

The following section of the report outlines data collected during four day survey period with respondents aged 16 or over. Each respondent has consented to their data being processed by Sustrans and included in the following summary. Gender
36.2% 19.3%
Age
1.3% 1.2% 35 - 44 years
45 - 54 years Male Female 55 - 64 years 78.2% 65+ years 63.8%
Ethnicity
96.5% White 0.6% Mixed
2.9% Prefer not to say
Employment
50.6% employed full-time 24.4% retired 15.1% unemployed/sick leave
8.9% employed part-time 1.0% studying
Travel behaviour Respondents were asked if they used or will use any other form of transport during their journey 2.7% have not/will not 96.7% will use a car or van 0.6% will use a bus Respondents were asked what other modes of transport they could have used to complete todays journey 71.9% wouldnt have made the journey 11.4% bus 11.1% dont know 9.0% rail 5.0% other 0.6% car/van Respondents were asked how often they make this journey 7.1% - 2-5 times per week 22.7% - weekly 6.8% - fortnightly 25.3% - monthly 5.1% - yearly 15.8% - less frequently 17.3% - other Respondents were asked if they were unable to access the route would they still have wanted/needed to make their current journey 77.4% yes 17.1% no 5.4% dont know
Sole carer Respondents were asked if they were the sole carer for a child/children 100% no
Journey purpose
19.3% Leisure

16.0% 13.4% 2.4% 7.7% 14.3% To/from holiday base 4.1%
0 Days 1 Day 2 Days 3 Days 4 Days 5 Days 6 Days
13.8% 80.7% 28.5%
7 Days
Health Respondents were asked how they would rate their general health 22.3% excellent 39.4% very good 24.9% good 12.8% fair 0.6% poor Future levels of walking and cycling Respondents were asked how strongly they would agree or disagree with the statement: I intend to walk more in the next 12 months. 16.4% strongly agreed 30.1% agreed 1.6% disagreed 51.9% had a neutral opinion Respondents were asked how strongly they would agree or disagree with the statement: I intend to cycle more in the next 12 months. 25.2% strongly agreed 19.0% agreed 1.2% disagreed 5.0% strongly disagreed 49.6% had a neutral opinion Respondents were also asked how strongly they would agree or disagree with the statement: It is likely I will cycle more in the next 12 months. 3.3% strongly agreed 38.0% agreed 1.2% disagreed 5.0% strongly disagreed 52.5% had a neutral opinion Has your understanding of what is special about this National Park increased?
13.0% 10.9% Very Poor 2 3 53.6% 30.5% 4 5 Excellent 17.5% 19.6% 16.2% 14.0% 19.8% Not at all 2 3 4 5 Greatly
5.0%
Convenient route
Save money
Like surroundings
Feels safe
Exercise
0.0%
100.0%

Gender
40.3%
24.5% 45 - 54 years
Age
1.4% 1.6% 35 - 44 years
Male
Female
55 - 64 years 72.5%
59.7%
65+ years
Ethnicity
95.6% White 0.7% Mixed
3.6% Prefer not to say
Employment 41.1% employed full-time 29.5% retired
19.3% unemployed/sick leave 10.1% employed part-time
Travel behaviour Respondents were asked if they used or will use any other form of transport during their journey 99.3% will use a car or van 0.7% will use a bus Respondents were asked what other modes of transport they could have used to complete todays journey 64.2% wouldnt have made the journey 14.5% bus 14.2% dont know 11.4% rail 6.4% other 0.7% car/van Respondents were asked how often they make this journey 7.2% - 2-5 times per week 28.2% - weekly 8.0% - fortnightly 25.3% - monthly 5.4% - yearly 18.6% - less frequently 7.4% - other Respondents were asked if they were unable to access the route would they still have wanted/needed to make their current journey 75.1% yes 18.7% no 6.2% dont know
Sole carer Respondents were asked if they were the sole carer for a child/children 100% no
Journey purpose
21.9% Leisure

16.1% 17.0%
0 Days 1 Day 3.0% 2 Days 3 Days 4 Days
8.4% 3.8% To/from holiday base 4.6%
5 Days 6 Days
78.1%
14.3% 32.9%
7 Days
Health Respondents were asked how they would rate their general health 22.1% excellent 43.9% very good 17.0% good 16.2% fair 0.7% poor Future levels of walking and cycling Respondents were asked how strongly they would agree or disagree with the statement: I intend to walk more in the next 12 months. 20.8% strongly agreed 36.6% agreed 0.7% disagreed 41.9% had a neutral opinion Respondents were asked how strongly they would agree or disagree with the statement: I intend to cycle more in the next 12 months. 17.0% strongly agreed 15.7% agreed 1.5% disagreed 5.3% strongly disagreed 60.5% had a neutral opinion Respondents were also asked how strongly they would agree or disagree with the statement: It is likely I will cycle more in the next 12 months. 2.3% strongly agreed 27.4% agreed 1.5% disagreed 5.3% strongly disagreed 63.5% had a neutral opinion Has your understanding of what is special about this National Park increased?
11.5% Very Poor 11.8% 2 3 4 56.9% 24.8% 5 Excellent 24.9% 15.3% 20.7% 5 Greatly 6.2% 21.3% Not at all 2 3 4
6.4%
Convenient route
Save money
Like surroundings
Feels safe
Exercise
0.0%
100.0%

Gender
18.7%
Age
0.8% 45 - 54 years
Male
Female
65+ years
81.3%
99.2%
Ethnicity
100% White
Employment
88.8% employed full-time 6.0% retired
5.2% studying
Travel behaviour Respondents were asked if they used or will use any other form of transport during their journey 14.2% will not 85.8% will use a car or van Respondents were asked what other modes of transport they could have used to complete todays journey 100% wouldnt have made the journey Respondents were asked how often they make this journey 7.9% - 2-5 times per week 2.6% - weekly 2.6% - fortnightly 20.8% - monthly 5.8% - less frequently 60.3% - other Respondents were asked if they were unable to access the route would they still have wanted/needed to make their current journey 91.9% yes 5.2% no 2.9% dont know Sustrans routes, programmes, projects and schemes Respondents were asked if they had heard of Sustrans routes, programmes, projects or schemes 81.9% yes 18.1% no Sole carer Respondents were asked if they were the sole carer for a child/children 100% no
Journey purpose
11.0% Leisure

5.5% 5.3% 2.6% 3 Days 13.4% To/from holiday base 59.5% 13.7% 89.0% 4 Days 5 Days 6 Days 7 Days
2 Days
Health Respondents were asked how they would rate their general health 13.7% excellent 26.0% very good 60.3% good Future levels of walking and cycling Respondents were asked how strongly they would agree or disagree with the statement: I intend to walk more in the next 12 months. 2.6% agreed 5.2% disagreed 92.1% had a neutral opinion Respondents were also asked how strongly they would agree or disagree with the statement: It is likely I will walk more in the next 12 months. 5.2% agreed 94.8% had a neutral opinion Respondents were asked how strongly they would agree or disagree with the statement: I intend to cycle more in the next 12 months. 62.2% strongly agreed 34.9% agreed 2.9% had a neutral opinion Respondents were also asked how strongly they would agree or disagree with the statement: It is likely I will cycle more in the next 12 months. 7.9% strongly agreed 86.6% agreed 5.5% had a neutral opinion Respondents were asked if they had any long term illness, health problem or disability which limited their daily activities or work they do 2.6% yes 97.4% no
Cycling status Cyclists were asked what sort of cyclists they were 58.6% starting to cycle again 13.3% occasional cyclist 28.1% experienced, regular cyclist How satisfied are you with the facilities you have used here today?
8.1% Very Poor 34.2% 2 3 4 5 57.7% Excellent 59.5%
11.1% 20.8% 2.6% 6.0% Not at all 2 3 4 5 Greatly
Convenient route
Save money
Like surroundings
Feels safe
Exercise
0.0%
100.0%
Methodology
This study used Sustrans Route User Survey monitoring procedure. The Route User Survey has been widely applied around the UK, making this exercise directly comparable with surveys conducted on many other routes. This current survey form has been designed in partnership with the iConnect (Impact of Constructing Nonmotorised Networks and Evaluating Changes in Travel) study. The survey took place at the survey site on one weekday during term time, and one weekend during term time, one weekday during the school holiday period and one weekend day during the school holiday period. In each case, the surveys were conducted between the hours of 0700h and 1900h. A total of 48-hours of survey coverage was achieved at the site. Alongside this a total of 48-hours manual count data was collected which recorded route users mode of transport, gender and approximate age range which can be defined as child, 16-64 and 65+ years. Estimates of total annual usage are generated by comparing the manual counts conducted over four days with observed distributions of use from continuous counts at sites of a comparable nature. The proportion of total annual use that is comprised by four days from months commensurate with the months when the route user survey is undertaken is calculated for a site with continuous usage count data and an annual usage estimate. The proportion generated is assumed to be equivalent to the proportion of annual usage represented by the four day manual count. The total annual usage estimate is calculated on the basis of this proportion. The continuous count data includes cycles only. However, the same distributions are assumed for pedestrians. A weighting mechanism is applied to the survey data. This is based on the estimated total annual usage derived from the manual count conducted as part of the Route User Survey. The representative value of responses recorded on the four different day types, and of responses by gender, by age category, and by activity are adjusted using the manual count record to reflect usage throughout the whole of the year. Route User Survey Report 2010 - Upper Derwent Valley
7.2
7.2.1
Data tables from Workplaces projects

North East FNS hospitals data
Table 7-10 Monthly counts of parked bikes at five North East hospital locations Oct-10 JCUH Darlington RVI Freeman Sunderland 65 19 372 130 17 Nov-10 62 13 250 98 11 Dec-10 no count no count no count no count no count Jan-11 33 13 190 65 6 Feb-11 33 15 275 80 9 Mar-11 62 19 368 108 18
Table 7-11 Numbers of Newcastle NHS Trust staff purchasing bikes through the Cycle to Work scheme 2006 January February March April May June July August September October November December 6 17 4 2007 4 7 10 11 22 14 9 14 4 5 8 0 2008 8 13 8 13 13 10 18 17 20 14 8 9 2009 2 15 4 16 15 20 23 31 20 20 9 12 2010 5 5 14 18 29 19 33 32 42 4 14 7 2011 3
7.2.2
South West FNS hospitals data
Table 7-12 Number of Bournemouth and Christchurch hospitals Pedal Point participants earning points each week End of May 2010 June 2010 July 2010 August 2010 September 2010 October 2010 November 2010 December 2010 January 2011 February 2011 Week 1 118 160 193 204 184 176 184 148 97 155 Week 2 163 177 199 193 180 174 162 146 153 Week 3 180 185 176 132 181 176 157 141 139 Week 4 187 192 210 187 191 180 162 118 164 167 156 153 Week 5 182
Table 7-13 Counts of parked bikes at Derriford Hospital, Plymouth Beginning of September 2010 October 2010 November 2010 December 2010 January 2011 February 2011 69 no count 39 no count 58 73 53 40 55 64 43 no count 55 Week 1 Week 2 Week 3 Week 4 53 53 56 no count 68 62 53 Week 5
Table 7-14 Weekly average bike counts at Bournemouth Hospital Beginning of February 2010 March 2010 April 2010 May 2010 June 2010 July 2010 August 2010 September 2010 October 2010 November 2010 December 2010 January 2011 February 2011 Fortnight 1 130 139 134 156 200 183 169 168 188 184 151 149 153 Fortnight 2 131 144 188 214 221 228 179 179 200 151 no count 161 124 171 Fortnight 3
Table 7-15 Loan bike usage at Bournemouth hospital Number of times pool bikes used Mar-10 Apr-10 May-10 Jun-10 Jul-10 Aug-10 Sep-10 Oct-10 Nov-10 Dec-10 Jan-11 22 18 103 146 288 181 50 46 86 140 125
7.2.3
South East Workplace Cycle Challenges summary
Table 7-16 Summary of statistics from the South East Workplace Cycle Challenges Oxford
organisations departments people rookies cycle trips logged miles cycled million Kj of energy burnt trips cycled for transport kilograms of CO2 saved NHS organisations NHS participants rookie NHS cyclists
Chichester 39 175 1040 138 7255 65477 8.5 4939 11116 2 135 17
Southampton 55 258 1302 134 11613 97429 12.6 8739 18990 3 156 14
Milton Keynes 76 247 1171 169 10497 104814 13.6 7058 17660 3 132 13
Isle of Wight 57 188 837 139 7224 62562 8.1 4823 11294 2 98 19
Ashford 57 72 472 88 2169 17923 2.3 1216 2439 4 33 3
Total 342 1,150 6,156 789 50,619 448,427 58 36,063 83,722 17 675 84
58 210 1334 121 11861 100222 13 9288 22223 3 121 18
Table 7-17 Registration details of Cycle Challenges in the SE region in 2010 Region Cycle Challenge dates 3-month post-Challenge survey period September September September-October September-October October December Response rate
Oxford Chichester Southampton Milton Keynes Isle of Wight Ashford
7-27 June 7-27 June 14 June 4 July 21 June 11 July 5-25 July 13 September 3 October
38% 48% 29% 44% 38% 32%
Challenge for Change, 2010. Cycle Challenge reports.
7.2.4
Ucycle Nottingham data
Table 7-18 Average counts of parked bikes at Nottingham sites University of Nottingham Iteration 1 January-March 2010 Iteration 2 April-June 2010 Iteration 3 October-November 2010 Iteration 4 January-February 2011 Difference between Iteration 1 and Iteration 4 928 858 1314 1077 149 Nottingham Trent University 130 150 218 214 84 Nottingham University Hospital NHS Trust 145 236 291 201 56 TOTAL 1203 1244 1823 1492 289
Table 7-19 Average daily cycle flow per month from May 2009 to January 2011, University Boulevard, Nottingham Weekday average 1076 1222 913 858 993 1060 1016 612 634 824 951 909 1040 1085 1030 901 1029 1163 956 413 1006 Weekend average 519 459 323 309 361 293 247 179 159 226 283 339 339 444 350 309 368 332 258 147 364 7-day average 899 1018 760 681 825 837 785 500 484 653 778 757 814 892 833 729 852 895 770 345 799
May-09 Jun-09 Jul-09 Aug-09 Sep-09 Oct-09 Nov-09 Dec-09 Jan-10 Feb-10 Mar-10 Apr-10 May-10 Jun-10 Jul-10 Aug-10 Sep-10 Oct-10 Nov-10 Dec-10 Jan-11
7.3
7.3.1
Data tables from Bike N Ride projects

Counts of parked bikes
Table 7-20 Counts of parked bikes at West Byfleet station 2005 February/March May September November TOTAL % change from base year 2005 67 83 85 83 318 2006 81 80 99 91 351 +10% 2007 78 72 97 86 333 +5% 2008 79 84 101 87 351 +10% 2009 86 90 114 93 383 +20% 2010 91 108 122 97 418 +31%
7.3.2
List of 159 Bike N Ride stations
Virgin Crewe Stafford Wolverhampton Macclesfield Stockport Manchester Piccadilly Stoke-on-Trent
Merseyrail Ainsdale Birkenhead Central Eastham Rake Green Lane Hillside Rock Ferry Bebington Blundellsands & Crosby Freshfields Hall Road Hooton Southport Birkdale Bromborough Formby Hightown Port Sunlight Spital
Northern Accrington Batley Bentley Bradford Forster Square Burley Park Chapeltown Conisbrough Cross Gates Denby Dale East Garforth Fitzwilliam Giggleswick Baildon Ben Rhydding Bingley Bradford Interchange Burley-In-Wharfedale Church Fenton Cononley Darton Dodworth Elsecar Frizinghall Glasshoughton Barnsley Bentham Bolton Upon Dearne Brighouse Castleton Clapham (North Yorkshire) Cottingley Deighton Dronfield Featherstone Garforth Goole
Guiseley Headingley Hornbeam Park Howden Knaresborough Lockwood Menston Mirfield Moston Normanton Penistone Poppleton Ribblehead Sandal & Agbrigg Shipley Slaithwaite South Elmsall Starbeck Streethouse Wakefield Kirkgate Whitley Bridge
Hammerton Hebden Bridge Horsforth Ilkley Knottingley Long Preston Micklefield Moorthorpe Mytholmroyd Outwood Pontefract Monkhill Ravensthorpe Rochdale Settle Silkstone Common Smithy Bridge South Milford Steeton & Silsden Thurnscoe Walsden Wombwell
Harrogate Hellifield Horton-In-Ribblesdale Kiverton Bridge Littleborough Marsden Mills Hill Morley New Pudsey Pannal Pontefract Tanshelf Rawcliffe Saltmarshe Shepley Skipton Snaith Sowerby Bridge Stocksmoor Todmorden Weeton Woodlesford
South West Trains Alton Brockenhurst Earley Farnborough Gillingham (Dorset) Liphook Oxshott Pokesdown Rowlands Castle Andover Brookwood Eastleigh Farnham Guildford Liss Petersfield Poole Salisbury Bournemouth Clapham Junction Esher Fleet Hilsea Mortlake Pinhoe Richmond Southampton Airport Parkway St Deny's Teddington Windsor & Eton Riverside Staines Walton on Thames Woking Surbiton West Byfleet
7.3.3
Merseyrail network maps showing distribution of cycle facilities
Cycle Parking Facilities At Stations
Staffed cycle storage, hire and repair (other parking might be available) Secure cycle storage, cage or locker (other parking might be available) Cycle parking (Sheffield stands) under cover Cycle parking (Sheffield stands) No cycle parking at this Merseyside station
Int'T/STD/CycleParkingFacilitiesMap/MAC/JG 18.01.11
Issue No: 1 Issue Date: 18/01/11 Revision No: 0 Authorised by Whom: Mark Cleave Uncontrolled if printed
Cycle parking capacity relative to station footfall
Better Rail Stations report (October 2009) proposed cycle parking capacity to be at least 5% of footfall. This map shows the cycle parking capacity (of all types) provided in 2010. Capacity >5% footfall Capacity 5% > 2% footfall Capacity 2% > 1% footfall Capacity 1% > 0% footfall Elsewhere on Merseyrail network No cycle parking
INT'T/STD/CycleParkingCapacity/MC/JG 15.02.11
Issue No 1 Issue Date: 04/01/11 Revision No: 1 Authorised by Whom: M Cleave Uncontrolled if printed
A4
Challenge for Change Interim Evaluation Report

Page 142
The Finding New Solutions Leisure Cycling Programme Interim Evaluation Report
Prepared by Challenge for Change Ltd February 2011
Table of Contents
EXECUTIVE SUMMARY .............................................................................................. 3 1. INTRODUCTION...................................................................................................... 5
1.1 Background FNS Leisure projects & Partnerships .................................................................... 5 1.2 Methodology...................................................................................................................................... 5 1.3 1.4 Objectives of evaluation programme ........................................................................................... 6 Structure of this report .................................................................................................................. 7
2
2.1 2.2 2.3 2.4 2.5
PROJECT SET UP: LOCATIONS AND INITIATIVES............................................ 8

Challenge for Change web tool, emails and challenge initiatives ............................................ 8 Pedal Peak District....................................................................................................................... 11 Cycle Devon ................................................................................................................................. 12 Cycle Xtra ..................................................................................................................................... 13 Description of centrally co-ordinated initiatives....................................................................... 14
3
3.1 3.2 3.3 3.4
SURVEY RESULTS ............................................................................................ 16

