Love to Ride Suffolk Cycle Challenge 2013 by Love to Ride

Suffolk Cycle Challenge 2013 Getting more people cycling by understanding behaviour change

Evaluation report prepared by: Challenge for Change December 2013

Contents Section One - Introduction ......................................................................... 7 1.1

Background .................................................................................. 7

1.2 Aims and objectives ....................................................................... 8 Section Two - Marketing, Promotion and Incentives....................................... 9 2.1

Promotional materials .................................................................... 9

2.2

Website analytics ......................................................................... 11

2.3

Incentives and prizes .................................................................... 12

Section Three - Challenge Results .............................................................. 13 3.1

Top-line Results ........................................................................... 13

Section Four - Data Collection ................................................................... 15 4.1

Data collection ............................................................................. 15

4.2

Representative sample .................................................................. 16

Section Five - Registrations into the Challenge ............................................ 17 5.1

Organisations............................................................................... 17

5.2

People ........................................................................................ 17

Section Six - Survey Results ..................................................................... 19 6.1 Change in general cycling behaviour ............................................... 19 6.2

Frequency of cycling trips to work ................................................... 26

6.3

Modal shift .................................................................................. 28

Section Seven - Barriers and Motivators ..................................................... 31 7.1

Barriers and motivators for participation in the Challenge .................. 31

7.2

Cycling confidence and bike ownership ............................................ 36

7.3

Interventions to encourage cycling.................................................. 38

Section Eight - Results Summary ............................................................... 40 8.1

Aims ........................................................................................... 40

8.2

Objectives ................................................................................... 42

8.3

Summary of recommendations ....................................................... 43

Section Nine - Conclusion ......................................................................... 45 Appendix 1 – Organisation Registrations ..................................................... 46 Appendix 2 – Improvements for cyclists within Suffolk .................................. 49

“The Challenge has got me cycling again and I aim to continue, hopefully, throughout the rest of the year. I certainly feel much fitter and my weight is going down too! The Challenge has been a great benefit to me in many ways.” – Non-Cyclist

“Promotions and initiatives like this one are very worthwhile but need repeating to keep us motivated.”– Occasional Cyclist

“It was a very popular way of motivating staff.” – Regular Cyclist

Executive Summary Outline of the Challenge Love to Ride Suffolk (www.lovetoride.net/suffolk) was established in early 2013 and rolls on as the online community for cyclists of all abilities in the area. The programme builds on the Lowestoft Cycle Challenge in 2012 and uses the new Love to Ride web platform and tools to create a legacy for cycling and an online community that will continue to benefit those registered onto it. The Love to Ride web tool also acts as a focal point for cycling communications and information and will roll on for all existing and new users in 2014. Challenge for Change delivered the first Suffolk Cycle Challenge on the Love to Ride platform in July 2013. The initiative aimed to increase the number of people cycling in Suffolk with a focus on three main urban centres: Ipswich, Lowestoft and Bury St Edmunds. This mirrored the focus of the successful LSTF bid and addressed various requirements of a broader programme of sustainable travel initiatives and infrastructure developments. The behavioural change programme allowed organisations to compete against one another to see who could encourage the most staff to cycle for at least 10 minutes, during the three week Challenge period from Monday 1 to Sunday 21 July 2013. The Challenge focused on participation and not miles to ensure a fair competition that encouraged non- and occasional cyclists, as much as regular cyclists. During the Challenge period, 114 organisations participated, and 1,278 people recorded over 90,522 miles via 9,345 trips. The 114 participating organisations employed between them more than 40,600 people, showing the reach of the Challengeâ&#x20AC;&#x2122;s marketing effort.

Evaluation of the Challenge This report details an evaluation of the Challenge. Participants were surveyed at baseline when registering into the Challenge (July 2013) and three weeks (August 2013) and three months (October 2013) after participating. The results of these surveys have been analysed. The three-week Post Challenge Survey and the three-month Post Challenge Survey achieved response rates of 27% and 23% respectively.