Purpose of baseline survey ........................................................................................................ 16 Sign up rates ................................................................................................................................ 16 Who are the participants ............................................................................................................ 17 Demographics characteristics of participants .......................................................................... 24
3.5 Evaluating the impact of the FNS leisure programme: Follow-up survey................................. 29 3.6 3.7 3.8 Follow-up survey response rates ............................................................................................... 31 Follow up survey results: cycling habits................................................................................... 33 Cycling activities, interventions and support services ............................................................ 50
REVIEW OF FINDINGS IN RELATION TO THE RESEARCH OBJECTIVES ..... 59
4.1 Primary Research Objective .......................................................................................................... 59 4.2 Secondary Research Objectives ................................................................................................... 59 4.4 Next steps ..................................................................................................................................... 64
APPENDIX 1 BASELINE SURVEY......................................................................... 65 APPENDIX 2 FOLLOW-UP SURVEY, OCTOBER ................................................ 68 APPENDIX 3 BASELINE RESULTS...................................................................... 70 APPENDIX 4 FOLLOW-ON SURVEY RESULTS ................................................... 75
Executive Summary
This report has been prepared on the evaluation of the Finding New Solutions leisure cycling programme. The programme was funded by Cycling England and delivered in association with three key project partners The Peak District National Park Authority, Devon County Council and the CTC/Forestry Commission/Hoseasons partnership. The leisure cycling programme aimed to answer a primary research objective: To what extent does a positive leisure cycling experience, accompanied by follow-up support and interventions, lead to more habitual cycling? Each of the three project partners took a different approach to encouraging and promoting cycling in their area. Various cycling events and initiatives were run and in some cases new cycling infrastructure was built. A number of initiatives were implemented across all three project areas including the Challenge for Change website tool, email communications, Challenges and incentives encouraging people to cycle more often. Participant surveys were carried out at baseline (on the day that participants had a positive cycling experience) and a follow-up survey in October 2010. These surveys took the form of hard copy and online self-completion questionnaires. This is an interim evaluation report that focuses on the analysis of the results of the participant surveys that have been carried out to date. A final participant survey will be carried out in April 2011. A final report evaluation report will then be produced which includes the analysis of all the participant survey data collected for the leisure cycling programme. By analysing the responses participants gave in the baseline and October surveys it is possible, at this time, to report a number of findings. A brief summary of these findings are shown below. Baseline survey results At baseline: 41% of participants were non-cyclists 66% of non-cyclists intended to cycle more often after their leisure experience 71% of non-cyclists own a bike 42% of participants are a couple or extended family living with children Almost half of participants were cycling as a mode of transport on 1 day a week or more 24% of non-cyclists were doing 30 minutes or more of physical activity on 5 or more days a week
For more baseline results please refer to Section 3.3. Follow-up survey results In October: 47% of non-cyclists (at baseline) reported cycling more often for leisure/fitness in September 2010 compared to September 2009 41% of non-cyclists (at baseline) reported they are now cycling 1 day a week or more often in October 2010 8% of respondents to the October survey who cycled Not at all or Less than 1 day a week to work/study at baseline reported they are now cycling 1 day a week or more 39% of participants who answered the follow-up survey and who did not own a bike at baseline reported owning a bike in October 2010 3
47% of occasional cyclists (at baseline) reported cycling more often for leisure/fitness in September 2010 compared to September 2009 15% of occasional cyclists (at baseline) reported cycling more often to work/study in September 2010 compared to September 2009 15% of respondents reported cycling more often to work/study, with 68% of these participants reporting they are now driving their car to work/study at least one day less often per week and 38% reporting driving between 2 and 7 days less often per week For more follow-up survey results please refer to Section 3.7. Reasons participants gave Participants were asked in the October survey to provide reasons in their own words as to why they are cycling more or less often, or about the same amount. The most common reasons are given below.
Reasons participants gave to why they are cycling more often for leisure/fitness: 23% of participants attribute this to health reasons 22% of participants attribute this to a new bike (whether new or second hand)
Reasons participants gave to why they are cycling less often for leisure/fitness: 17% attribute this to being too busy 15% attribute this to poor health/illness
Reasons participants gave to why they are cycling more often to work/study: 22% attribute this to health/fitness 21% attribute this to a change of job
Reasons participants gave to why they are cycling less often to work/study: A wider spread of reasons, however 16% attribute this to a change of job 10% attribute this to retirement
Summary Interim Results The data presented in this report shows that the leisure cycling programme has been effective at encouraging people who have had a positive leisure cycling experience to continue cycling more regularly for leisure. Some participants have also reported increases in cycling for transport journeys. The majority of participants who are now cycling more often to work or study are driving their cars less often as a consequence. The reasons participants have given as to why they are cycling more often for leisure include fitness and enjoyment,and a new bicycle. The reasons participants have given as to why they are cycling more often for transport include fitness and I now work closer to home & cycling in to work is easier than it was. While we can get a sense of the reasons why some people have changed their behaviour, it is difficult to determine the specific measure/s that were most influential in causing that change. The findings in this report go as far as to provide indications for what measures were more influential than others.
1. Introduction
1.1 Background FNS Leisure projects & Partnerships
For the Finding New Solutions (FNS) leisure cycling programme, Cycling England has worked with selected partners to improve and provide high-quality, leisure cycling facilities, soft measures (such as Bikeability training and guided rides) and promotional activity to encourage people to have a positive leisure cycling experience. These activities have been followed up with various promotions, information/support services and activities to encourage participants to continue to cycle for everyday journeys after their initial leisure experience. Alongside the delivery of the project, the aim is to collect data to monitor changes in cycling behaviour to then explore if the new leisure cyclists are, or are not, more likely to take up cycling regularly as a result of their positive experience. There are three projects within the FNS leisure cycling programme: Cycle Devon, Pedal Peak District and Cycle Xtra.
1.2 Methodology
The key cycling intervention and evaluation tools for the leisure cycling programme were the baseline and follow-up surveys that were designed by Challenge for Change, Cycling England, Sustrans and the partners. The surverys were administered by all three partners and via the Challenge for Change webtool. The surveys differ slightly for each project (to allow a limited number of project specific questions), but are essentially the same, ensuring a consistent approach to monitoring across all three projects.. The surveys allowed each project to regularly evaluate the demographics of participants who registered, and send relevant information to them electronically. A Challenge for Change (CfC) website has been developed for each Leisure project in order to allow participants to register their participation in the project, complete surveys online, access relevant cycling information, find out about cycling events they can take part in, log their cycling activity, set cycling goals, and take part in personal challenges and competitions to receive incentives and rewards for cycling. The website addresses for each project are; Cycle Devon (www.cycledevontoday.org.uk), Pedal Peak District (www.pedalpeakdistrict.co.uk) and Cycle Xtra (www.cyclextra.org.uk). All the partners sought to attain email addresses unique to each individual, in order to track their cycling behaviour in October 2010 and then again in Spring 2011 through follow-up surveys. Individuals who had provided no email address or shared one as part of a family could not have their behaviour tracked over time, although their baseline data has been used in displaying the overall demographics at baseline. An example of the baseline survey is available in Appendix 3. Each project had a target to recruit a minimum of 1,000 participants who were cycling 1-3 times a month or less at baseline. This target was set in order to provide sufficient data to analyse behaviour change between the baseline survey responses and the follow-up. The concern being that if the number of participants was too low, there may not be enough survey respondents to ensure a robust study. It was the responsibility of each partner to achieve this target. Each partner carried this out through using a variety of approaches and collected participants data before and after various leisure cycling experiences. Cycle Devon provided hard copy forms during their cycle events, as well as actively encouraging participants to sign up on the webtool when these forms werent present. Flyers and information about the programme were provided at stands during cycle events and shows, encouraging participants to go on the website and register. A research consultancy Power Marketing were hired to provide interviewers to collect data from participants at five Cycle Fun Days in each leisure hub town (May th th June), Devon County Show (18 20 May) and at the Tour Series events in Devon. The majority of Cycle Devon participants were gathered via the inteviewers (1100), however around 600 additional participants registered onto the webtool independently.
Cycle Xtra was run by CTC at five different Hoseasons / Forestry Commission sites located around England. Through various cycle sessions including led rides, cycle training and other cycling activities, couples and families were asked to fill out a hard copy baseline survey prior to taking part in order to agree to the terms and conditions. As there was a CTC Bike Officer present at each site, participants survey responses were inputted into a spreadsheet and then emailed to CfC at regular intervals to be imported onto the webtool. Unlike Pedal Peak District and Cycle Devon, Cycle Xtra did not provide information through planned events and displays. This is discussed further in Section 2.4.
Pedal Peak District collected participant baseline data by firstly having a flyer encouraging people at cycle hire facilities to fillout the form by putting their email address on the card and putting it into an entry box. Participants were then sent an email encouraging them to register their involvement in the Pedal Peak District programme to access information about cycling and incentives and prizes. Part of the online registration process involves the completion of the baseline survey. To increase the response rate to these email and participation rates in the programme, hardcopy baseline surveys were provided at cycle hire centres and at events. These surveys were then entered by PDNPA staff on the website tool.
1.3
Objectives of evaluation programme
A number of research objectives have been established for the FNS Leisure programme. The focus of this report is on answering the primary research objective, however Section 3 (data analysis and evaluation) also provides findings and conclusions that attempt to answer the secondary research objectives at this stage.
Primary Research Objective

The primary objective of the FNS Leisure programme is to evaluate: To what extent does a positive leisure cycling experience, accompanied by follow-up support and interventions, lead to more habitual cycling?
Secondary Research Objectives

Below are some of the secondary research objectives that have been identified as key areas to research and examine in this projects evaluation.
1. What additional influence do follow-on interventions appear to have on cycling behaviour above and beyond the influence of the positive leisure experience? i.e. To what extent are follow-on interventions necessary and do some appear to be more effective than others? 2. What is the optimum level of intervention from a cost benefit perspective? 3. What proportion of leisure cycling experiences are positive for first time and returning cyclists? 4. What factors make having leisure cycling experiences positive/negative for novice and returning cyclists? 5. What are the motivators that encourage leisure cyclists to have a positive cycling experience in the first place? 6. What motivates leisure cyclists to cycle more frequently for every day journeys? 7. Which population segments are most strongly influenced to take up cycling as the result of a positive leisure cycling experience?
1.4
Structure of this report
This report is divided into four sections. The first section (1), introduces the FNS leisure cycling programme, its objectives and methodology. The second section looks at the initiatives that have been implemented by each of the three projects and by CfC. A description of the initiatives that have taken place in each of the three project areas is provided, as well as methods used in recruiting participants and the timeframe this occurred in. A brief description of the role CfC has had is provided, with particular focus on the webtool that has been used throughout the project and for evaluation surveys. Other tools such as email communications and challenge initiatives are also described. The third section is split into two parts. The first evaluates the initial participation in the leisure cycling programme. Using data aggregated from the baseline survey, an idea of who the audience is shown in tabular and graphical output comparing a range of responses and demographics. Depending on the responses given for the first baseline question (Before your recent cycling experience, how often have you cycled in the last 12 months?), participants have been segregated into three cycling groups non-cyclists, occasional cyclists and regular cyclists. Establishing the cycling behaviours and frequencies to different destinations at baseline allowed for comparison with the October survey, which is evaluated in section 3.4 in order to gauge the impact that each project and its initiatives have had on the participants in that particular programme. Response rates and response demographics will be looked at, as well as the level of influence each individual project incentive has had (if at all any) on participants. Comparisons are made against the baseline survey and any changes are also looked at in response to the feedback given from the first cycle activity/experience. The fourth section summarises the findings to date, with particular emphasis on the project objectives. Details of interventions planned and occurring since the October survey are also described along with details of the final participant survey.
Project set up: Locations and initiatives
Each of the three partners took different approaches to engaging participants in their projects and to the interventions they offered to participants in their areas. These are discussed in this section. Each of the partners also had three common interventions to provide some consistency across all three areas and to pool resources to fund some centrally co-ordinated intervention and promotion. These three interventions were the webtool that was used as the basis for each projects website, participant email communications, and personal cycle challenges. These will be looked at in more detail below in Section 2.1.
2.1
Challenge for Change web tool, emails and challenge initiatives
2.1.1 Introduction to the webtool

Challenge for Change has developed a web tool that is designed to assist with programmes that aim to: get more people to start cycling; get people to cycle more often; and, measure the level of behaviour change that is achieved by a programme.
This tool has been applied to the Finding New Solutions leisure programme. Participants who had been given a positive leisure experience during an activity organised by each of the three projects were invited to register on-line. The tool was then used as a means to engage participants with the project, promote events and activities and to carry out participant research in order to evaluate any changes in their cycling behaviour. At registration, participants are invited to complete a short survey which collects baseline information about their cycling behaviour prior to taking part in a programme. The baseline survey features approximately 16 questions covering participant demographics (age, gender, household) and other travel behaviours. The follow-up surveys are carried out after allowing sufficient time between registration and the followup survey of ideally three months, but at a minimum of four weeks. Changes in participants behaviour and their perceived barriers to cycling more often can be determined by analysing and comparing participant responses to the baseline and follow-up survey. A comprehensive participant database is generated and managed using the CfC web tool. This web tool has enabled each Leisure Project to: Collect people's contact details through online and hardcopy forms. When people register, they provide basic contact information (please refer to Appendix 1). Provide participants with an online cycling profile that gives them the opportunity to record their cycling activity, set goals and see how many calories theyre burning through cycling. Gather participants baseline behaviour during registration. Send out online surveys at set periods of time to a participant after their registration, e.g. a survey can be automatically sent out to participants six weeks after they have registered into the programme. Build and manage a comprehensive database containing participants contact details and survey responses over time. Export the database in CSV format to be analysed in statistics programmes. The database can also be segmented and various target audiences identified for further contact and interventions. Place advertisements on the website that are targeted at specific groups of people. Run ongoing programmes online at a very low cost to further encourage and promote cycling to participants and their families, for example various Cycle Challenge programmes. Communicate with participants and specific groups of people that are registered on the website. 8
2.1.2 Cycling Information

Each partners website has generic cycling information on it as well as links to local and project specific information that is held on other websites. The websites are regularly updated, with partners providing feedback and input into the content on their website including information on cycling events they would like to promote. All sites have a Learn More page where there are a various sections aimed at providing advice for new cyclists who have just had a positive leisure experience but now need some more information to encourage them to cycle more regularly. The sections includes information on local cycling routes, tips for beginners, cycle training, guidance on buying a bike, what to wear, cycling with kids and cycling to work. Prize winners are updated on each of the websites Prize Winners page so participants can see if they have won a prizes (prize winners are also contacted directly by email and/or telephone). Useful links are placed throughout all three sites, tailored to the region or area. Cycle Devon Today has numerous links across the web pages linking the site to Cycle Devon (www.cycledevon.info) which has comprehensive information and links regarding cycling around Devon. Pedal Peak District has numerous links to the Peak Districts public site (www.peakdistrict.gov.uk), which provides tailored links to useful shops and sites around the area for cyclists of all abilities.
2.1.4 Automated emails

Emails were set up to be automatically sent to each participant one minute, one week and three weeks after they were registered on the website. Each email had a key message, from welcoming individuals to the Programme and providing useful links for them to be able to navigate around the website to encouraging people to set a cycling goal on the website and achieve it.
2.1.5 Logging trips and prize incentives

Participants can keep a log of their cycling trips on the site. The site allows people to select the mileage/time they did by bike, the date and the trip purpose (leisure, transport to work, transport other, etc). Prizes, incentives and various challenges/competitions are used to encourage people to log their cycling on the website. Prizes are regularly updated and where there have been of a higher perceived value there has been a larger number of participants who are keen to take part. Each site has their own prizes page plus details of latest winners that are updated after each prize draw.
2.1.6 Monthly Prize Draw

Across all three projects a monthly prize draw was offered between July and September, where participants could win a 50 voucher for a helmet from Cycle Chic and two packs of cycling equipment worth 20 each. In addition to this, Cycle Xtra offered twenty The CTC Guide to Family Cycling booklets and two Forestry Commission discovery passes as part of the monthly prize draw. To get an entry into the monthly draw participants had to do at least one of the following: Register online Log a trip Set a goal and achieve it Get a non-cyclist to ride a bike
2.1.7 Get someone to cycle and win

Participants who encouraged someone who hasn't ridden a bike in over a year or more to ride a bike for just 10 minutes were sent a 5 High Street shopping voucher each. There were 50 vouchers allocated for each of the programmes.
2.1.8 Prizes offered through each site

In addition to the prize incentives provided centrally by CfC, each Leisure project had their own prize incentives for participants as well. Pedal Peak District had a monthly prize draw for a 300 adult Claud Butler Bike or childs Falcon Bike which ran from April to December. Cycle Devon had 5 High Street shopping vouchers to give away to the first 300 participants who registered into the Cycle Devon Programme. Cycle Xtra had a September prize draw, where one participant could win their choice of cycle and accessories to the value of 399 selecting from either a Specialized Hardrock Sport, Ladies Myka HT or a Kids Hotrock cycle.
2.1.9 Goal Setting

Offering people incentives and prizes and challenging them to take action is one method of encouraging people to take the next steps to cycling more regularly. The goal setting function on each of the websites allows people to set themselves their own Cycling Challenge. People can decide how much cycling they would like to start doing and then set a goal on the website for when they will achieve this. When people achieve their goal they are entered into the draw for prizes and in some cases received an incentive pack if they met certain criteria (i.e. they are the primary target audience of noncyclists). The CfC webtool currently has fifteen different types of goals that can be set, from calories burnt and miles cycled to food-related items such as setting goals to burn off jaffa cakes, hobnobs, pints of beer, glasses of wine etc. In addition to this, when participants have set a weekly goal they receive an automated email. This is sent out 3 days before the end of their goal to update people on the progress towards their goal. An example of an automated goal email from Pedal Peak District is outlined below. Subject title: Achieve your goal and win! Hello, Good on you for setting a goal! Your goal is: "From Thursday 02 December, I will burn off 500 calories within 1 week" You have cycled 365 calories, so you only have 135 calories to go to achieve your goal! Make sure you get out on your bike in the next few days, have some fun cycling and remember to log your trips at www.pedalpeakdistrict.co.uk/log-trip. When you log your final trip and achieve your goal, you will automatically be entered into our weekly spot prize draw! Find out what prizes you can win here. Best wishes, John, Alison and Carol The Pedal Peak District Team Email: pedal@peakdistrict.gov.uk Web: www.pedalpeakdistrict.co.uk Log your cycle trips here.
Click here to unsubscribe.
As well as prizes for people achieving their goals, people could also get an entry into another prize draw from each trip they cycled and logged on the Challenge website. So the more trips they cycled the more chances they had of winning a prize.
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2.2
Pedal Peak District
This section looks at the Pedal Peak District programme and what was included within it. The Peak District National Park Authority (PDNPA) has a vision to create an off-road cycling route linking three key gateways to the park - Bakewell, Buxton and Matlock. The Department for Transport (DfT) awarded PDNPA 2.25 million of funding to deliver the first part of the vision links to Buxton, including an extension of the existing Monsal Trail from Bakewell through to Buxton. Alongside this a social marketing campaign targeted at non-cyclists or those who cycle occasionally was also planned. The Pedal Peak District website (www.pedalpeakdistrict.co.uk) was set up to allow participants to find out more information about cycling and to take part in online challenges and incentive schemes. The website also allowed for participants to complete FNS Leisure project surveys to help evaluate whether having a positive leisure cycling experience could inspire and encourage people to take up every day cycling.
2.2.1 Description of initiatives

The Pedal Peak District (PPD) team at the PDNPA were provided with an activity diary by Sustrans to record interventions, both planned and unplanned, which could potentially affect levels of cycling. th th Between 15 March and 30 September 2010, there have been at least 88 planned events which broadly fall under 4 key categories; Organised cycle rides (e.g. 5 miles to Fabulous, Women on Wheels) Family Fun Days Cycle skills training and led rides Basic bike maintenance courses
These took place across a number of locations around the Peak District, including Parsley Hay and Derwent cycle hire centres and Bakewell. Each activity was tailored to the audience attending and over 3,200 participants took part in these events over the summer period. There were numerous events targeted at, but not exclusively for women, providing extra support, training and specialised information. Several participants attended these workshops and cycle rides more than once. In the autumn the project shifted its focus from visitors to residents and appointed local cycle trainers, from Pedal Ready Cooperative, to carry out extended community promotion in and around Bradfield and Bakewell. This increased the capacity of the Pedal Peak District team as Pedal Ready were able to rapidly and actively promote the uptake of cycle training and offer follow-up cycle coaching to people who had already undertaken a cycle training session In addition, the external funding enabled free Bikeability level two and three cycle training to be delivered for anyone who wished to cycle to school or work in Bradfield and Bakewell. A targeted promotion was made to Peak District National Park Authority employees to encourage commuting. However, take up was low, possibly as this initiative was carried out from September 2010 to March 2011 (the less popular cycling months).
2.2.2 Recruiting participants (methodology and timeframe)

Participants were recruited via a registration form which included the baseline questions. Initially postcard sized registration cards were given out asking people who had had a positive leisure experience, to provide their contact details. In return they would be entered into a monthly prize draw to win a bicycle. The cards were available at cycle hire centres, visitor centres, and public events. People were happy to fill in the cards but there was a relatively low response rate to the follow up email that asked them to register on the Pedal Peak District website. As soon as it became apparent that this system wasnt successfully recruiting participants it was changed.
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The cards were successfully replaced by a printed version of the online registration survey. These were distributed by PPD staff at the end of each cycle session or cycling event so that participants were able to comment on their cycling experience that day and provide immediate feedback. The completed survey forms were entered onto the Pedal Peak District website by a member of staff. An email was then sent to each participant inviting them to visit the website to find out more information about cycling and to engage in the features of the website (i.e. setting cycling goals, logging cycling trips, winning prizes). Once registered on the website, participants were sent three automated emails encouraging them to regularly use their bike by setting goals and logging trips in order to go into the prize draws.
2.2.3 Project Challenges and Strategy

The social marketing side of the campaign has had to deliver against tight deadlines to raise the profile of the Pedal Peak District project and recruit participants. In less than three months PDNPA established partnerships, created a brand, researched, wrote, designed and printed 500,000 copies of four different leaflets, produced a range of other marketing/promotional materials, designed and wrote a new section on PDNPAs website and created a brand new project website. The delivery of new cycle links to Buxton has also faced considerable challenges.
2.3
Cycle Devon
Cycle Devon is a programme run by Devon County Council to help individuals discover the benefits of cycling and to encourage more leisure cycling. Through their main website (www.cycledevon.info), information is provided about the weather, cycling news, support and incentives to encourage participants to enjoy cycling more often. Cycle Devon is based around five leisure cycling hub towns in the Devon area. These are Barnstable, Exeter, Exmouth, Newton Abbot and Tavistock.