For the purpose of this report, registrants have been grouped into one of the following groups: • • •

Non-Cyclists - People who had either not cycled at all or only a few times in the year before the Challenge (32% of registrants). Occasional Cyclists - People who had either cycled only a few times a month or about once a week before the Challenge (25% of registrants). Regular Cyclists - People who had cycled two days or more each week before the Challenge (43% of registrants).

Top-line results The Suffolk Cycle Challenge programme has successfully influenced behaviour of the key target audiences in Suffolk. The top-line results are:

the

1. Participation of new cyclists One of the aims of the 2013 Challenge was to encourage people who are not currently cycling to start cycling, with a specific target of encouraging 500 noncyclists to take part in the Challenge. With 506 non-cyclists registering and 377 going on to record a trip this is a good proportion of non-cyclists despite achieving less than the target. 32% of all registrants were non-cyclists. 2. Increase in cycling frequency Three months after the Challenge: • •

41% of non-cyclists at baseline reported cycling at least once a month or more often, with 30% now cycling once a week or more; 35% of those classed as occasional cyclists reported cycling two days a week or more.

3. Increase in cycling to work frequency Three months after the Challenge: • •

16% of participants who reported cycling less than two days a week to work at baseline are now cycling to work at least two days a week; 6% of participants who reported travelling to work by car at baseline had switched to cycling to work as their main mode of transport.

4. Adding value to local projects that aim to promote cycling and sustainable travel Following the Challenge, participants were given the opportunity to state an interest in cycling activities or information in a survey. Most respondents wanted 5

information about bike maintenance (n=142), led group rides (n=74) and advanced cycle skills training (n=50).

Key Recommendations There is an opportunity for the local councils and their partners to continue the legacy of the Challenge by implementing the follow-up interventions, promote adult cycle training schemes and information about cycle routes directly to those who requested it; offer bike maintenance courses to benefit as wide an audience as possible; and build a relationship with the organisations that were involved in the Challenge to engage them in further cycling activities. The database of over 1,500 cyclists and 189 businesses in the area is a great resource and could be used for research purposes, to consult on plans for new infrastructure with cyclists of all abilities, to promote the annual programme of cycling events in the area and to continue to support those cyclists who have shown a change in behaviour through the Challenge by incentivising them to keep cycling. There is a high level of interest from Challenge Champions in continuing to Champion cycling in their workplace and explore implementing a grants scheme to help workplaces improve their facilities.

Conclusion The Suffolk Cycle Challenge programme has successfully engaged a large audience of potential and existing cyclists in the area. Positive behaviour change has been measured amongst the key target groups of non- and occasional cyclists as a result of the Challenge. Continuing to attract non-cyclists into the programme would remain the key focus of a repeat Challenge, as well as attracting new organisations to take part and increasing participation within existing organisations. It is recommended that a 2014 Cycle Challenge be run to continue with increasing rates in cycling and cycling to work, evident in the results obtained during 2013.

Section One Introduction In July 2013, Challenge for Change delivered the first Suffolk Cycle Challenge through the successful Local Sustainable Transport Fund bid (LSTF). The Challenge was a behavioural change programme, based on social marketing theory, designed to encourage more people in Suffolk to cycle more often. This report provides data and feedback on the Challenge and evidence to show the outcomes of the Challenge, based on participant research.

1.1

Background

The first Suffolk Cycle Challenge took place from 1 â&#x20AC;&#x201C; 21 July 2013 and successfully encouraged a total of 1,278 participants to take part. The Challenge encouraged people to experience what it was like to actually ride a bike, through events, incentives and peer encouragement. It had been extended by a week due to heavy rain and bad weather. Rides were recorded online via a dedicated Suffolk Cycle Challenge website, which encouraged organisations and the individual departments within them to compete against each other to see who could encourage the most staff to cycle for at least 10 minutes. The Challenge focused on participation rather than mileage, to ensure a fair competition that engaged non- and occasional cyclists, as much as regular cyclists. It also helped to foster a sense of teamwork and a cycling culture within participating groups by motivating existing cyclists to seek out and encourage their non-cycling friends to get involved. The design of the promotional materials and website used illustrations of cyclists including bike hangers aimed at existing cyclists to encourage their non-cycling colleagues to take part, specifically in the try-a-bike sessions. Try-a-bike events were held at various workplaces to give participants the opportunity to try cycling for 10 minutes. These events also included a free bike tune up by a Dr. Bike mechanic.