Cycle Devon has delivered a wide range of events as well as infrastructural changes in each of the hub towns. Over 5,900 targeted emails have also been sent to Cycle Devon participants and utilise the CfC webtool.
2.3.1.1 Planned events and advertising

Sustrans provided Cycle Devon participants with an activity diary to record interventions, both planned and unplanned, which could potentially affect levels of cycling. To-date, ie between April and November 2010 there have been 102 planned events and initiatives which broadly fall under 4 key categories; Events and activities organised by Cycle Devon eg. Cycle Fun Days, guided cycle rides ides, workshops and cycle skills training Cycle Devon promotion at other events eg. Devon Car Free Day 22nd September, Tour of Britain Cycle Devon advertising in newspapers, on buses, magazines, events, etc. Partnership initiatives eg. working with the National Trust, Exe Estuary Partnership to promote cycling
These interventions were targeted at individuals of all ages and cycling experience, however the majority of workshops and activities made available were particularly structured for non- or occasional cyclists. Dr Bike and basic bike maintenance sessions gave participants the confidence to ride their bike again/more frequently by either reassuring them that their bike was in a satisfactory condition to ride or providing them with the skills to deal with minor problems such as fixing a puncture.
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2.3.1.2 Improvements to cycling infrastructure in the leisure cycling hub towns

The infrastructure improvement programme includes 36 schemes, ranging from building new routes through to providing signage, additional lighting or cycle parking. In four out of five hub towns cycle lanes are being constructed or improved. Tavistock had no new or improved routes constructed; however an increase in cycle parking and signing provided valuable improvements for cyclists. The new/upgraded cycle lane lengths per hub town are as follows: Exeter - 2.3km Exmouth - 0.5km Newton Abbot - 2.5 km Barnstaple - 0.8 km

Throughout the summer, a large number of press releases were sent out in order to raise the profile of cycling and give participants and residents information on where to find general cycling information and th th advice, as well as promoting cycling events to take part in. At the Devon County Show (18 20 May 2010) the main displays were Mountain Bike Trials and BMX stunts. Large numbers of Devon Cycle Guides were appointed to promote leisure cycling. In excess of 1,000 participants were signed up to the programme by Power Marketing Surveyors, who collected the baseline data survey information via hard copy surveys at the end of each event. These participants were then imported into the webtool via CfC, in order to aggregate details of all participants within one database for follow up surveys and interventions. Cycle Devon held a number of promotional events for cycling, at locations ranging from local festivals to holiday parks. At these events, leaflets were provided to attendees including information and maps of local cycle routes. Cycle Devon was advertised on the rear of buses around the county, as well as in local newspapers and magazines. Promotional leaflets were also distributed to attendees of guided cycle rides and other structured events.
2.4
Cycle Xtra
Cycle Xtra is run by CTC, Hoseasons Holidays Ltd. and the Forestry Commission at five locations across England. A CTC Bike Officer was located at each site. The sites are - Sherwood Castle Holiday Forest, Oakdene Forest Park, Finlake Holiday Lodges, Griffon Forest and Kielder Water Lodges. The unique value of Cycle Xtra is the direct face-to-face contact with the participants (holiday-makers) in every single activity. The CTC bike officers had a remit of interacting with the participants before, during and after the cycling activity. This enabled them to hear about the customers past cycling experiences and also provide up-to-date information, advice and guidance about safety, bike technology and cycle routes in their local area. Activity groups had an upper limit of 12 participants so it was always possible to provide them with a unique experience, tailor-made to the individuals request. The Cycle Xtra programme will continue into 2011, with CTC Bike Officers installed for a second summer at selected sites. This means that the methodologies used for recruitment, advertising and activities have an opportunity for revision and enhancement based on the lessons learned in 2010.

Sustrans provided Cycle Use spreadsheets to each Bike Officer, which were to be completed weekly and emailed to CfC in order to import the participants data on to the webtool (www.cyclextra.org.uk). Activities were fairly evenly distributed between: guided rides training sessions fun activities such as cycle safaris and treasure hunts 13
On average there were three participants per activity, which normally consisted of two parents and a child. Each site had slightly different facilities available, however all sites had face-to-face contact with participants during the activities. Informal 1-to-1 chats prompted more focused discussions that enabled participants to ask questions specific to their needs, such as what type of bike to buy and proved a valuable component of the project. All Bike Officers also offered bike safety checks as an additional service.

Participants were predominantly holiday makers at each of the sites, the majority of whom were visiting during the summer months with their family as part of their summer holiday. The timeframe for getting the project up and running meant the deadline for advertising in the 2010 Hoseasons holiday brochures was missed since they are prepared for print a year in advance of the summer season. The lack of preadvertising for Cycle Xtra activities was felt to have a significant impact on participation rates this year. Participants filled out hard copy surveys before they participated in a cycling activity, in order to sign a disclaimer regarding personal safety and health. The vast majority of participants were recruited in this manner, and due to the location and nature of the site areas participants were more likely to be part of a family unit who were holidaying together. Although the final participant count was nearer to 1,000 individuals, the distribution of one email address per family meant that the webtool could only recognise one individual for further communications and analysis of cycling behaviour. At the end of the project all participants with email addresses were contacted via email by the Cycle Xtra officer who had lead their activity which gave an opportunity for further conversations with anyone who had a query, and maintained the relationship between the Bike Officer and the participant.
2.5
Description of centrally co-ordinated initiatives
2.5.1 Email campaigns

Email communication was the main way the each partner kept in touch with participants after their initial leisure experience. CfC also sent emails out to participants with reference to the centrally co-ordinated interventions they were implementing. As of October the number of campaigns sent (and subsequent emails received) were as follows (please note that these exclude the three automatic email communications that each participant received within the first month of registering): Pedal Peak District 25 campaigns (8347 emails) Cycle Devon 37 campaigns (9838 emails) Cycle Xtra five campaigns (2125 emails sent) Cycle Devon has the highest number of campaigns due to the segmentation of lists according to postcode. As there were five hub towns (Barnstable, Exeter, Exmouth, Newton Abbot and Tavistock), smart emails were sent to participants living in particular towns in order to make the content relevant to all those in the mailing list. Similarly, Pedal Peak District had emails sent by CfC on behalf of them which encouraged participants who had filled out a form at their site to log on to the Pedal Peak District website and register themselves. The list of participants from Cycle Xtra was delivered at a much later date than the other two sites, hence fewer emails were able to be sent to this group. It is important at this stage to bear in mind that a large number of Cycle Xtra emails bounced once the list was imported into the emailing software programme. Emails may have either been entered incorrectly due to spelling mistakes or participants may not have been comfortable providing their real email address.
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2.5.2 Bike and Win! September 2010

A Bike and Win! challenge/competition was run between September 13th - 26 2010. Participants went into a prize draw if they used a bike for any local trips (e.g. to work, a friends place, the shops or school, etc). Prizes include a 100 voucher for cycling gear from an online cycle store (www.wiggle.co.uk), a 50 voucher for a stylish cycle helmet from Cycle Chic, two packs of cycling gear worth 20 each and 30 5 High Street shopping vouchers that could be spent at major high street stores such as M&S and House of Fraser.
th
2.5.3 Bike and Win! March 2011

A Bike and Win! Challenge will be run in March 2011 to encourage people back on their bikes again after the winter. The aim is to encourage people to ride a bike, anywhere and anytime they like, over a three-week period. Prizes and incentives will be offered to people to go cycling and log their trips on the Leisure projects websites. Every trip they cycle over the Challenge period is an entry into the prize draw, so the more trips they cycle, the more chances they have of winning a prize. Participants will be able to utilise the goal setting functionality on the website for this Challenge as well.
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3
3.1
Survey Results
Purpose of baseline survey
The baseline survey survey was designed by C4C, Cycling England, Sustrans and the project partners and consisted of 13 to 16 questions, depending on the site and the answers that participants gave. Using a Likert scale participants were asked to rate their overall cycling experience at the FNS leisure site, with options ranging from Excellent to Very Poor. This was to enable an assessment of the impact of certain activities on the cycling behaviour of participants. Basic demographic and travel behaviour questions asked included age, gender, household, existing cycling habits (both for leisure and transport purposes) and the frequency of different modes of transport that are used. A copy of the baseline survey can be viewed in Appendix 1. The survey was filled out whenever a participant registered on the webtool, or immediately after a leisure cycling experience of some sort. . Participants who were under the age of 15 years had to clarify that they had permission to fill out the survey when signing up online. The majority of surveys were filled out on a hard copy form and were later entered into the webtool where a profile for each participant was set up. The username and password could then be emailed to the participant so they could log in and use the tool as described in Chapter 2. Based on the responses given to the first question in the baseline survey (Before your recent cycling experience, how often have you cycled in the last 12 months?), participants were segregated into three cycling groups: Non-cyclists (Non): Those who had cycled not at all or a few times in the last 12 months Occasional cyclists (Occ): Those who had cycled 1-3 times a month or once a week Regular cyclists (Reg): those who had cycled 2-3 days a week or 4 or more days a week. These groupings are refered to throughout this evaluation report.
3.2
Sign up rates
Sign-ups were recorded from April 2010, and the majority of participants signed up between June and September. In order to allow adequate time for any changes in cycling behaviour to occur between the th baseline survey period and October, it was decided that only participants signed up by September 17 2010 would be invited to take part in the October survey. This gave a minimum of 4 weeks between the participant filling out the baseline survey and the follow up survey. Hence, the figures presented in th Table 1 are the total number of participants for each site up to September 17 2010. Individuals are continuing to sign up on the webtool for Cycle Devon and Pedal Peak District; however, the overall activity has slowed down due to the onset of the winter. These more recent participants will be surveyed in Spring 2011 along with the existing participants. The Spring 2011 follow-up survey will incorporate all the individuals in the October follow-up survey as well as participants who have signed up between mid-September 2010 and February 2011. Their responses will be compared and contrasted to their baseline data and, where available, their October 2010 responses. For the Cycle Xtra project more people were invited to participate than actually signed up. This was partly due to incorrect or duplicate email addresses provided. Individuals were able to sign up using a unique email address, and although the figures collected by the Bike Officers at each of the Cycle Xtra locations were much higher, the majority were duplicate email addresses since families tended to provide the same email address for all their family members. Any incorrect email addresses would bounce on the software system, reducing the total number of participants further.
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Table 1. Total number of registered participants at each site, as of September 17 2010 Site Cycle Devon N 1312 Pedal Peak District N 1993 Cycle Xtra N 475
th
The figures in Table 1 are representative of all participants who have signed up, including those who fall into the non, occasional and regular cyclist categories. The largest number of participants came from the Pedal Peak District, with more than four times as many participants as Cycle Xtra. This reflects, in part, the fact that the Pedal Peak District programme began in April, while the Cycle Xtra programme did not take off until the school summer holiday season (July-August).
3.3
Who are the participants
3.3.1 Existing cycling habits

More than one third of the participants at each of the three sites were non-cyclists with 38% (N=493) of participants at Cycle Devon, 40% (N=746) at Pedal Peak District and 49% (N=227) at Cycle Xtra (refer Figure 1 below and Table 2 in Appendix 3).
(N=3642) Figure 1 Baseline cycling behaviour by site
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3.3.2 Gender
Table 3. Overall breakdown of cyclist vs. gender
Baseline Non Occ Reg Female N=1525 % 815 53% 445 29% 265 17% Gender Male N=1916 % 609 32% 581 30% 726 38% Total N=3441 % 1424 41% 1026 30% 991 29%
Across all Leisure Project participants the split between male and female was roughly equal - 53% were male, 47% female. The male participants were fairly even spread in each of the three cycling categories. The majority of females, however, were classed as non-cyclists. Breaking the results down per site, Table 4 reveals that the pattern is very similar to the overall results reported in Table 3. . Again, the majority of female participants at each site are non-cyclists (51% at Cycle Devon; 53% at Pedal Peak; and 64% of Cycle Xtra). At all sites, males are twice as likely to be regular cyclists than females (30-40% compared with 15-19%).
Table 4. Breakdown of cyclist by gender segmented into sites

Baseline SVQ1 Non Occ Reg Site Cycle Devon Pedal Peak District Female Male Female Male N=540 % N=583 % N=848 % N=1005 % 278 51% 181 31% 450 53% 288 29% 161 30% 180 31% 255 30% 312 31% 101 19% 222 38% 143 17% 405 40% Cycle Xtra Female Male N=137 % N=328 % 87 64% 140 43% 29 21% 89 27% 21 15% 99 30%
Please refer to Tables 5 7 in Appendix 3 to view in more detail type of cyclist by gender at each site.
3.3.3 Trips to particular destinations in last four weeks

Participants who reported cycling A few times or more at baseline were also asked to answer how often in the last four weeks have they cycled for various purposes. Those who said they didnt cycle at all at baseline were not asked this question. Instead, for the purposes of comparison with the October survey data, they were recorded as not at all for each cycling purpose in Table 7. Participants who filled out the rest of the survey but did not answer any of the four questions in this section where put in the category no response, in order to differentiate them from individuals who were more likely to have not cycled at all for some types of trips. Twenty-nine percent (29%) of participants did not respond to any of the questions, shown in Table 7 as no response given. As there are a large proportion of participants who are in the higher age bracket categories and therefore may not work or attend school, they could have answered Not at all or chosen to leave the question blank as they considered the trip purpose as not applicable to their current situation. An improvement to the question would be to include an option such as does not apply to me or I dont usually go there as a response choice. Of those participants who answered the question (N=2605 participants), 23% stated they cycle for leisure/fitness two or more days a week while 13% stated they had cycled to work or study 2 or more days per week in the last four weeks. Cycling to escort children to school/nursery or cycling for other purposes (such as going to the bank, shops or library) had far fewer (2% and 7%) participants state that they had cycled 2 or more days a week in the last 4 weeks. Overall, cycling for leisure/fitness was the most common trip purpose, with nearly one-half of the participants (42%) having done so at least once a week in the last 4 weeks. Table 8. Trips to particular destinations in the last 4 weeks overall 18
For leisure/fitness n 4 or more days a week 2-3 days a week 1 day a week Less than 1 day a week Not at all No response Total 162 448 500 584 911 1040 3645 % 4% 12% 14% 16% 25% 29% 100%
To work or study n 185 146 103 123 2048 1040 3645 % 5% 4% 3% 3% 56% 29% 100%
To escort children to school/nursery n 24 31 41 63 2446 1040 3645 % 1% 1% 1% 2% 67% 29% 100%
Other (e.g. shops; bank; etc) n 61 137 199 219 1989 1040 3645 % 2% 4% 5% 6% 55% 29% 100%
Considering the sites individually, there was only one notable difference, wherein Cycle Devon participants were slightly more likely to have cycled for leisure/fitness at least once in the last 4 weeks (49% of those who answered compared with 41% for Pedal Peak District and 40% for Cycle Xtra); Overall, Cycle Xtra participants were less likely to record any trips to particular destinations than participants from the other two sites. Further details can be found in tables 9-11 in Appendix 3.
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3.3.4 Intention to cycle in the next 4 weeks

The majority of Cycle Devon (54%) and Cycle Xtra (59%) participants said they intended to cycle more often in the next four weeks, while close to half of Pedal Peak District participants (47%) had the same intention. Very few (3% across all three sites) said that they intended to cycle less often than they did in the four weeks before cycling recently. Table 12. Intention to cycle in the next 4 weeks per site
Site
Cycle Devon n % More often than you did in the 4 weeks before cycling recently About the same as you did in the 4 weeks before cycling recently Less often than you did in the 4 weeks before cycling recently Total Pedal Peak District n % Cycle Xtra n % Total n %
601 485 30 1116
54% 43% 3% 100%
868 897 66 1831
47% 49% 4% 100%
262 175 7 444
59% 39% 2% 100%
1731 51% 1557 46% 103 3%
3391 100%
Dividing responses by type of cyclist at baseline, Tables 12 and 13 show that the majority of noncyclists and occasional cyclists at each site intended to cycle more often than they did in the four weeks before cycling recently. The proportion of non-cyclists expressing this intention at the Cycle Xtra site was slightly higher (75% compared with 66% and 63%), while the proportion of occasional cyclists saying this at PPD was somewhat lower (46%) than the other sites (60% each). Unsurprisingly, most regular cyclists across all three sites have said that they intend to cycle about the same as they did in the four weeks before cycling recently (Cycle Devon 63%, Pedal Peak 69% and Cycle Xtra 69%). Table 13. Intention of non-cyclists to cycle in the next 4 weeks by site
Site Pedal Peak Cycle Devon (N=455) n More often than you did in the 4 weeks before cycling recently About the same as you did in the 4 weeks before cycling recently Less often than you did in the 4 weeks before cycling recently 13 3% 39 5% 5 2% 57 4% 141 31% 228 31% 47 22% 416 30% 301 % 66% District (N=731) n 464 % 63% Cycle Xtra (N=211) n % Total (N=1397) n % 66%
159 75% 924
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Table 14. Intention of occasional cyclists to cycle in the next 4 weeks by site
Thinking ahead to the next 4 weeks, after your recent cycling experience, do you intend to cycle: More often than you did in the 4 weeks before cycling recently n % About the same as you did in the 4 weeks before cycling recently n % Less often than you did in the 4 weeks before cycling recently n % Total n % Site Pedal Peak Cycle Devon District
Cycle Xtra
203 60% 129 38% 7 2% 339 100%
258 46% 281 50% 18 3% 557 100%
70 60% 45 39% 1 1% 116 100%
3.3.5 Bike ownership

Most respondents (78%) owned a bike at baseline, regardless of their cycling frequency. Ninety nine percent (99%) of regular cyclists had a bike, and 95% of all occasional cyclists said they owned a bike. 71% of non-cyclists also owned bikes, although Table 16 shows that ownership rates varied between sites. It cannot be deduced from the data collected whether these bikes are in working condition.
Table 16. Bike ownership per site

Site Pedal Bike ownership Cycle Devon % Non Yes No No - but I have access to one Occ Yes No No - but I have access to one Reg Yes No No - but I have access to one 100% 0% 0% 98% 0% 2% 98% 0% 2% 99% 0% 1% 96% 1% 3% 95% 2% 3% 97% 2% 1% 95% 2% 3% 77% 11% 12% Peak District % 69% 19% 12% Cycle Xtra % 63% 30% 7% Total % 71% 18% 11%
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3.3.6 How was their first experience?

Over half of the participants at each of the three sites rated their first cycling experience as Excellent, and over 90% of participants at each site (91% in Cycle Devon, 90% in PPD and 94% in Cycle Xtra) rated their experience as either Excellent or Good. Graph to show cycling experience responses by site (N=3021)
Non-cyclists were slightly less likely to rate their cycling experience as Excellent or Good (89% of non-cyclists in Cycle Devon, 85% in PPD and 86% in Cycle Xtra), while occasional cyclists were slightly more likely than other cyclists to rate their experience highly (95% in Cycle Devon, 93% in PPD and 100% in Cycle Xtra). Graph to show cycling experience by non-cyclists only at baseline (N=1210)
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3.3.7 Why did you give your cycling experience this rating?
Individuals were given the opportunity to provide their reasons for their cycle experience rating. The majority gave two main reasons. These were aggregated and categorised into positive and negative reasons, and tallied to give overall counts. There were 15 categories for positive reasons and 9 categories for negative. The vast majority (91% or N=2,619) of the 2,883 reasons given were positive. The overall majority of positive reasons were allocated to enjoyment/fun (26%) followed by good cycle paths/trails (17%) and scenery (15%). Table 21. Positive reasons for cycle experience rating
N=2619 Enjoyment / Fun Good cycle paths / Trails Scenery Friends & family Good weather Healthy / Fresh air / Exercise No traffic / Feels safe / Peaceful & quiet Other (e.g. financial, signage, accessible etc) Good staff / Support / Service Flat route Good bikes / hire Challenging / Improved confidence %
675 434 404 237 209 193 147 106 72 50 46 46
26% 17% 15% 9% 8% 7% 6% 4% 3% 2% 2% 2%
264 out of 2,883 reasons given were negative (9%). The majority of negative reasons were assigned to Bad cycle paths/uneven cycle paths/dog waste etc. (36%). The second highest reason overall was Bad road experiences (19%) while the third was lacked experience / too unfit to enjoy fully (15%). Table 22. Negative reasons for cycle experience rating N=264
Bad cycle paths / Uneven / Dog waste etc Bad road experiences Lacked experience / Too unfit to enjoy fully Bad weather Irritating fellow path users Bad facilities / Signage Had accident Doesn't like hills Bad bikes
% 36% 19% 15% 13% 8% 5% 2% 2% 1%
96 50 39 34 20 13 6 4 2
Table 21 reveals some distinctive differences between genders as to the reasons for giving their cycling experience a negative rating. Forty five percent (45%) of females who gave a negative response cited Bad cycle paths / Uneven / Dog waste etc as the reason for their negative cycle experience. Just under one third (32%) of males who gave a negative response had cited the same reason. The second most prominent negative reason for males was Bad road experiences (22%) which given by 14% of women.
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Table 23. Negative reasons for cycle experience rating vs. gender
Female N=92 Bad cycle paths / Uneven / Dog waste etc Bad road experiences Bad weather Had accident Lacked experience / Too unfit to enjoy fully Doesn't like hills Bad facilities / Signage Irritating fellow path users Bad bikes 41 13 5 0 17 3 6 6 1 % 45% 14% 5% 0% 18% 3% 7% 7% 1% Male N=148 47 33 24 4 18 0 7 14 1 % 32% 22% 16% 3% 12% 0% 5% 9% 1%
3.4
Demographics characteristics of participants
3.4.1 Household composition

52% of Cycle Devon, 36% of Pedal Peak District and 42% of Cycle Xtra are a couple or extended family living with children. Couple living alone made up 21% of Cycle Devon, 34% of Pedal Peak District and 22% of Cycle Xtra participants. A greater proportion of Cycle Xtra participants report living with my parents/guardian (19% compared with 8% in the other two sites), which is not surprising given that 14% of the Cycle Xtra participants are under age 15. Cycle Xtra targeted families in particular, so this result was anticipated.
Table 24. Which best describes your current household?

Cycle Devon (N=970) n % 201 21% 508 52% 52 5% 73 8% 50 5% 75 8% 11 1% Site Pedal Peak Cycle Xtra (N=1851) (N=461) n % n % 637 34% 102 22% 670 36% 195 42% 85 5% 38 8% 192 10% 23 5% 106 6% 13 3% 142 8% 86 19% 19 1% 4 1% Total (N=3282) n % 940 29% 1373 42% 175 5% 288 9% 169 5% 303 9% 34 1%
Couple living alone Couple or extended family living with children Single adult living with children Adult living alone Adult living with other adults Living with my parents/guardian Other
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3.4.2 Age
For Cycle Devon and Pedal Peak District the number of participants under 15 years old are low (1% and 4% respectively), however, as noted in the previous section, this figure is much higher (14%) for Cycle Xtra The largest proportions of participants are 35-44 years whereby Cycle Devon has 38%, Pedal Peak District has 28% and Cycle Xtra has 34%. The second largest group of people fall into the 45-54 age group, with 19% in Cycle Devon, 26% in Pedal Peak District and 19% in Cycle Xtra. The graph below provides further detail. Table 31 (Appendix 3) gives exact figures. Very few of the participants (4%) were aged 65 or over.
Graph to show distribution of age group across each site.
3.4.3 Personal travel methods

Individuals were asked how frequently they used different modes of transport, and the majority of participants (84%) noted that they drove a car at least one day a week. Indeed, many of them reported driving a car 6-7 days per week: 41% of Cycle Devon, 42% of Cycle Xtra and 44% of Cycle Xtra participants doing so. Many Cycle Devon participants could be classed are frequent car users as 67% drive 3 to 7 days a week. Forty three percent (43%) of Cycle Devon participants cycle 1-5 days a week, with a further 6% cycling 6-7 days per week. Almost one fifth (19%) note that they never cycle. Response rates vary with each mode of transport, which is likely due to a particular mode of transport being unavailable to the participant.
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Table 26. Personal travel methods by site Cycle Devon

6-7 days a week % A car as a driver (N=1113) A car as a passenger (N=1058) A bicycle (N=1097) A motorbike (N=1047) Overland trains (N=1055) Public transport (N=1064)
41% 4% 6% 1% 1% 1%
3-5 days a week %

26% 10% 18% 2% 1% 5%
1-2 days a week %

16% 30% 25% 3% 4% 7%
1-3 days a month %

3% 12% 16% 2% 15% 15%
Less often %
1% 18% 16% 3% 33% 27%
Never %
13% 27% 19% 90% 46% 45%
Don't know %
0% 0% 0% 1% 1% 0%
The majority of Pedal Peak District participants are frequent car users too, with 71% driving a car 3 to 7 days a week. Forty two percent (42%) cycle 1 to 5 days a week and an additional 7% cycle 6-7 days per week. Twenty two percent (22%) state that they never cycle.
Table 27. Personal travel methods by site Pedal Peak District

6-7 days a week %
A car as a driver (N=1749) A car as a passenger (N=1366) A bicycle (N=1508) A motorbike (N=1319) Overland trains (N=1358) Public transport (N=1398) 42% 6% 7% 1% 1% 3%
3-5 days a week %

29% 14% 21% 2% 3% 9%
1-2 days a week %

16% 38% 21% 3% 5% 15%
1-3 days a month %

2% 16% 19% 3% 27% 25%
Less often %
1% 10% 9% 2% 21% 14%
Never %
10% 16% 22% 86% 40% 33%
Don't know %
1% 1% 1% 4% 2% 1%
Similar to the results at Cycle Devon and Pedal Peak District, 66% of Cycle Xtra participants are car drivers who drive 3 to 7 days a week. There are a lower proportion of cyclists in general, with 29% saying that they never cycled and 31% cycling 1 to 5 days a week. Table 28. Personal travel methods by site Cycle Xtra
6-7 days a week %
A car as a driver (N=419) A car as a passenger (N=343) A bicycle (N=361) A motorbike (N=309) Overland trains (N=338) Public transport (N=344) 44% 13% 9% 1% 1% 3%
3-5 days a week %

22% 17% 12% 1% 4% 8%
1-2 days a week %

10% 26% 19% 2% 4% 10%
1-3 days a month %

4% 10% 14% 3% 16% 13%
Less often %
2% 12% 15% 4% 31% 25%
Never %
17% 21% 29% 89% 42% 38%
Don't know %
1% 1% 2% 2% 3% 3%
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3.4.4 Physical activity levels

Individuals were asked In the past week, on how many days have you done a total of 30 minutes or more of physical activity, which was enough to raise your breathing rate? The overall results for each site are shown in Table 27 where there is no significant variation between each site to report. Generally speaking, project participants are fairly inactive with the majority (56%) achieving 30 minutes of physical activity on three days a week or less often. Table 29. Physical activity per site
Physical activity for 30 mins or more 0 days 1 day 2 days 3 days 4 days 5 days 6 days 7 days Cycle Devon (N=972) n % 69 7% 110 11% 170 17% 213 22% 107 11% 96 10% 39 4% 168 17% Site Pedal Peak District (N=1831) n % 107 6% 170 9% 318 17% 391 21% 259 14% 232 13% 111 6% 243 13% Cycle Xtra (N=456) n % 25 5% 60 13% 97 21% 81 18% 50 11% 66 14% 25 5% 52 11% Total (N=3259) n 201 340 585 685 416 394 175 463 % 6% 10% 18% 21% 13% 12% 5% 14%
Some distinct differences show up when comparing the cycling groups against each other: 35% of noncyclists, 38% of occasional and 65% of regular cyclists partake in 30 minutes or more of physical activity on 4 or more days a week. Clearly, those who cycle more regularly at baseline (i.e. regular cyclists) are also much more likely to undertake in physical activity more frequently each week. Indeed, 11% of non-cyclists reported that they were not physically active at all (on zero days) in the past week compared with only 1% of the regular cyclists. The sample sizes are too small to segment physical activity by site and type of cyclist.
Table 30. Table to show type of cyclist at baseline compared with physical activity Physical Activity
N 0 days 1 day 2 days 3 days 4 days 5 days 6 days 7 days Total 146 187 293 249 151 128 55 137 1346 Baseline Non % 11% 14% 22% 18% 11% 10% 4% 10% 100% N 44 126 197 244 121 87 36 125 980 Occ % 4% 13% 20% 25% 12% 9% 4% 13% 100% N 11 27 94 192 144 179 84 201 932 Reg % 1% 3% 10% 21% 15% 19% 9% 22% 100% N 201 340 584 685 416 394 175 463 3258 Total % 6% 10% 18% 21% 13% 12% 5% 14% 100%
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3.4.5 Ethnicity
The vast majority of participants (95%) across all three sites class themselves as white British/white European, with 97% at Cycle Devon, 92% at Pedal Peak District and 97% at Cycle Xtra. . Table 31. Ethnicity per site
Cycle Devon (N=1127) n % 1098 97% 2 0% 0 0% 3 0% 7 1% 1 0% 16 1% Site Pedal Peak District (N=1867) n % 1721 92% 34 2% 2 0% 22 1% 12 1% 42 2% 34 2% Cycle Xtra (N=462) n % 446 97% 1 0% 0 0% 7 2% 3 1% 4 1% 1 0%
White British/White European Black/Black British Chinese/Chinese British Asian/Asian British Mixed Other ethnic group Not disclosed
3.4.6 Physical ability/disability

The vast majority of participants have no limiting illness or disability, with 93% at Cycle Devon and Pedal Peak District and 96% at Cycle Xtra. Interestingly, participants with disabilities were as likely to be regular cyclists as those without limiting disabilities (28% compared with 29%). However, they were somewhat more likely to be non-cyclists than those without disabilities (58% compared with 46%).
Table 32. Physical disability/long-term illness per site

Site Pedal Peak District (N=1808) n % 1679 93% 129 7%
No Yes
Cycle Devon (N=1118) n % 1041 93% 77 7%
Cycle Xtra (N=460) n % 443 96% 17 4%
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3.5 Evaluating the impact of the FNS leisure programme: Follow-up survey
Invites to complete the October follow up survey were emailed to all participants who had filled out a th baseline survey between April and September 17 2010. The focus of the analysis is to examine influence on non-cyclists (participants who cycle a few times or not at all in the last 12 months) in particular.
3.5.1 Follow-up survey trials

In order to ensure good response rates, trial surveys were set up and sent to Cycle Devon and Pedal Peak District participants a month prior to the actual follow-up survey scheduled for October. Both sites had a large enough sample size to be able to randomly select two groups of individuals to be trialled at each site in order to gauge response rates with and without a guaranteed prize incentive.
Cycle Devon trial survey results

Trial 1 The first survey was sent to 79 participants who were randomly selected, and had registered with st Power Marketing before July 31 . There were 55 participants in the target audience. 16 email addresses had bounced (20% of all emails sent). 11 out of 63 participants completed the survey giving an overall response rate of 17%. 7 respondents were in the target audience giving a 16% response rate from the total target audience figure. Trial 2 The second trial had a prize incentive question incorporated into the survey and in the main body of the email. Participants were guaranteed to receive the prize on completion of the survey. The second survey was sent to 56 participants who were randomly selected, and had registered with Power Marketing before July 31st. All participants were in the target audience. 9 email addresses bounced (16%). 12 out of 47 participants completed the survey giving an overall response rate of 26%. Trial 1 Emails sent Target Audience (TA) Bounced Response rate (overall) Response rate (TA) n 79 55 16 11 7 % 70% 20% 17% 16% Trial 2 Emails sent Target Audience Bounced Response rate (TA) n 56 56 9 12 % 100% 16% 26%
Pedal Peak trial survey results

Trial 1 The first survey was sent to 100 participants who were randomly selected, and had registered between st st 1 April and 31 May. There were 48 participants in the target audience. Overall response rate 34% (34 out of 100 participants completed the survey). 19 respondents were in the target audience giving a 40% response rate from the total target audience figure.
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Trial 2 The second trial had a prize incentive question incorporated into the survey and in the main body of the st email and was sent to 50 participants who were randomly selected, and had registered between 1 st April and 31 July. All participants were in the target audience. Overall response rate 42% (21 out of 50 participants completed the survey).
Trial 1 Emails sent Target Audience Response rate (overall) Response rate (TA) Trial survey: conclusion
N 100 48 34 19
% 48% 34% 40%
Trial 2 Emails sent Target Audience Response rate (TA)
n 50 50 21
% 100% 42%
Although the addition of a prize incentive for each respondent in Trial 2 increased the survey response rates for both Cycle Devon and Pedal Peak (by 10% and 2% respectively), the response rates yielded from Trial 1 were considered good enough to implement the October survey without any guaranteed incentive.
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3.6
Follow-up survey response rates
Table 33 shows the response rates to the October follow up survey for each of the Leisure sites, which ranged from 38% for PPD, to 33% for Cycle Devon and 19% for Cycle Xtra. The decrease in the numbers of participants who received survey invites compared to the numbers of participants at baseline were due to emails being bounced (due to being incorrectly inputted into the system or participants giving false addresses) or blocked by a firewall. Cycle Xtras particularly low response rate, may be due to the fact that participants had signed up a whilst on holiday at one of the CTC/Hoseasons Holiday Sites and therefore may not have actually cycled, unlike Pedal Peak District and Cycle Devon where participants specifically attended in order to participate in one of the organised bike rides. Table 33. Actual overall response rates for each site Leisure Interim Survey survey invites responses (N=1006) Pedal Peak District 1755 664 Cycle Devon 804 269 Cycle Xtra 392 73
Response rate 38% 33% 19%
Of the 1,006 responding, not all have complete baseline data.
3.6.1 Characteristics of those responding with those who did not respond
Over two thirds of participants did not respond to the October follow-up survey. Table 35 compares the cycling frequency of respondents and non-respondents. Given the objectives of the FNS programme (to increase habitual cycling, particularly among non and occasional-cyclists), this was considered a critical factor in being able to measure possible behaviour change. As can be seen, there are no significant differences in the cycling behaviours at baseline of those who responded versus not responded to the October survey. In other words, a non, occasional, or regular cyclist was just as likely to respond, or not respond, to the follow up survey. The response rate combined with the matching characteristics gives statistical confidence (99% confidence intervals 4%) that reasonably large reported changes by the respondents in the October survey will be reflective of behavioural changes the overall participant population. Table 34. Comparison of cycling behaviour at baseline by those responding / not responding to October survey
Baseline cycling behaviour Not at all A few times 1-3 times a month Once a week 2-3 days a week 4 or more days a week Total Responded to Baseline & October N % 139 14% 227 23% 221 23% 114 12% 157 16% 118 12% 976 100% Responded to Baseline only N % 379 14% 721 27% 515 19% 331 12% 442 17% 278 10% 2666 100% All participants N 518 948 736 445 599 396 3780 % 14% 26% 20% 12% 16% 11% 100%
Examining the two groups further, those aged 55 and over are over-represented in the October survey (forming 25% of the sample, although they are only 15% of the overall participant population) while those 19 and under are under-represented (4% responded compared with 11% of the overall participant population). This result probably not surprising, given that the October survey fell during the school term, and older people are more likely to be retired and thus be available to complete a survey in a limited timeframe. The table below shows that all other age groups have similar proportions of respondents/non-respondents.
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Table 35. Table to show age group segregated by respondents and non-respondents
Responded No N=2563 15 years or under 16-19 years 20-24 years 25-34 years 35-44 years 45-54 years 55-64 years 65 years or older Total 5% 7% 3% 18% 33% 22% 9% 3% 100% Yes N=893 2% 2% 2% 13% 31% 25% 18% 7% 100% N=3456 5% 6% 3% 17% 32% 23% 11% 4% 100%
Age group
Total
Couples living alone are overrepresented in the October survey (forming 35% of respondents and 29% of the participant population), particularly for the Pedal Peak District, while living with my parents/guardian are under-represented across all sites (4% compared with 9%).
Table 36. Table to show household type segregated by respondents/non-respondents

Responded Household type No N=2420 26% 42% 6% 8% 5% 11% 1% 100% Yes N=862 35% 41% 5% 10% 5% 4% 1% 100% N=3283 29% 42% 5% 9% 5% 9% 1% 100% Total
Couple living alone Couple or extended family living with children Single adult living with children Adult living alone Adult living with other adults Living with my parents/guardian Other Total
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3.7
Follow up survey results: cycling habits
3.7.1 Baseline cycling compared with follow-up survey results

Various questions in the follow up survey were used to identify cycling behaviour change. To establish behaviour change in the first instance, we compared responses to the baseline question, the wording of which varied due to the varying circumstances available for people to register into the programme, but generally asked how regularly they had cycled in the previous 12 months with a question in the follow up survey that was specifically targeted to the month of September, asking participants about how many days per week did you ride a bicycle? In the second instance, a comparison was made with the response to the question In the last 4 weeks how often have you cycled for (leisure/fitness; to work/study; to escort children to nursery or school; to other destinations)? which was asked in both surveys. The first comparison reveals that, overwhelmingly, those who were classed as non-cyclists at baseline were occasional or regular cyclists at the time of the October survey. Table 37 highlights that 38% of participants who did not cycle at all at baseline, and 44% of participants who only cycled a few times at baseline, now cycle one day a week or more. In total, 41% of those classified as non-cyclists at baseline reported cycling at least one day a week in September. Thirty-seven percent (37%) of occasional cyclists, who cycled 1-3 days a month or once a week at baseline, reported cycling two days a week or more and thus could now be classed as regular cyclists. Table 37. Baseline cycling frequency compared to October cycling frequency
In September this year, about how many days per week did you ride a bicycle? 4 or more days a week About 2-3 days a week About 1 day a week Less than 1 day a week Not at all Total Baseline 1-3 times a month n % 31 14% 48 22% 81 37% 52 24% 9 4% 221 100% 4 or more Once a 2-3 days a days a week week week n % n % n % 7 6% 27 17% 87 74% 37 32% 89 57% 21 18% 43 38% 30 19% 7 6% 19 17% 8 5% 0 0% 8 7% 3 2% 3 3% 114 100% 157 100% 118 100%
Not at all A few times n % n % 5 4% 10 4% 16 12% 27 12% 30 22% 63 28% 35 25% 67 30% 53 38% 60 26% 139 100% 227 100%
An examination of demographic characteristics (age, gender, household composition, bike ownership) of those increasing their cycling frequency between the baseline and October surveys only reveal one characteristics of interest or significance to report as shown in Table 38. Females were more likely than males to report an increase in their cycling frequency (53% of females reported an increase compared with 40% of males). Table 38. Table to show increased frequency in cycling by gender Increased cycling Gender No N=476 Female Male Total 47% 60% 54% frequency Yes N=413 53% 40% 46% N=889 100% 100% 100% Total
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Segregating the cyclists who have increased their cycling frequency into two categories (1) non-cyclists who are now occasional or regular cyclists and (2) occasional cyclists who are now regular cyclists and analysing their demographic characteristics reveals two distinctive factors: Non-cyclists who became occasional/regular cyclists were more likely to be female than male (67% compared with 33%), while occasional cyclist who became regular cyclists were more likely to be male than female (61% compared with 39%). Owning a bike was not necessarily a pre-requisite for behaviour change: only 80% of non-cyclists owned their own bike at baseline (although 97% of occasional cyclists who increased their cycling did). Due to the reasonably large numbers responding to the October survey, it is possible to examine the results at site level for Devon and Pedal Peak District. Of those responding to the follow-up survey at Cycle Devon, 47% of participants who were non-cyclists at the baseline reported they were cycling one day or more a week in September and hence could be classified as occasional or regular cyclists, while 53% of the baseline occasional cyclists reported cycling 2 or more days a week and could be classified as regular cyclists. Similarly, in Pedal Peak District, 38% of the baseline non-cyclists reported cycling 1 day or more a week in September, while 28% of the baseline occasional cyclists reported cycling 2 or more days a week. Table 39. Table to show participants cycling frequency in the follow up survey by Cycle Devon and Pedal Peak District
In September this year (2010), about how many days per week did you ride a bicycle? 4 or Less About 2About 1 more than 1 3 days a day a Not at all days a day a week week week week N=56 N=74 N=60 N=51 N=26 44% 22% 6% 21% N=97 Regular Occasional Non-cyclist Total 39% 5% 3% 15% 42% 31% 15% 28% N=153 42% 23% 10% 24% 12% 24% 26% 22% N=173 14% 44% 25% 27% 2% 18% 30% 19% N=116 2% 23% 27% 18% 0 5% 23% 10% N=99 3% 5% 34% 16% 100% 100% 100%
Cycling frequency (baseline)
Total
Cycle Devon
N=267 100% 100% 100% 100% N=638
Regular Occasional Non-cyclist Total
Pedal Peak District
The number of responses (n=73) from Cycling Xtra is too small to be able to assess changes in behaviour at the site level.
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3.7.2 Changes in frequency of cycling trips to particular destinations

In comparing the responses to the question How often have you cycled in the last 4 weeks, those who, by default, had no trips at baseline (i.e. gave the response not at all to the question how often have you cycled in the previous 12 months) are incorporated into the not at all column of the tables that follow. As with the baseline survey responses to the same questions, those who did not respond to any of the questions but answered the rest of the October survey were considered to have no response for this question. Table 40 shows that 32% of those that had not cycled at all prior to participating in a FNS leisure experience are now cycling one day a week or more for leisure or fitness. Forty eight percent (48%) of participants who cycled for leisure/fitness less than 1 day a week are now cycling one day a week or more. Moreover 33% of participants who had no response at baseline are now cycling 2-3 days a week or more for leisure/fitness.
Table 40. Baseline survey compared with follow-up survey result for the question In the last 4 weeks how often have you cycled for leisure/fitness?
For leisure/fitness - September Less than For leisure/fitness October 1 day a Not at all (N=212) % 4 or more days a week 2-3 days a week 1 day a week Less than 1 day a week Not at all in the last 4 weeks No response Total 1% 10% 21% 27% 38% 2% 100% week (N=155) % 3% 10% 35% 32% 20% 1% 100% 1 day a week (N=122) % 5% 24% 39% 17% 12% 2% 100% 2-3 days a week (N=123) % 12% 43% 27% 8% 7% 2% 100% 4 or more days a week (N=37) % 41% 38% 19% 0% 3% 0% 100% No response (N=331) % 8% 25% 33% 15% 16% 3% 100% Total (N=980) % 7% 22% 30% 19% 19% 2% 100%
The results drawn from participants who answered the question in relation to work/study are also positive, with 27% of participants who reported cycling less than one day a week at baseline reported in the October survey that they are now cycling one day a week or more to work/study. Twenty four percent (24%) of participants who reported cycling one day a week are now cycling two days a week or more to work/study (see Table 41 below). After incorporating the numbers for No response, it shows that 23% of those who did not answer the question at baseline are now cycling to work/study for 1 day a week or more.
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Table 41. Baseline survey compared with follow-up survey result for the question In the last 4 weeks how often have you cycled to work/study?
To work or study Baseline Less than To work (or part of the way e.g. to the train station) October 1 day a Not at all (N=509) % 4 or more days a week 2-3 days a week 1 day a week Less than 1 day a week Not at all in the last 4 weeks No response Total 2% 2% 4% 4% 87% 2% 100% week (N=33) % 6% 9% 12% 18% 48% 6% 100% 1 day a week (N=29) % 7% 17% 38% 17% 17% 3% 100% 2-3 days a week (N=30) % 23% 50% 0% 3% 20% 3% 100% 4 or more days a week (N=48) % 77% 4% 8% 2% 8% 0% 100% No response (N=331) % 12% 6% 5% 5% 68% 3% 100% Total (N=980) % 10% 6% 5% 5% 71% 3% 100%
There was no significant change in the number of cyclists escorting children to school/nursery in the last four weeks compared with the baseline. Given that many of the participants would have completed the baseline survey in the summer holidays (when school was out), it is surprising that there were not any notable increases in these trips in October. Twenty nine percent (29%) of participants who responded and were cycling one day a week to other destinations at baseline are now cycling two days a week or more. Twenty five percent (25%) of participants who cycled less than 1 day a week at baseline are now cycling one day a week or more, and 13% of participants who did not cycle at all at baseline are now cycling one day a week or more to other destinations. After incorporating participants who did not respond to this question at baseline, 27% of those are now cycling 1 day a week or more to other destinations.
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Table 42. Table to compare each respondent's answers to the question in both the October and baseline surveys In the last 4 weeks how often have you cycled to other destinations? All Participants
Other (e.g. shops; library; bank; etc) - Baseline Less than To other destinations (e.g. shops, bank, friends) - October Not at all (N=490) % 4 or more days a week 2-3 days a week 1 day a week Less than 1 day a week Not at all in the last 4 weeks No response Total 1% 4% 8% 9% 76% 2% 100% 1 day a week (N=66) % 2% 6% 17% 11% 62% 3% 100% 1 day a week (N=44) % 2% 27% 27% 14% 25% 5% 100% 2-3 days a week (N=35) % 9% 46% 11% 6% 26% 3% 100% 4 or more days a week (N=14) % 50% 14% 7% 0% 29% 0% 100% No response (N=331) % 4% 9% 14% 9% 60% 4% 100% Total (N=980) % 3% 8% 12% 9% 65% 3% 100%
The same analysis was then carried out just looking at participants who at baseline were cycling 1-3 times a month or less often. In Table 42 below, the baseline results for these people were compared with the October survey results for the question In the last 4 weeks about how often have you cycled to other destinations (e.g. shops, library, bank etc.)? We can see similar results as with that of Table 41 above. Nine percent (9%) of participants who did not cycle at all for other trip purposes at baseline are now cycling 1 day a week or more. Twenty three percent (23%) of participants who were cycling 1 day a week for other purposes are now cycling 2-3 days a week or more. Although these results are good it is important to note the small sample sizes for participants who answered less than 1 day a week or more, at baseline. In total 13% of the target audience are cycling 1 day a week or more in the October survey, compared with 5% at baseline. Table 43. Participants who have cycled 1-3 times a month or less at baseline comparing responses for cycling to other destinations at baseline and in October
Participants who have cycled 1-3 times a month or less Other (e.g. shops; library; bank; etc) - Baseline To other destinations (e.g. shops, bank, friends) - October Less than 1 Not at all (N=338) % 4 or more days a week 2-3 days a week 1 day a week Less than 1 day a week Not at all in the last 4 weeks 1% 1% 7% 9% 83% day a week (N=32) % 0% 6% 16% 9% 69% 1 day a week (N=13) % 0% 23% 38% 23% 15% 2-3 days a 4 or more days a Total (N=388) % 33% 0% 0% 0% 67% 1% 3% 9% 9% 79%
week (N=2) week (N=3) % 0% 0% 50% 0% 50% %
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When incorporating the no responses into the cross-tabulation, 21% of those who did not respond to this question at baseline are now cycling 1 day a week or more for other trips. Considering the sample size, this is a significant result that indicates a positive behaviour change for this group of individuals. Although participants may not have responded at baseline because this question did not apply to them, the lack of this option to select may have led people to skip answering the question completely. For consistency purposes, these participants have been coded as no response (as mentioned above). Table 44. Participants who have cycled 1-3 times a month or less at baseline comparing responses for cycling to other destinations at baseline and in October, with those who have given no responses
Participants who have cycled 1-3 times a month or less at baseline Other (e.g. shops; library; bank; etc) 4 or To other destinations (e.g. shops, bank, friends) - October Not at all (N=347) % 4 or more days a week 2-3 days a week 1 day a week Less than 1 day a week Not at all in the last 4 weeks No response 1% 1% 7% 8% 80% 3% Less than 1 day a week (N=34) % 0% 6% 15% 9% 65% 6% 1 day a week (N=13) % 0% 23% 38% 23% 15% 0% 2-3 days a week (N=3) % 0% 0% 33% 0% 33% 33% more days a week (N=3) % 33% 0% 0% 0% 67% 0% No response (N=190) % 3% 7% 11% 11% 63% 5% Total (N=590) % 2% 4% 9% 9% 72% 4%
There are numerous ways in which these results can be evaluated more effectively. The key one would be to have does not apply to me as an option as participants may not be in work or study, due to their age or other motives (e.g. children, disability). It may be useful to look at these responses with regards to age and gender.
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3.7.2 Comparison for leisure/fitness cycling behaviour in September 2009 & 2010
Because the baseline survey was being completed over an extended period of time, that included seasonal changes, summer holidays, school holidays, and so on, some questions were included in the survey to have all respondents on an equal footing, ie to compare their cycling behaviour at the exact same two periods of time.. As the follow up survey occurred in October 2010, September 2009 and September 2010 were selected as the two common time periods, and respondents were asked In September this year, did you cycle outdoors for leisure/fitness (more or less often) than in September 2009? and In September this year, did you cycle outdoors to work/study(more/less often/the same) than in September 2009? Table 45 reveals that a huge proportion of respondents (46%) said they were cycling for leisure/fitness more often in September 2010 than they had done in September 2009. Table 45. Table to show responses by participants on changes in cycling frequency for leisure/fitness in September 2010 compared with September 2009
In September this year (2010), did you cycle outdoors for leisure/fitness More often than I did in September last year (2009) About the same as I did in September last year (2009) Less often than I did in September last year (2009) Cant really compare (e.g. living in a different area) Don't know Total N 456 306 153 61 21 997 % 46 31 15 6 2 100
Examining this behaviour by site in Table 46, Cycle Xtra respondents show the greatest proportion (60%) stating that they have cycled more often for leisure fitness in September 2010 compared with 2009. This should however be treated with a degree of caution given the small numbers of respondents (n=68). Cycle Devon and Pedal Peak District have remarkably consistent results. Table 46. Table to show responses by participants on changes in cycling frequency for leisure/fitness in September 2010 compared with September 2009, segregated by site
Site In September this year, did you cycle outdoors for leisure/fitness Cycle Devon N=264 More often than I did in September last year (2009) About the same as I did in September last year (2009) Less often than I did in September last year (2009) Don't know Cant really compare (e.g. living in a different area) Total 47% 31% 14% 6% 2% 100% Pedal Peak District N=646 44% 32% 16% 6% 2% 100% Cycle Xtra N=68 60% 19% 12% 7% 1% 100% N=978 46% 31% 15% 6% 2% 100% Total
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Comparing their reported changes with their baseline cycling behaviour (as a non-, occasional or regular cyclist), all types of cyclists were equally likely to report that they were cycling more often for leisure/fitness in September 2010 compared with September 2009. Table 47. Baseline type of cyclist vs. reported changes in cycling for leisure/fitness in September
In September this year, did you cycle outdoors for leisure/fitness More often than I did in September last year (2009) About the same as I did in September last year (2009) Less often than I did in September last year (2009) Don't know Cant really compare (e.g. living in a different area) Total Non N=365 47% 21% 18% 10% 4% 100% Occ N=329 47% 32% 15% 5% 1% 100% Reg N=275 43% 43% 12% 2% 1% 100% Total N=969 46% 31% 15% 6% 2% 100%
Examining the responses by site reveals that the responses by non-, occasional and regular cyclists in Cycle Devon and Pedal Peak District fairly closely align with the overall responses shown in Table 47, the exception being that fewer regular cyclists (37%) in Devon report cycling more often in 2010 than 2009. Cycle Xtra respondents have higher levels of all types of cyclists reporting more cycling (as could be expected given the results shown in Table ). Again, these results should be treated with caution, given the small number of respondents involved. Please refer to Tables 48 - 50 in Appendix 4. At baseline 89% of non-cyclists and 95% of occasional cyclists in Cycle Devon rated their cycle experience as either excellent or good. Almost half of both these groups (49%) state that in September 2010 they are now cycling more often for leisure/fitness than they did in September 2009. Similarly, at baseline 85% of non-cyclists and 93% of occasional cyclists in Pedal Peak District rated their cycle experience as either excellent or good. Almost half of both groups (44% and 46% respectively) state that in September 2010 they are now cycling more often than they did in September 2009. At least half of both groups (62% and 50% respectively) in Cycle Xtra state that in September 2010 they are now cycling more often than they did in September 2009. Participants were given the opportunity to provide reasons as to why they had cycled more often for leisure/fitness in September 2010. The reasons were aggregated into 12 response categories. The most common reason (23%) across all three sites was the desire to be healthier, which included getting fit, being fitter compared to September last year (2009) and not being ill. The second most prominent reason, given by 22% of participants across all three sites for cycling more was due to having a new bike or new bike accessories. There were no notable differences in the reasons when each site is examined separately.
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Table 51. Reasons why participants cycled more often for leisure/fitness in September this year per site
Site More often leisure Cycle Devon (N=97) Pedal Peak District (N=292) Cycle Xtra (N=34) Total (N=423)
%
Health (Get fit / Now more fit / Illness precluded previously, etc.) New bike / New 2nd hand bike / New bike rack Enjoyment Friends & family Cycle scheme / Better facilities - cycle paths etc Good weather More time Holiday Cycle to / From work Location change allows for more cycling Started cycling again / Learnt to ride Turning away from car usage
% 23% 22% 11% 9% 9% 6% 11% 2% 1% 2% 2% 0%
% 35% 24% 15% 6% 12% 6% 0% 3% 0% 0% 0% 0%
% 23% 22% 11% 11% 9% 6% 9% 3% 1% 2% 3% 0%
20% 19% 8% 18% 8% 4% 8% 4% 1% 2% 7% 1%
The reasons why participants cycled less often for leisure/fitness in September 2010 are fewer than the reasons for more cycling. The most common reason across all participants was less time / too busy (17%), followed by poor health / illness etc (15%) and work taking up more time (14%). While the detail for each site is shown below, the low response numbers, particular for Cycle Devon (n=33) and Cycle Xtra (n=10) mean that it is not sensible to comment on them individually. Table 52. Reasons why participants cycled less often for leisure/fitness in September this year per site
Site Less often leisure Cycle Devon (N=33) Pedal Peak District (N=106) Cycle Xtra (N=10) Total (N=149)
%
Away / On holiday Poor health / Illness etc Bad weather Family / Friends reasons Less time / Too busy Lifestyle change Bike problems / Got no bike etc Work taking up more time Doing a different exercise instead Moved house etc Traffic / Other users annoy them Scheme ended
% 11% 12% 7% 9% 16% 9% 8% 12% 3% 7% 2% 3%
% 10% 20% 0% 0% 20% 20% 10% 10% 0% 10% 0% 0%
% 10% 15% 6% 8% 17% 9% 9% 14% 3% 5% 1% 2%
6% 24% 6% 6% 21% 3% 9% 21% 3% 0% 0% 0%
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3.7.3 Comparison work/study cycling behaviour in September 2009 & 2010

There is a far smaller change in the number of people reporting cycling more often to work/study (15%) in September 2010 than reported cycling more for leisure/fitness (47%). The majority of participants across all three sites reported cycling to work/study in September 2010 about the same amount as they did in September 2009. In part, the smaller change will be due to the fact that over a third of participants werent working/studying in September 2009 and/or 2010. The proportion of respondents in each response were largely the same across all three sites. Table 55. Table to show responses for the question In September this year, did you cycle to work/study...? in the October survey
In September this year, did you cycle to work/study? More often than I did in September last year (2009) About the same as I did in September last year (2009) Less often than I did in September last year (2009) Does not apply to me I wasnt working/studying this or last September Don't know Total N 142 292 104 315 125 978 % 15% 30% 11% 32% 13% 100%
Comparing their reported changes with their baseline cycling behaviour (as a non, occasional or regular cyclist), respondents classed as occasional and regular cyclists were more likely to report that they were cycling more often for leisure/fitness in September 2010 compared with September 2009 (15% and 23% respectively). Table 56. Table to show responses to the question In September this year, did you cycle to work/study...? in the October survey, segregated by type of cyclist at baseline
In September this year, did you cycle to work/study More often than I did in September last year (2009) About the same as I did in September last year (2009) Less often than I did in September last year (2009) Does not apply to me I wasnt working/studying this or last September (2009) Don't know Total Non N=357 8% 27% 11% 37% 17% 100% Occ N=323 15% 25% 8% 37% 15% 100% Reg N=270 23% 38% 13% 21% 6% 100% Total N=950 15% 30% 11% 32% 13% 100%
Comparing the reported changes of non, occasional and regular cyclists by site reveals that the overall, proportions are quite similar for non and regular cyclists reporting more cycling (eg non-cyclists reporting more cycling range from 8% to 9% at each site while regular cyclists range from 21% to 25%). However, more occasional cyclists at Cycle Devon (23% and fewer (10%) at Pedal Peak District report cycling to work/study more often. No obvious explanation for this variation is available.
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Participants were given the opportunity to provide reasons as to why they had cycled more often to work/study in September 2010. The responses were aggregated into 14 response categories. Given that it only applied to some survey respondents, this question had a fairly low response rate (N=123). The main reason across all sites was for health/fitness (22%), followed by a change of job (21%) and .acquiring a new bike. The fourth most common reason was money / financial (10%). Table 57. Reasons why participants cycled more often to work/study in September 2010 compared with September 2009
More often to work results FNS Programme Health / Fitness New bike Change job Better facilities at work Money / Financial Enjoy it more More time Moved home - Better location Environmental reasons Can't drive New job - wasn't working last year Friends & family Good weather N=123 9 27 18 26 2 12 6 2 7 2 5 3 1 3 % 7% 22% 15% 21% 2% 10% 5% 2% 6% 2% 4% 2% 1% 2%
The reasons why participants cycled less often to work/study in September 2010 were also aggregated into 14 response categories. Again, it should be noted that the response numbers are fairly low (N=86) as this question is only being applicable to a small segment of the respondents. The top reason cited is a change of job (16%) followed by retired/not working at present (10%). Other reasons are poor health/fitness (9%) and traffic/other users annoy them (9%).
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Table 58. Reasons why participants cycled less often to work/study in September 2010 compared with September 2009
Less often to work results Away / On holiday Poor health / Fitness Bad weather Family / Friends reasons Less time / Too busy at work Lifestyle change / Other commitments take precedent Bike problems / Has no bike etc. Work taking up more time / Requires a car Moved house etc. Traffic / Other users annoy them Scheme ended Changed job Retired / Not working at present Work is too close / Too far N=86 4 8 5 4 7 6 5 5 5 8 2 14 9 4 % 5% 9% 6% 5% 8% 7% 6% 6% 6% 9% 2% 16% 10% 5%
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3.7.4 Did the intention to cycle in next 4 weeks correspond with actual cycling?
Comparing the results of participants who responded more often as their intention to cycle in the next four weeks at baseline against their reported leisure/fitness cycling in September 2010, Table 59 shows that approximately one-half (54%) of those who intended to cycle more in the next four weeks reported that they were cycling more in September 2010 than September 2009. Table 59. Table to show cross tabulation of intention to cycle in the next 4 weeks at baseline compared with cycling frequency in the October survey
Thinking ahead to the next 4 weeks, after your recent cycling experience, do you intend to cycle: In September this year (2010), did you cycle outdoors for leisure/fitness More often than you did in the 4 weeks before cycling recently N=434 More often than I did in September last year (2009) About the same as I did in September last year (2009) Less often than I did in September last year (2009) Don't know Cant really compare (e.g. living in a different area) Total 54% About the same as you did in the 4 weeks before cycling recently N=410 37% Less often than you did in the 4 weeks before cycling recently N=23 30% N=867 45% Total
21%
43%
22%
31%
16% 7% 2% 100%
13% 5% 2% 100%
22% 22% 4% 100%
15% 6% 2% 100%
Over one-third (37%) of the participants who said that their intention to cycle in the next four weeks at baseline was either less often or about the same, actually reported cycling more often for leisure/fitness in September 2010 compared with 2009. Cycle Devon and Pedal Peak District responses are very consistent with the tables shown above. Cycle Xtra shows some variation, due in part to the small numbers involved.
3.7.5 Changes in bike ownership

The 55 participants who said that they did not have a bike at baseline were asked again in the follow-up survey whether they owned a bike. Twenty of them now own bikes (36%). The vast majority of the participants (76%) that did not own bikes at the baseline came from Pedal Peak District. Not surprisingly, 13 of the 20 participants who have since purchased bikes are from Pedal Peak District.
3.7.6 Change in amount of cycling compared with physical activity level

Table 60 and Table 61 compares the reported levels of participants physical activity at baseline vs. their physical activity in October. Of those who said that they were doing 0 days of physical activity in the last 7 days at baseline (n=40), 80% are now doing 1 day of physical activity or more. Forty one percent (41%) are now doing 3 days of physical activity or more. Of participants who were doing 1 day of physical activity at baseline, 32% reported in October that they are now doing 3 days of physical activity or more. The figures above the pink shading shows positive behaviour change and the figures below show negative behaviour change in Table 61. 45
Table 60. Participants who answered In the last 7 days, on how many days have you done a total of 30 minutes or more of physical activity, which was enough to raise your breathing rate? at baseline compared with October survey results
Physical Activity (Baseline) October 0 days (N=40) n 5-7 days 1-4 days 0 days 4 28 8 % 10% 70% 20% 1-4 days (N=490) 5-7 days (N=258) n 78 388 24 % 16% 79% 5% n 159 90 9 % 62% 35% 3%
Table 61. Table to show cross tabulation of results comparing baseline physical activity with responses in the October survey
Physical activity (baseline) Physical activity (October) 0 days (N=40) % 7 days 6 days 5 days 4 days 3 days 2 days 1 day 0 days Total 0% 3% 8% 10% 20% 10% 30% 20% 100% 1 day (N=73) % 1% 1% 8% 3% 19% 33% 25% 10% 100% 2 days (N=146) % 3% 1% 9% 11% 27% 32% 12% 5% 100% 3 days (N=178) % 4% 2% 9% 16% 33% 24% 7% 4% 100% 4 days (N=93) % 0% 10% 14% 30% 29% 13% 2% 2% 100% 5 days (N=104) % 11% 14% 32% 21% 10% 7% 2% 4% 100% 6 days (N=48) % 15% 19% 23% 21% 10% 4% 4% 4% 100% 7 days (N=106) % 35% 13% 21% 12% 7% 8% 2% 3% 100%
The pink shaded boxes in Tables 66 and 67 show where the reported baseline physical activity exactly matches the reported physical activity levels in the October survey. All of the boxes above this line represent participants who have increased their physical activity levels since joining the FNS programme. While it is not possible to assess whether or not any of their increased physical activity levels is the direct result of increased cycling activity, we compared those who reported cycling more frequently in September this year than they had reported at baseline (in the previous 6/12 months) with those who reported increased physical activity levels. We found that 133 of 308 participants (43%) reported increased physical activity levels AND increased frequency of cycling compared with the baseline. At the same time, 31% reported decreased physical activity levels AND increased frequency of cycling. This suggests that increased frequency of cycling will, at least in some cases, be directly contributing to increased physical activity levels.
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3.7.7 Comparison of reported general transport behaviour

Comparing overall transport behaviour results between the follow-up and the baseline survey, there are similarities in automobile use but an increase in cycling. 59% of participants are now cycling at least once a week, compared to 48% at baseline. Table 62. Overall transport behaviour results for October
Car as a driver n % 6-7 days a week 3-5 days a week 1-2 days a week 1-3 days a month Less often Never Don't know Total Car as a passenger n % Motorbike n % Bicycle n % Overland Train n % Public Transport n %
293 32% 328 35% 176 19% 33 4% 20 2% 75 8% 1 0% 926 100%
12 83 281 194 123 110 4 807
1% 10% 35% 24% 15% 14% 0% 100%
1 6 17 24 23 712 7 790
0% 1% 2% 3% 3% 90% 1% 100%
78 191 245 135 133 83 2 867
9% 22% 28% 16% 15% 10% 0% 100%
5 22 36 184 334 235 8 824
1% 3% 4% 22% 41% 29% 1% 100%
14 40 85 211 297 190 6 843
2% 5% 10% 25% 35% 23% 1% 100%
Comparing cycling at baseline to cycling in October, 23% (n=29) of respondents who never cycled at baseline are now cycling 1-2 days a week or more. Of those who answered less often at baseline (n=89), 33% reported cycling 1-2 days a week or more While 41% those who were cycling 1-3 days a month (n=122), reported cycling 1-2 days a week or more. Twenty three percent (23% or n=32) of participants who reported cycling 1-2 days a week at baseline reported they were now cycling 3 days or more. Table 63. Cycling at baseline vs. cycling in October
Bicycle (October) 6-7 days a week n % Don't know 0 0% Never 1 2% Less often 0 0% 1-3 days a month 1 2% 1-2 days a week 0 0% 3-5 days a week 12 21% 6-7 days a week 43 75% Total 57 100% 3-5 days a week n % 0 0% 5 3% 3 2% 5 3% 28 18% 96 63% 16 10% 153 100% A bicycle (Baseline) 1-2 days a 1-3 days a week month Less often n % n % n % 0 0% 0 0% 1 1% 6 4% 9 7% 12 13% 10 7% 25 20% 31 35% 22 16% 38 31% 16 18% 70 50% 43 35% 23 26% 29 21% 5 4% 6 7% 3 2% 2 2% 0 0% 140 100% 122 100% 89 100% Don't know n % 0 0% 1 25% 1 25% 0 0% 2 50% 0 0% 0 0% 4 100%
Never n % 1 1% 30 23% 43 33% 29 22% 21 16% 6 5% 2 2% 132 100%
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Table 69 below compares the changes between reported baseline car driver behaviour and that reported in October, taking into account whether or not the respondent reported an increase in their cycling frequency (based on a comparison of responses to the baseline question Before your recent cycling experience, how often have you cycled in the last 12 months? and the follow up survey question In September this year, about how many days per week did you ride a bicycle?). To make it easier to compare, the highlighted boxes indicate where car use between the two periods is reported as being the same. Hence, cells above the highlight indicates people who are now driving more frequently, while cells lying below the highlighted boxes indicates participants who are driving less frequently than they were before. The responses Never, Less often, and 1-3 times a month had to be aggregated due to very low response numbers in those cells. It is not possible to detect any decrease in car use that might be attributable to the FNS programme, as there are almost exactly the same proportion of decreases (and increases) in car use frequency for both the people reporting a positive change in cycling behaviour as those reporting no change or a decline in their cycling behaviour. Table 69. Cross tabulation to compare frequency of car driving (baseline vs. October survey) against an increase/descrease in cycling frequency from baseline to September 2010
Increase in cycling frequency from baseline (frequency in last 12 months) to September this year (2010)? No increase A car as driver -Oct Count 6-7 days a week 3-5 days a week 1-2 days a week 1-3 days a month Less often Never Total Yes, more cycling A car as driver -Oct Count 6-7 days a week 3-5 days a week 1-2 days a week 1-3 days a month Less often Never Total A car as a driver 6-7 days a week N=144 69% 27% 2% 0% 1% 1% 100% N=159 60% 33% 4% 0% 1% 2% 100% 3-5 days a week N=137 20% 64% 15% 1% 0% 1% 100% N=123 26% 56% 17% 0% 1% 0% 100% 1-2 days a week N=78 3% 21% 64% 10% 1% 1% 100% N=53 0% 21% 70% 4% 0% 6% 100% Never to 1-3 days a month N=57 2% 7% 12% 16% 14% 49% 100% N=37 5% 5% 8% 11% 11% 59% 100% Total
N=416 31% 35% 19% 4% 2% 7% 100% N=372 35% 36% 18% 2% 2% 8% 100%
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3.7.8 Changes in driving to work as a result of increased cycling frequency

Anticipating that it would be difficult to assess impacts on driving behaviour as a result of increased cycling frequency, respondents who reported more cycling to work in September this year (2010) compared with September 2009 were specifically asked Did cycling to work in September this year, mean that you drove to work/study less often than you did in September last year (2009)? The response to this question is shown in Table 70 below. Sixty-eight percent (68%) of the 127 participants who reported cycling more frequently to work/study in September 2010 than in 2009 also reported that they drove their cars to work/study at least one day less per week. Over one-half of these (38%) reported that they drove between 2 and 7 days fewer per week. Table 70. Table to show responses of changes in cycling frequency to work/study
Did cycling to work in September this year, mean that you drove to work/study less often than you did in September last year (2009)? Yes I drove 1 day less per week to work/study Yes I drove 2-3 days less per week to work/study Yes I drove 4-7 days less per week to work/study No, I dont usually drive to work/study No, there was no change in how much I drove to work/study Total N 38 32 17 30 10 127 % 30% 25% 13% 24% 8% 100%
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3.8
Cycling activities, interventions and support services
This section will consider the interventions and support structures were put in place by each of the Leisure sites (Pedal Peak District, Cycle Devon and Cycle Xtra) and by Challenge for Change. Their relative impact to provide a positive initial leisure experience as well as their contribution to encouraging more habitual cycling will be looked at. This will help address whether or not the primary objective for the FNS Leisure strand To what extent does a positive leisure cycling experience, accompanied by follow-up support and interventions, lead to more habitual cycling? is being achieved. For each site, participants in the October survey were asked How much did the [Pedal Peak District; Cycle Devon; Cycle Xtra] initiatives influence you to cycle? Possible responses included: I didnt know about this; I did not use this service; Very influential; Somewhat influential and Not at all influential.
3.8.1 How aware were participants of the initiatives and support available?
Pedal Peak District
There were six key initiatives for the Pedal Peak District, and the total number of participants that took part in each is shown in the table below. Note that these include participants who did not subsequently register online. Emails that were sent about cycling in the Peak District also included emails that were sent throughout the summer to participants who had signed up via a registration card in the Peak District. These individuals were encouraged to sign up, log a trip and browse through the Pedal Peak District website for more information on cycling as well as upcoming events in their area.
Incentive Organised cycle ride (e.g. 5 miles to fabulous, Women on Wheels) Family Fun Day Cycle skills training and led ride Basic bike maintenance Pedal Peak District website: Information, logging cycle trips online, setting goals, etc Emails sent to you from Pedal Peak District about cycling Number of participants 2919 173 162 38 250 8347
In assessing the influence of its activities, the Pedal Peak District website and emails sent had the largest proportion of responses rates for it as influential, with 47% and 54% selecting very or somewhat influential respectively. In general, however, over half of participants did not use or did not know about the other Pedal Peak District services that were on offer.
50
Table 71. Rating of Pedal Peak District initiatives by all participants

I didnt know about this (N=656) %
Organised cycle ride (e.g. 5 miles to fabulous, Women on Wheels) (N=583) Family Fun Day (N=574) Cycle skills training and led ride (N=573) Basic bike maintenance (N=573) Pedal Peak District website: Information, logging cycle trips online, setting goals, etc (N=592) Emails sent to you from Pedal Peak District about cycling (N=596)
I did not use this service (N=944) %
Very influential (N=281) %
Somewhat influential (N=567) %
Not at all influential (N=1043) %
27% 23% 23% 22% 10%
30% 35% 34% 32% 20%
5% 4% 3% 6% 17%
6% 4% 7% 9% 30%
32% 34% 33% 31% 24%
8%
12%
13%
41%
26%
Of those participants who found the Pedal Peak website either very or somewhat influential, 781 trips th were logged between signing up and the cut-off point of September 17 , giving an average of 2.85 trips per person over the programme period. The majority of these participants had logged a trip, indicating that their responses correlated with their actions. Comparing participants who are cycling more often for leisure/fitness in September 2010 compared to September 2009, the majority seem not to have used or been aware of two thirds of the services that were offered by Pedal Peak District. 64% of participants found the emails sent to them from Pedal Peak District as either very or somewhat influential, followed by 56% of participants who found the Pedal Peak District website as very or somewhat influential. Between 26% and 28% of participants found the organised cycle rides, family fun day, cycle skills training and led ride and basic bike maintenance to be not at all influential to their cycling frequencies in September 2010 compared with September 2009. In all, between 71% and 93% of participants said they were not at all influenced by, did not know about, or did not use, each of these services. This suggests that either better or more promotion or education might be required to ensure that the full benefits are obtained from them. Very similar results were found when we compared those who reported cycling more frequently in September this year than they had reported at baseline (in the previous 6/12 months). Table 72. Rating of Pedal Peak District initiatives for participants cycling more often for leisure/fitness this year
I didnt know about this (N=287) % 26% 23% 22% 22% 9% 8% I did not use this Very Somewhat Not at all service influential influential influential Total (N=261) (N=377) (N=1568) (N=457) (N=186) % % % % n % 33% 8% 6% 26% 261 100% 43% 40% 33% 17% 10% 3% 5% 10% 25% 20% 4% 5% 9% 31% 44% 28% 28% 26% 18% 18% 256 100% 257 100% 258 100% 268 100% 268 100%
Organised cycle ride (e.g. 5 miles to fabulous, Women on Wheels) Family Fun Day Cycle skills training and led ride Basic bike maintenance Pedal Peak District website - Logging cycle trips online, setting goals, etc Emails sent to you from Pedal Peak District about cycling
51
Table 73 below compares participants who have said that they are now cycling about the same/less often for leisure/fitness in September 2010 compared with September 2009. It could be expected that the majority of participants to have either not used the service, or found it to be not at all influential to their cycling behaviour. This proved to be the case as a substantial proportion of respondents reported they were not at all influenced ranging from 31% (for the website), to 34% (emails) to 42% (family fun day). However, the overall figures for those reporting that they were not at all influenced by, did not know about, or did not use, each of these services were not that much different from those reported above for the people whose cycling frequency had increased: the range was 89% to 93% (compared with 71% to 93%) for the same four services (organised cycle rides, family fun day, cycle skills training and led ride and basic bike maintenance).
Table 73. Rating of Pedal Peak District initiatives for participants cycling about the same/less often for leisure/fitness this year I did not Total I didnt know use this Very Somewhat Not at all service influential influential influential about this n
Organised cycle ride (e.g. 5 miles to fabulous, Women on Wheels) (N=275) Family Fun Day (N=271) Cycle skills training and led ride (N=270) Basic bike maintenance (N=270) Pedal Peak District website - Logging cycle trips online, setting goals, etc (N=277) Emails sent to you from Pedal Peak District about cycling (N=280)
% 27% 23% 23% 21% 10% 8%
n 67 74 74 79 57 34
% 24% 27% 27% 29% 21% 12%
n 8 9 5 6 26 20
% 3% 3% 2% 2% 9%
n 16 12 21 24 81
% 6% 4% 8% 9% 29%
N=1,643 275 271 270 270 277 280
% 100% 100% 100% 100% 100% 100%
75 62 63 58 27 21
109 40% 114 42% 107 40% 103 38% 86 95 31% 34%
7% 110 39%
Eight Cycling Saturday sessions were held during October and November 2010 with over 30 participations. These offered family and group riding tips for all levels based on National Standards cycle training with the aim of encouraging everyday cycling. Riders ranged from complete beginners wanting to learn to ride to existing cyclists wanting to improve their confidence and road skills. Of the ten participants, 6 were taught to ride; all learned Level 1 Bikeability skills and 5 went on to take part in road training.
Cycle Devon
There were seven key initiatives that took place in Devon. These ran from April September 2010 (except for the Cycle Skills Training which continues till March 2011). The total numbers of participants that took part are shown in the table below. Note that this includes people who did not register using the online webtool as a market research consultancy employed by Devon County Council collated some participants data during cycle events at each hub town during Spring 2010. The information collected from participants who had taken part in one of Cycle Devons initiatives were forwarded onto Challenge for Change and this information was imported into the webtool. The emails sent about cycling in Devon th th ran from April 29 to 17 September 2010.
Initiative Public cycle rides, e.g. Cycle Sunday Event Guided Cycle Rides and cycle skills training Devon Car Free Day 22nd September Emails sent to you about cycling in Devon Number of participants 681 431 35 9838
52
Cycle Devon Website - Logging cycle trips online, setting goals, etc. Cycle Devon advertising in newspapers, on buses, magazines, events, etc. Improvements to cycle lanes and facilities near you
250 Unknown Unknown
For Cycle Devon the majority of initiatives had a positive influence. Table 74 shows that emails sent about cycling in Devon had the most people rate it as influential with 70% citing it as either very or somewhat influential. This was followed closely by improvements to cycle lanes and facilities (65%); the Cycle Devon website (54%), and the Cycle Devon advertising in newspapers, buses etc. (47%). Table 74. Rating of Cycle Devon initiatives by all participants
I didnt know about this I did not use this service Very Somewhat influential influential Not at all influential Total
%
Public cycle rides, e.g. Cycle Sunday Event (N=246) Guided Cycle Rides and cycle skills training (N=243) nd Devon Car Free Day 22 September (N=245) Emails sent to you about cycling in Devon (N=244) Cycle Devon Website: Information, logging cycle trips online, setting goals, etc. (N=244) Cycle Devon advertising in newspapers, on buses, magazines, events, etc. (N=245) Improvements to cycle lanes and facilities near you (N=244)
19% 16% 10% 6% 9%
29% 38% 25% 10% 20%
14% 12% 20% 22% 18%
22% 14% 22% 48% 36%
16% 20% 22% 14% 18%
246 243 245 244 244
17%
13%
13%
34%
22%
245
10%
7%
39%
26%
18%
244
53
The results for participants who cycled more often for leisure/fitness in September 2010 are very similar to those of all respondents (shown in Table 74). 75% of those who responded found the improvements to cycle lanes and facilities as either very or somewhat influential, followed by the emails sent to them about cycling in Devon (71%); the Cycle Devon website (57%) and the Cycle Devon advertising in newspapers, buses etc (55%). Table 75 below highlights the Cycle Devon initiatives for participants who cycled about the same/less often for leisure/fitness in September this year. Unexpectedly, high proportions of participants who had no positive change in their cycling behaviour found the emails sent to them about cycling in Devon (70%) and the improvements to cycle lanes and cycle facilities (62%) to be very or somewhat influential to their cycling behaviour, implying that their cycle use may have declined further had these not been available. At least 60% (and up to 80%) of these participants said they were not at all influenced by, did not know about, or did not use, the public cycle rides, guided cycle rides and Devon Car Free Day.
Table 75. Rating of Cycle Devon initiatives for participants cycling about the same/less often for leisure/fitness this year
I didnt know about this (N=79) I did not use this service (N=151) Very influential (N=130) Somewhat influential (N=213) Not at all influential (N=182)
Total (N=755)
%
Public cycle rides, e.g. Cycle Sunday Event (N=110) Guided Cycle Rides and cycle skills training (N=107) Devon Car Free Day 22nd September (N=106) Emails sent to you about cycling in Devon (N=107) Cycle Devon Website: Information, logging cycle trips online, setting goals, etc. (N=108) Cycle Devon advertising in newspapers, on buses, magazines, events, etc. (N=108) Improvements to cycle lanes and facilities near you (N=109)
%
31 44 25 7 17
%
13 9 18 21 14
%
23 13 23 54 43
%
22 25 33 21 28
N
110 107 106 107 108
19% 15% 7% 4% 6%
15%
17
13
32
30
108
8%
10
42
25
23
109
54
Cycle Xtra
Three initiatives were implemented at Cycle Xtra. The total numbers of participants for each initiative are shown in the table below. Note that this includes people who did not register using the online webtool as the CTC Bike Officers asked participants to fill out a hard copy of the baseline survey which they then typed up onto a spreadsheet. This was then emailed to Challenge for Change, who imported the data onto the webtool.
Incentive Emails sent to you from Cycle Xtra about cycling Cycle Xtra Website: Information, logging trips online, setting goals, etc. 'The CTC Guide to Family Cycling' booklet Number of participants
2115 36 Unknown
All the initiatives at Cycle Xtra were relatively influential; with the emails sent having the most people (69%) report them as being influential. The Cycle Xtra website and the CTC Guide to Family Cycling booklet both had high proportions of respondents reporting they were somewhat or very influential (61% and 60% respectively). Unfortunately the sample size is too small (n=60) to disaggregate the data any further.
Table 76. Rating of Cycle Xtra initiatives by all participants responding to October survey
I didnt I did not know about use this Very Somewhat Not at all this service influential influential influential n % n % n % n % n % Emails sent to you from Cycle Xtra about cycling (N=59) 5 8% 2 3% 5 8% 36 61% 11 19% Cycle Xtra Website: Information, logging trips online, 4 7% 7 12% 11 19% 25 42% 12 20% setting goals, etc. (N=59) 'The CTC Guide to Family Cycling' booklet (N=60) 7 12% 5 8% 12 20% 24 40% 12 20%
3.8.2 Evaluation of the webtool

The Challenge for Change webtool was selected to be used for the FNS Leisure programme because it could: 1. 2. 3. 4. 5. Enable participant surveys to be carried out (both at baseline and at follow-up stages); Provide information to participants on a project specific website; Enable participants to log cycle trips and set goals for their cycling online; Act as a communications channel for partners with participants; and, Enable challenges and competitions to be run to encourage participants to cycle more often.
The Challenge for Change webtool has been successfully used to run Workplace Cycle Challenges over the last three years in the UK, Australia and New Zealand. Over 47,000 individuals and 2,600 organisations have registered and used the website tool. More than 450,000 trips have been logged onto the website. Some of the differences between participant engagement in a Workplace Cycle Challenge and the Leisure programme include: 1. The Workplace Challenge has physical communication throughout the Challenge (e.g. posters, flyers, and face-to-face engagement); 2. Each Workplace has a dedicated Challenge Co-ordinator who continually engages the other participants from their workplace in the Challenge Programme and with the webtool; and, 3. Participants have to actively register themselves online onto the webtool in order to take part.
55
This compares to the Leisure programme where; 1. There was little or no physical communication with participants ongoing beyond the initial experience in order to keep them engaged in the programme (e.g. hard-copy mail outs). Electronic communication was used as the main form of on-going engagement; 2. Whilst some people may have encouraged and engaged friends and family members, others would not have had someone encouraging them to cycle and engaging them in the Leisure programme and the website like there is for the Workplace Challenge; and, 3. In some cases participants in the Leisure programme were not entirely aware of what they were signing up for when they completed the baseline registration form. This resulted in many participants not being as actively engaged as others were in the Programme resulting in low participants rates in some initiatives including logging trips and setting goals on the website. While the Challenge for Change website was useful both to participants and the partners, it was not as regularly used by Leisure programme participants as it is for other cycling programmes (i.e. the Workplace Challenge). For a number of reasons participants of the Workplace Challenge have a more intensive engagement with the programme over a shorter period of time, whereas the Leisure programme generally had a less intensive engagement over a longer period of time, and using mainly electronic means of communication in the long term. This would explain why there are fewer trips logged by participants of the Leisure project. The majority of participants who completed the October survey did report the Challenge for Change webtool as being an influential initiative. Fifty four percent (54%) of Cycle Devon participants, 61% of Cycle Xtra participants and 53% of Pedal Peak District participants reported that the website tool was very influential or somewhat influential in encouraging them to cycle.
56
3.9
Open ended questions feedback
The final question in the follow-up survey gives participants the opportunity to comment on the programme or their experiences. When asked Do you have anything else to say about the programme? Or about cycling generally? a large variety of responses were generated therefore it is more appropriate to give a selection of responses left from individuals at each of the Leisure programmes. As such, responses have been presented by partner below.
Pedal Peak District Constructive feedback and comments from participants I think the trails like the Tissington are wonderful. The cycle hire/refreshment places are great as are the staff who man them. Whoever had the idea to convert (sadly) abandoned railways for cycling/walking was a visionary! On cycling generally my cycling is all multi-purpose: fitness/ shopping/visiting/leisure/Sustrans ranger duties etc. I think you do valuable work be careful not to tarmac/ smooth out classic Peak District brideways some of us enjoy the rocky stuff! Also you could cater for the more adventurous with some off road rides. Sheffield could do with another mountain biking club! I play tennis often and thought I was fit but using a bike over the past year - has surprised me in how my body feels a lot healthier - my pulse rate is a lot lower and am in my late 50's - so cycling has huge advantages to health and well-being plus my car is now hardly used which I am pleased about. I never really took environmental issues seriously - but now it has become a big factor in how my daily life and outlook Would like to see the range of outings extended to wider geographical location i.e. other cycle centres. Web site log would be good to use as a full diary with journey times and details logged for future reference. Cycling needs to be more about everyday use instead of a car rather than using a car to take bikes to a venue for recreational cycling. Yes I do. The scheme certainly motivated me to cycle more but I would suggest its parameters could be usefully revised/refined. At 68 retired and living in a very hilly and rural part of the South Peak I am never going to fit in with your mainstream aims and objectives; perhaps more encouragement for the 3rd agers wouldn't go amiss. Then your monthly prize draw - where are the results displayed? I keep looking but so far haven't seen any at all since joining in July. To be an incentive such a 'carrot' needs to present firm results in front of the participants. Not moans please don't think that. Just setting objectives and not wishing to then let myself down has been a very good incentive for me.
Cycle Devon Constructive feedback and comments from participants Although I haven't used the information on the Cycle Devon website much I think it is great to have it esp. about local cycle routes. Thanks. I'm a bit of a fair-weather cyclist so some dry days on a Thursday or Friday would be nice! I think the Cycle Sunday event is excellent a good day for families to get out and cycle for fun. I think that cycling in Devon in the last couple of years has grown greatly thanks to better facilities and the programme is helping to raise the profile still further. Cycle routes in W. Devon and Plymouth are of little use for commuting and mostly a token effort.
57
It is too difficult for me to travel to work on a bike but I would like to be able to use a bike in the town area. The problem is there seems to be nowhere where I could store the bike. It would be too difficult for me to bring the bike in the car to the town on a daily basis. Good initiative, could do with more dedicated cycle ways/routes and training facilities in the area
Cycle Xtra Constructive feedback and comments from participants We have no Cycle Xtra programme in our area. If we did I would use it. I have 3 boys whom love cycling and would also use it. We went on a cycle ride as a family for the first time with Cycle Xtra. Big Tom was brilliant he kept my little girl going and fixed me up with a pull along for my little boy. They both ride much better as a result of his work....Thank you! Cycle programme at Finlake was great and children found it educational and interesting. It has increased my son's awareness he cycles to school every day and my daughter goes to friends houses by bicycle. I will cycle when on holiday at Finlake and on leisure occasions with family. My work does not suit cycle activity due to distance. If there were more safer cycling routes I would cycle more often. Would like to increase my cycling mileage but local roads not really suitable. My wife and I try to use the designated cycle tracks for our leisure cycling. The programme helped us to find 'refresher' training to increase our confidence/ability and make cycling fun! Cycling is a great activity for all ages. We need to make the roads more cycling friendly with more cycle lanes and educate motorists to be more aware of cyclists.
58
Review of findings in relation to the research objectives
As outlined in Section 1.3, the outcome of the Final Report is to identify the answers to the primary and secondary objectives. This Interim Report is focused around the analysis and evaluation of gathered to date to provide some commentary on each objective at this point in time. The commentary below each objective reflects the interim conclusions so far, which is based on the analysis of the baseline and October follow-up survey. More detailed, robust results will be gathered once the results to the Spring 2011 follow-up survey have been collated and evaluated. With a relatively small sample size (compared to numbers of participants in the baseline survey) of participants responding to the October follow-up survey, we cannot yet draw wholly meaningful conclusions.
4.1 Primary Research Objective

The key question for the FNS Leisure project is: To what extent does a positive leisure cycling experience, accompanied by followup support and interventions, lead to more habitual cycling? Participants expressed very high levels of satisfaction with their first leisure experience on average, 91% of respondents gave an excellent or good rating. Hence, it was assumed that there was no need to isolate those with a positive experience in the analysis presented in this report. When behaviour change was considered, a comparison of cycling behaviour at baseline (frequency of cycling over the previous 6/12 months) and in the October follow up survey (frequency of cycling in the month of September 2010) revealed a measurable change in participants cycling behaviour. Thirty eight percent (38%) of participants who did not cycle at all at baseline and 44% of participants who only cycled a few times in the last 12 months at baseline reported cycling one day a week or more often in September. Of those who cycled 1-3 days a month at baseline, 36% are now cycling two days a week or more. These initial findings indicate that a positive leisure cycling experience does in fact lead to more habitual cycling. The reasons participants have given as to why they are cycling more often for leisure include fitness and enjoyment,and a new bicycle. The reasons participants have given as to why they are cycling more often for transport include fitness and I now work closer to home & cycling in to work is easier than it was. While we can get a sense of the reasons why some people have changed their behaviour, it is difficult to determine the specific measure/s that were most influential in causing that change. The findings in this report go as far as to provide indications for what measures were more influential than others.
4.2 Secondary Research Objectives

Section 3 of this report has attempted to provide an answer to each of the seven secondary research objectives that were defined in the Methodology (Section 2). Each of these objectives is looked at below and data and analysis is presented (where available at this point in time) and discussed. What additional influence do follow-on interventions appear to have on cycling behaviour above and beyond the influence of the positive leisure experience? i.e. To what extent are follow-on interventions necessary and do some appear to be more effective than others? Each of the three partners has adopted different approaches to the provision of activities, support and communication with their participants. We will look at each of the three project areas separately to assess the influence of the initiatives run in each area. 59
Tables 77 79 compare each initiative across each of the 3 sites. Responses for the question In September this year, did you cycle outdoors for leisure/fitness where participants chose either more often or less often were compared for each initiative. For both the Pedal Peak District and Cycle Devon, there were higher numbers of participants who cycled more often for leisure/fitness in September 2010 and found each initiative either very or somewhat influential, compared with those who said that they have cycled about the same or less often. The differences in percentage of responses for I didnt know about this or I did not use this service is rather small for both sites. When looking at the tables below, note the initiatives that have a different in the very influential and Somewhat influential columns between the participants who are and are not cycling more often in September 2010 compared with September 2009, as these indicate the initiatives that are potentially more effective at influencing cycling behaviour. Table 77 highlights that 56% of participants who are cycling more often in September 2010 compared to 2009 found the Pedal Peak District website either very or somewhat useful. Similarly, 64% of participants who are cycling more often found the emails sent to them from Pedal Peak District about cycling to be either very or somewhat useful. Table 77. Pedal Peak District Initiatives - Table to show responses to the question In September this year, did you cycle outdoors for leisure/fitness against each Pedal Peak District initiative
I didnt know about this Organised cycle ride (e.g. 5 miles to fabulous, Women on Wheels) (N=536) More often than I did in Sept last year (2009) (N=261) About the same or less often than I did in Sept last year (2009) (N=275) More often than I did in Sept last year (2009) (N=256) About the same or less often than I did in Sept last year (2009) (N=271) More often than I did in Sept last year (2009) (N=257) About the same or less often than I did in Sept last year (2009) (N=270) More often than I did in Sept last year (2009) (N=258) About the same or less often than I did in Sept last year (2009) (N=270) More often than I did in Sept last year (2009) (N=268) About the same or less often than I did in Sept last year (2009) (N=277) More often than I did in Sept last year (2009) (N=268) About the same or less often than I did in Sept last year (2009) (N=280) 26% I did not use this service 33% Very influential 8% Somewhat influential 6% Not at all influential 26%
27%
24%
3%
6%
40%
23%
43%
3%
4%
28%
Family Fun Day (N=527)
23%
27%
3%
4%
42%
Cycle skills training and led ride (N=527)
22%
40%
5%
5%
28%
23%
27%
2%
8%
40%
Basic bike maintenance (N=528)
22%
33%
10%
9%
26%
21%
29%
2%
9%
38%
Pedal Peak District website - Logging cycle trips online, setting goals, etc. (N=545)
9%
17%
25%
31%
18%
10%
21%
9%
29%
31%
Emails sent to you from Pedal Peak District about cycling (N=548)
8%
10%
20%
44%
18%
8%
12%
7%
39%
34%
60
The most influential initiatives for Cycle Devon appear to be the improvements to cycle lanes and facilities near them whereby (74% of participants who are cycling more often noted these to be either very or somewhat influential). A large proportion of participants who are now cycling more often found the Cycle Devon emails sent out and the website to be very or somewhat useful (71% and 57% of respectively). Please refer to Table 78 below for more details on the results.
Table 78. Cycle Devon Initiatives - Table to show responses to the question In September this year, did you cycle outdoors for leisure/fitness for more often and less often against each Cycle Devon initiative I didnt know about this Public cycle rides, e.g. Cycle Sunday Event (N=225) More often than I did in Sept last year (2009) (N=115) About the same or less often than I did in Sept last year (2009) (N=110) More often than I did in Sept last year (2009) (N=115) About the same or less often than I did in Sept last year (2009) (N=107) More often than I did in Sept last year (2009) (N=117) About the same or less often than I did in Sept last year (2009) (N=106) More often than I did in Sept last year (2009) (N=116) About the same or less often than I did in Sept last year (2009) (N=107) More often than I did in Sept last year (2009) (N=116) About the same or less often than I did in Sept last year (2009) (N=108) More often than I did in Sept last year (2009) (N=116) About the same or less often than I did in Sept last year (2009) (N=108) More often than I did in Sept last year (2009) (N=114) About the same or less often than I did in Sept last year (2009) (N=109) 18% I did not use this service 30% Very influential 15% Somewhat influential 24% Not at all influential 12%
19%
31%
13%
23%
22%
Guided Cycle Rides and cycle skills training (N=222)
16%
33%
17%
17%
17%
15%
44%
9%
13%
25%
Devon Car Free Day 22nd September (N=223)
11%
26%
24%
22%
17%
7%
25%
18%
23%
33%
Emails sent to you about cycling in Devon (N=223)
7%
11%
26%
45%
11%
4%
7%
21%
54%
21%
Cycle Devon Website: Information, logging cycle trips online, setting goals, etc. (N=224) Cycle Devon advertising in newspapers, on buses, magazines, events, etc. (N=224)
9%
21%
27%
30%
13%
6%
17%
14%
43%
28%
16%
11%
16%
39%
18%
15%
17%
13%
32%
30%
Improvements to cycle lanes and facilities near you (N=223)
9%
4%
44%
31%
13%
8%
10%
42%
25%
23%
61
Give the low number of Cycle Xtra participant respondents for the October survey it is more difficult to draw meaningful conclusions about which Cycle Xtra initiatives might be more effective than others. Table 79 below provides the responses Cycle Xtra participants gave. Table 79. Cycle Xtra Initiatives - Table to show responses to the question In September this year, did you cycle outdoors for leisure/fitness for more often and less often against each Cycle Xtra initiative I didnt know about this Emails sent to you from Cycle Xtra about cycling (N=54) More often than I did in Sept last year (2009) (N=35) About the same or less often than I did in Sept last year (2009) (N=19) More often than I did in Sept last year (2009) (N=35) About the same or less often than I did in Sept last year (2009) (N=19) More often than I did in Sept last year (2009) (N=36) About the same or less often than I did in Sept last year (2009) (N=19) 15% I did not use this service 5% Very influential 0% Somewhat influential 10% Not at all influential 66%
10%
14%
10%
5%
29%
Cycle Xtra Website: Information, logging trips online, setting goals, etc. (N=54)
15%
2%
10%
22%
44%
10%
14%
14%
5%
24%
'The CTC Guide to Family Cycling' booklet (N=55)
12%
10%
2%
22%
46%
10%
14%
19%
10%
10%
As can be seen in the above tables it is difficult to pinpoint what initiatives are more influential or effective than others. The tables and data above can only provide an indication at this stage as to which interventions were more effective. More analysis will be done on this in the lead up to the Final Evaluation Report in order to try and determine a clearer idea of what iniatives work best. What is the optimum level of intervention from a cost benefit perspective? More information is needed from each partner on the approximate costs of each intervention to answer this question. This analysis will be undertaken in the Final Evaluation report for the project.
What proportion of leisure cycling experiences are positive for first time and returning cyclists? Over 90% of non and occasional cyclists have rated their first cycling experience as either excellent or good. Looking at non-cyclists in particular, over 80% rated their experience as either excellent or good across all three Leisure sites.
What factors make having leisure cycling experiences positive/negative for novice and returning cyclists? A number of factors have been given by participants and these can be seen in Tables 19 and 20 separated into positive and negative experiences. Ninety one percent (91%) of reasons were positive with most participants providing two reasons. The overall majority of positive reasons were allocated to enjoyment/fun (26%) followed by good cycle paths/trails (17%) and scenery (15%). Contrastingly, of the small proportion of first and returning cyclists who rated their cycling experience negatively 36% cited bad cycle paths/uneven/dog waste, 19% cited bad road experiences and 15% cited lacked experience/too unfit to enjoy fully as the top three reasons for their poor cycling experience. This data shows that it is important to provide good quality paths and trails for people to have positive leisure experiences upon. 62
What motivates leisure cyclists to cycle more frequently for every day journeys? The most common reasons given for cycling more often for leisure/fitness at each site could be categorised as health, followed by the ownership of a new bike. When participants reported health, this included wanting to be healthier, to get fitter and having gotten over an illness. Cycle Devon participants also noted their friends and family (18%) as a reason and 11% of Pedal Peak participants note enjoyment as a reason why they cycle more frequently. Table 80. Reasons for cycling more often for leisure/fitness compared to September last year
More often leisure Cycle Devon (N=97) n % Site Pedal Peak District (N=292) n % Cycle Xtra (N=34) N %
Health (Get fit / Now more fit / Illness precluded previously, etc.) New bike / New 2nd hand bike / New bike rack Enjoyment Friends & family Cycle scheme / Better facilities - cycle paths etc Good weather More time Holiday Cycle to / From work Location change allows for more cycling Started cycling again / Learnt to ride Turning away from car usage
19 18 8 17 8 4 8 4 1 2 7 1
20% 19% 8% 18% 8% 4% 8% 4% 1% 2% 7% 1%
66 65 33 27 27 18 32 7 3 6 7 1
23% 22% 11% 9% 9% 6% 11% 2% 1% 2% 2% 0%
12 8 5 2 4 2 0 1 0 0 0 0
35% 24% 15% 6% 12% 6% 0% 3% 0% 0% 0% 0%
Which population segments are most strongly influenced to take up cycling as the result of a positive leisure cycling experience? At the present time, the characteristic that stands out is gender: female non-cyclists appear more likely to become occasional/regular cyclists than male non-cyclists, while male occasional cyclists are more likely to become regular cyclists than are female occasional cyclists. Collecting further data in April 2011 may shed further light on this area.
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4.4
Next steps
Further interventions
Central Challenge for Change will co-ordinate a Bike and Win! Challenge in the Spring 2011. Due to the icy winter conditions this year this three week intervention is being planned to commence in mid- March but a final decision on the date will depend on the weather conditions at that time. As part of the Bike and Win! Challenge CfC will send out three targeted emails. All participants who have signed up since the start of the project will be sent an email inviting them to take part. These emails will be written and sent to be targeted at non, occasional and regular cyclist groups specifically. The aim of this Challenge is to encourage participants to get back on their bikes again in the Spring. A follow-up survey has been planned for late April, which will be sent to all participants who have signed up to the project. The final report will incorporate the findings of this survey as well as those presented in this Report to give an overall assessment of the Programme.
Partners There has been continued support for participants across all three Leisure sites, with cycling events planned throughout the Winter period leading into Spring. These have been supported by the regular updates on each partners respective site and through email communications. Pedal Peak District has provided further prize incentives for January, encouraging participants to write in their personal stories and experiences which will later be uploaded onto the Pedal Peak District website. Cycle Devon have cycling events planned throughout December March, including guided cycle rides and Dr. Bike sessions which aim to encourage participants to carry on using their bikes throughout the coldest period. Due to the nature of the sites that Cycle Xtra CTC Bike Officers operate in, there were no cycling activities or events planned from half term in October 2010 until half term in February 2011. The Bike Officers continue to provide support and attempt to maintain contact with their participants via email. Each of the Leisure websites have been updated according to the time of year, for example in December and January the goals function included an option of burning off mince pies, Christmas pudding and mulled wine, etc. This is to keep it relevant and specific to the Christmas period. A Winter Cycling page has been created to provide advice for cyclists planning on cycling throughout the winter.
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Appendix 1 Baseline Survey

Please answer the questions below to complete your registration. What was the main reason you chose to cycle in the Peak District? (free text) Overall, how was your recent cycling experience at the Peak District? * Excellent Good Fair Poor Very poor
What is the main reason that you gave your cycling experience this rating? (free text) Before you cycled in the Peak District the other day, how often had you ridden a bicycle in the past 12 months? * Not at all A few times 1-3 times a month Once a week 2-3 days a week 4 or more days a week
(Question 5 is only asked to those who answered A few times or more in Q4.) In the 4 weeks before your recent cycling experience in the Peak District, about how often have you cycled: 4 or more 2 - 3 days a 1 day per Less than 1 Not at all days a week week week day per week To work or study For leisure/fitness To escort children to school/nursery Other (e.g. shops; library; bank; etc.)
Thinking ahead to the next 4 weeks, after your recent cycling experience, do you intend to cycle:* More often than you did in the 4 weeks before cycling recently About the same as you did in the 4 weeks before cycling recently Less often than you did in the 4 weeks before cycling recently
65
In the past week, on how many days have you done a total of 30 minutes or more of physical activity, which was enough to raise your breathing rate? * This may include sport, exercise, and brisk walking or cycling for recreation or to get to and from places, but should not include housework or physical activity that is part of your job. 0 days 1 day 2 days 3 days 4 days 5 days 6 days 7 days
Do you own a bike? * Yes I own a bike No but I have access to a bike No
How often do you personally use the following to travel? 6 - 7 days 3 - 5 days a 1 - 2 days a 1 - 3 days Less a week week week a month often A car as a driver A car as a passenger A bicycle A motorbike Public transport (bus, underground, tram etc.) Overland trains I am... Male Female
Never
Don't know
Which best describes your current household? Couple living alone Couple of extended family living with children Single adult living with children Adult living alone Adult living with other adults Living with my parents/guardian Other
Do you have a limiting long-term illness or disability? Yes No
66
Which of the following best describes your ethnic origin? * White British/White European Black/Black British Chinese/Chinese British Asian/Asian British Mixed Other Ethnic Group Not disclosed
I am between... 15 yrs or under 16-19 yrs 20-24 yrs 25-34 yrs 35-44 yrs 45-54 yrs 55-64 yrs 65 yrs or older
Do you have permission? * If you are under 16, please confirm that you have the permission of a parent or guardian to take part in the Cycle Challenge Yes No
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Appendix 2 Follow-up survey, October

1. In September this year, about how many days per week did you ride a bicycle? * Not at all 1-3 times a month Once a week 2-3 days a week 4 or more days a week
2. In the last 4 weeks, about how often have you cycled? 4 or more 2 - 3 days a days a week week To work or study For leisure/fitness To escort children to school/nursery Other (e.g. shops; library; bank; etc.) 1 day per week Less than 1 Not at all day per week
3. In September this year, did you cycle outdoors for leisure/fitness *

- More often than I did in September last year (2009) - About the same as I did in September last year (2009) - Less often than I did in September last year (2009) - Dont know - Cant really compare (e.g. living in a different area)
4. In September this year, did you cycle to work/study *

More often than I did in September last year (2009) About the same as I did in September last year (2009) Less often than I did in September last year (2009) Dont know Cant really compare (e.g. living in a different area)
5. How much did the following Cycle Devon initiatives influence you to cycle? Please rate each of the services listed below. 6. How often do you personally use the following to travel? 6 - 7 days 3 - 5 days a 1 - 2 days a 1 - 3 days Less a week week week a month often A car as a driver A car as a passenger A bicycle A motorbike Public transport (bus, underground, tram etc.) Overland trains Never Don't know
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7. In the past week, on how many days have you done a total of 30 minutes or more of physical activity, which was enough to raise your breathing rate? 0 days 1 day 2 days 3 days 4 days 5 days 6 days 7 days
8. Do you own a bike? - Yes - No 9. Do you have anything else to say about the programme? Or about cycling generally? (Free text)
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Appendix 3 Baseline results

Table 2. Before your recent cycling experience, how often had you ridden a bike in the last 12 months?
Site Cycle Devon n Not at all A few times 1-3 times a month Once a week 2-3 days a week 4 or more days a week Total 196 297 346 146 197 126 1308 % 15% 23% 26% 11% 15% 10% 100% Pedal Peak District n 234 512 324 247 334 218 1869 % 13% 27% 17% 13% 18% 12% 100% Cycle Xtra n 88 139 66 52 68 52 465 % 19% 30% 14% 11% 15% 11% 100%
Table 5. Type of cyclist at baseline vs. gender for Cycle Devon
Gender Female (N=540) % Non Occ Reg Total 51% 30% 19% 100% Male (N=583) % 31% 31% 38% 100% Total (N=1123) % 41% 30% 29% 100%
Table 6. Type of cyclist at baseline vs. gender for Pedal Peak District
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Table 7. Type of cyclist at baseline vs. gender for Cycle Xtra
Table 9. Trips to particular destinations in the last 4 weeks for Cycle Devon
For leisure/fitness n 4 or more days a week 2-3 days a week 1 day a week Less than 1 day a week Not at all No response Total 82 217 218 252 384 157 1310 % 6% 17% 17% 19% 29% 12% 100% To work or study n 81 73 51 52 896 157 1310 % 6% 6% 4% 4% 68% 12% 100% To escort children to school/nursery n 8 14 20 31 1080 157 1310 % 1% 1% 2% 2% 82% 12% 100% Other (e.g. shops; library; bank; etc) n 23 64 119 100 847 157 1310 % 2% 5% 9% 8% 65% 12% 100%
Table 10. Trips to particular destinations in the last 4 weeks for Pedal Peak District
To escort children to school/nursery % 4% 3% 2% 3% 42% 47% 100% n 7 9 11 24 944 874 1869 % 0% 0% 1% 1% 51% 47% 100% Other (e.g. shops; library; bank; etc) n 22 51 55 99 768 874 1869 % 1% 3% 3% 5% 41% 47% 100%
For leisure/fitness n 4 or more days a week 2-3 days a week 1 day a week Less than 1 day a week Not at all No response Total 49 164 196 246 340 874 1869 % 3% 9% 10% 13% 18% 47% 100%
To work or study n 73 50 37 58 777 874 1869
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Table 11. Trips to particular destinations in the last 4 weeks for Cycle Xtra
To escort children to school/nursery n 9 8 10 8 422 9 466 % 2% 2% 2% 2% 91% 2% 100% Other (e.g. shops; library; bank; etc) n 16 22 25 20 374 9 466 % 3% 5% 5% 4% 80% 2% 100%
For leisure/fitness
To work or study
n 4 or more days a week 2-3 days a week 1 day a week Less than 1 day a week Not at all No response Total 31 67 86 86 187 9 466
% 7% 14% 18% 18% 40% 2% 100%
n 31 23 15 13 375 9 466
% 7% 5% 3% 3% 80% 2% 100%
Table 15. Intention of regular cyclists to cycle in the next 4 weeks by site
Thinking ahead to the next 4 weeks, after your recent cycling experience, do you intend to cycle: More often than you did in the 4 weeks before cycling recently About the same as you did in the 4 weeks before cycling recently Less often than you did in the 4 weeks before cycling recently n % n % n % Site Pedal Peak Cycle Devon District Cycle Xtra N=196 N=329 N=65 65 97 20 33% 29% 31% 124 228 45 63% 69% 69% 7 4 0 4% 1% 0%
Table 17. Reponses to the question Overall, how was your recent cycling experience that day?
Cycle Devon n % 575 51% 455 40% 80 7% 7 1% 7 1% 1124 100% Site Pedal Peak District n % 1029 55% 646 35% 165 9% 8 0% 18 1% 1866 100% Cycle Xtra N % 22 71% 7 23% 2 6% 0 0% 0 0% 31 100% Total n 1626 1108 247 15 25 3021 % 54% 37% 8% 0% 1% 100%
Excellent Good Fair Poor Very poor Total
Table 18. Non-cyclists cycle experience per site Site Cycle Devon Pedal Peak District N=460 % N=743 % Excellent 270 59% 377 51% Good 140 30% 255 34% Fair 44 10% 98 13% Poor 3 1% 4 1% Very poor 3 1% 9 1%
Cycle Xtra N=7 % 4 57% 2 29% 1 14% 0 0% 0 0%
72
Table 19. Occasional cyclists cycle experience per site

Cycle Devon N=340 % 149 44% 173 51% 15 4% 1 0% 2 1% Site Pedal Peak District N=571 % 325 57% 206 36% 32 6% 3 1% 5 1% Cycle Xtra N=6 % 5 83% 1 17% 0 0% 0 0% 0 0%
Excellent Good Fair Poor Very poor
Graph to show regular cyclists response on cycling experience by site (N=539)
Table 20. Regular cyclists cycle experience per site

Site Pedal Peak District (N=334) n % 194 58% 116 35% 22 7% 0 0% 2 1%
Excellent Good Fair Poor Very poor
Cycle Devon (N=197) n % 94 48% 86 44% 14 7% 1 1% 2 1%
Cycle Xtra (N=8) n % 4 50% 3 38% 1 13% 0 0% 0 0%
73
Table 25. Table to show age group by site

Site
Age group
Cycle Devon (N=1125) n % 12 112 25 207 433 218 96 22 1% 10% 2% 18% 38% 19% 9% 2%
Pedal Peak District (N=1868) n 76 68 71 298 523 477 252 103 % 4% 4% 4% 16% 28% 26% 13% 6%
Cycle Xtra (N=463) N 67 28 0 76 159 87 33 13 % 14% 6% 0% 16% 34% 19% 7% 3%
15 years or under 16-19 years 20-24 years 25-34 years 35-44 years 45-54 years 55-64 years 65 years or older
74
Appendix 4 Follow-on survey results

Table 48. Table to show responses for cycling frequency in September 2010 compared with September 2009 for non-cyclists across each site
Site In September this year (2010), did you cycle outdoors for leisure/fitness Cycle Devon Pedal Peak District n More often than I did in September last year (2009) About the same as I did in September last year (2009) Less often than I did in September last year (2009) Don't know Cant really compare (e.g. living in a different area) Total 86 100% 242 100% 37 100% 365 100% 10 3 12% 3% 22 11 9% 5% 5 1 14% 3% 37 15 10% 4% 16 19% 46 19% 4 11% 66 18% 15 17% 56 23% 4 11% 75 21% 42 % 49% N 107 % 44% n 23 % 62% n 172 % 47% Cycle Xtra Total
Table 49. Table to show responses for cycling frequency in September 2010 compared with September 2009 for occasional cyclists across each site
Site In September this year (2010), did you cycle outdoors for leisure/fitness Pedal Peak Cycle Devon n More often than I did in September last year (2009) About the same as I did in September last year (2009) Less often than I did in September last year (2009) Don't know Cant really compare (e.g. living in a different area) Total 17 7 1 129 13% 5% 1% 30 10 2 16% 5% 1% 100% 1 0 0 14 7% 0% 0% 100% 48 17 3 329 15% 5% 1% 100% 63 41 % 49% 32% n 85 59 District % 46% 32% Cycle Xtra n 7 6 % 50% 43% n 155 106 Total % 47% 32%
100% 186
75
Table 50. Table to show responses for cycling frequency in September 2010 compared with September 2009 for regular cyclists across each site
Site In September this year (2010), did you cycle outdoors for leisure/fitness Pedal Peak Cycle Devon n More often than I did in September last year (2009) About the same as I did in September last year (2009) Less often than I did in September last year (2009) Don't know Cant really compare (e.g. living in a different area) Total 4 0 1 49 8% 0% 2% 25 5 2 12% 2% 1% 100% 4 0 0 20 20% 0% 0% 100% 33 5 3 275 12% 2% 1% 100% 18 26 % 37% 53% n 87 87 District % 42% 42% Cycle Xtra n 12 4 % 60% 20% n 117 117 Total % 43% 43%
100% 206
Graph to show age groups of participants who didnt respond per site (N=2536)
76
Table 53. Table to show age group of respondents who responded Does not apply to me I wasnt working/studying this or last September when asked In September this year, did you cycle to work/study in the follow-up survey
Age group 15 years or under 16-19 years 20-24 years 25-34 years 35-44 years 45-54 years 55-64 years 65 years or older n 5 1 4 21 60 60 80 52 % 2% 0% 1% 7% 21% 21% 28% 18%
Table 54. Table to show household demographic of respondents who responded Does not apply to me I wasnt working/studying this or last September when asked In September this year, did you cycle to work/study in the follow-up survey
Household Couple living alone Couple or extended family living with children Single adult living with children Adult living alone Adult living with other adults Living with my parents/guardian Other n 122 91 10 29 8 5 2 % 46% 34% 4% 11% 3% 2% 1%
Table 64. Car as a driver at baseline vs. car as a driver in October

Car as a driver (October) Don't know Never Less often 1-3 days a month 1-2 days a week 3-5 days a week 6-7 days a week Total
6-7 days a week n % 0 0% 4 1% 3 1% 0 0% 9 3% 91 30% 196 65% 303 100%
A car as a driver (Baseline) 3-5 days a 1-2 days a 1-3 days a week week month Less often Never n % n % n % n % n % 0 0% 0 0% 0 0% 0 0% 0 0% 1 0% 4 3% 1 5% 3 25% 46 75% 1 0% 1 1% 3 14% 5 42% 4 7% 1 0% 10 8% 9 43% 3 25% 1 2% 41 16% 87 66% 6 29% 1 8% 3 5% 157 60% 27 21% 2 10% 0 0% 4 7% 59 23% 2 2% 0 0% 0 0% 3 5% 260 100% 131 100% 21 100% 12 100% 61 100%
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Table 65. Car as a passenger at baseline vs. car as a passenger in October

Car as a passenger (October) Don't know Never Less often 1-3 days a month 1-2 days a week 3-5 days a week 6-7 days a week Total 6-7 days a week n % 3-5 days a week N % A car as a passenger (Baseline) 1-2 days a 1-3 days a week month Less often n % n % n %
Never %
Don't know n %
1 4% 0 0% 1 4% 4 5% 0 0% 1 1% 3 13% 6 8% 9 39% 30 40% 6 26% 29 39% 3 13% 5 7% 23 100% 75 100%
0 11 16 39 131 21 1 219
0% 5% 7% 18% 60% 10% 0% 100%
0 6 20 51 28 4 1 110
0% 5% 18% 46% 25% 4% 1% 100%
3 3% 16 17% 32 34% 19 20% 20 21% 3 3% 1 1% 94 100%
0 0% 37 42% 20 22% 17 19% 12 13% 3 3% 0 0% 89 100%
0 0 2 0 0 0 0 2
0% 0% 100% 0% 0% 0% 0% 100%
Table 66. Motorbike at baseline vs. motorbike in October

Motorbike (October) Don't know Never Less often 1-3 days a month 1-2 days a week 3-5 days a week 6-7 days a week Total 6-7 days a week n % 3-5 days a week n % A motorbike (Baseline) 1-2 days a 1-3 days a week month Less often n % n % n %
Never %
Don't know n %
0 0 0 0 1 1 0 2
0% 0% 0% 0% 50% 50% 0% 100%
0 2 1 2 0 4 0 9
0% 0 0% 0 0% 22% 4 21% 4 20% 11% 0 0% 4 20% 22% 6 32% 10 50% 0% 9 47% 1 5% 44% 0 0% 1 5% 0% 0 0% 0 0% 100% 19 100% 20 100%
0 0% 5 1% 0 0% 11 65% 495 96% 18 95% 4 24% 9 2% 1 5% 1 6% 2 0% 0 0% 1 6% 2 0% 0 0% 0 0% 0 0% 0 0% 0 0% 1 0% 0 0% 17 100% 514 100% 19 100%
Table 67. Overland train at baseline vs. overland train in October

Overland trains (Baseline) Overland Train (October) 6-7 days a week n 6-7 days a week 3-5 days a week 1-2 days a week 1-3 days a month Less often Never Don't know Total 3 2 0 0 0 0 0 5 % 60% 40% 0% 0% 0% 0% 0% 3-5 days a week n 1 14 1 2 1 0 0 % 5% 74% 5% 11% 5% 0% 0% 1 1 15 13 3 0 0 n 1-2 days a week % 3% 3% 45% 39% 9% 0% 0% 0 3 8 77 41 5 0 n 1-3 days a month % 0% 2% 6% 57% 31% 4% 0% 100% 0 0 5 38 113 28 2 186 Less often n % 0% 0% 3% 20% 61% 15% 1% 100% n 0 0 0 15 82 Never % 0% 0% 0% 7% 37% Don't know n 0 0 0 1 7 3 0 % 0% 0% 0% 9% 64% 27% 0% 100%
123 55% 2 1%
100% 19
100% 33
100% 134
222 100% 11
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Table 68. Public transport at baseline vs. public transport in October

Public Transport (October) Don't know Never Less often 1-3 days a month 1-2 days a week 3-5 days a week 6-7 days a week Total 6-7 days a week n % Public transport (bus, underground, tram etc.) 1-3 days a 3-5 days a week 1-2 days a week month Less often n % n % n % n %
Never %
Don't know n %
0 0 1 0 2 2 7 12
0% 0% 8% 0% 17% 17% 58% 100%
0 1 2 8 11 20 4 46
0% 2% 4% 17% 24% 43% 9% 100%
0 0 7 26 35 10 0 78
0% 0% 9% 33% 45% 13% 0% 100%
0 4 46 84 6 4 0 144
0% 3% 32% 58% 4% 3% 0% 100%
2 27 84 24 5 0 1 143
1% 19% 59% 17% 3% 0% 1% 100%
3 95 76 22 5 0 0 201
1% 47% 38% 11% 2% 0% 0% 100%
0 2 4 0 0 0 0 6
0% 33% 67% 0% 0% 0% 0% 100%
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Department for Transport New Ways to Increase Cycling Lessons from the 'Finding New Solutions' Programme

FNS Master Issue | April 2011

Department for Transport

Workplace Cycling Projects 5.1 Introduction

FNS Master | Issue | 19 April 2011

Department for Transport

5.2 5.3 5.4 5.5 5.6 5.7 5.8 6

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Department for Transport

FNS Master | Issue | 19 April 2011

Department for Transport

FNS Master | Issue | 19 April 2011

Department for Transport

FNS Master | Issue | 19 April 2011

Department for Transport

FNS Master | Issue | 19 April 2011

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FNS Master | Issue | 19 April 2011

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Purpose of this report

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Planning and Managing the Project

Define the target audience

FNS Master | Issue | 19 April 2011

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Develop a customised package

Department for Transport

FNS Master | Issue | 19 April 2011

Department for Transport

FNS Master | Issue | 19 April 2011

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Establish partnership roles and responsibilities

FNS Master | Issue | 19 April 2011

Department for Transport

FNS Master | Issue | 19 April 2011

Department for Transport

FNS Master | Issue | 19 April 2011

Department for Transport

FNS Master | Issue | 19 April 2011

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Provide appropriate skills and brief all project staff

Cycle Xtra staff member in the refurbished facility at Oakdene

FNS Master | Issue | 19 April 2011

Department for Transport

FNS Master | Issue | 19 April 2011

Department for Transport

Develop contingency plans

FNS Master | Issue | 19 April 2011

Department for Transport

FNS Master | Issue | 19 April 2011

Department for Transport