1.2

Aims and objectives

Aims The aims of the Challenge are: •

To encourage people who are not currently cycling to start cycling.

•

To encourage occasional cyclists to cycle more regularly.

•

To encourage those who are not currently cycling to work to cycle to work.

•

To add value to local projects that aim to promote cycling and sustainable travel in Suffolk with a focus on Lowestoft, Ipswich and Bury St Edmunds.

•

To provide measurable results so that stakeholders can see that the Challenge programme has made a real difference to the number of people cycling in Suffolk.

Objectives 1. To encourage 150 organisations to register in the Challenge. 2. To encourage at least 1,500 people to participate in the Challenge each year. 3. To encourage at least 500 non-cyclists to participate in the Challenge.

Section Two Marketing, Promotion and Incentives Barrie White and Ruth Newton were appointed as the Challenge Managers. Their role was to encourage as many new organisations and people to take part and to support them throughout the Challenge programme.

2.1

Promotional materials

A range of promotional materials were used to promote the Challenge: A4 posters, A4 business factsheets, A4 paper registration forms and A6 postcards. Different messages were used in order to target different audiences â&#x20AC;&#x201C; noncyclists and existing cyclists.

Mini flyers (to hang on bikes or inside on plants and computers) were targeted at existing cyclists:

Printed materials were complemented by a Challenge website (Section 2.2), web banners and targeted emails to participants before, during and after the Challenge period. Some emails went to all participants, whilst others were targeted at specific groups within the database, for example: •

Emails to Workplace Champions – gave tips and ideas on how to promote the Challenge and encouraged them to become actively involved in the Challenge by organising social rides for their team.

•

Emails to new cyclists – focussed on the “Cycle for 10 minutes and win!” message and highlighted incentives such as the free cinema tickets and prizes.

All publicity for the Challenge took a friendly, non-lecturing approach. Instead of focusing on promoting the benefits of cycling and physical activity, it encouraged people to simply give cycling a go, have fun with their workmates and in turn discover the benefits for themselves. Publicity clearly highlighted the prizes and incentives available, which are detailed in Section 2.3.

2.2

Website analytics

Organisations, departments and individuals were encouraged to register their involvement and record their cycling activity on the website www.lovetoride.net/suffolk. The website displayed live results and enabled a quick and easy comparison of individual and team results to motivate further participation, with statistics relating to distance, trips, calories and carbon savings. The analytics statistics for the website have been recorded and analysed specifically for the month before, during and the two weeks after the Challenge period, from 1 June to 4 August 2013: • • • • • •

15,550 visits (67% from returning visitors, 33% from new visitors). 5,391 absolute unique visitors. 239 visits on average per day. 04:57 minutes spent on average on the site. 86,485 page views. 6 page views on average per visit.

Most of the traffic to the website (63%) was direct, followed by searches (22%) and referring sites (14%). Figure 1: Visits per day 900 800 700 600 500 400 300 200 100 01/06/2013 03/06/2013 05/06/2013 07/06/2013 09/06/2013 11/06/2013 13/06/2013 15/06/2013 17/06/2013 19/06/2013 21/06/2013 23/06/2013 25/06/2013 27/06/2013 29/06/2013 01/07/2013 03/07/2013 05/07/2013 07/07/2013 09/07/2013 11/07/2013 13/07/2013 15/07/2013 17/07/2013 19/07/2013 21/07/2013 23/07/2013 25/07/2013 27/07/2013 29/07/2013 31/07/2013 02/08/2013 04/08/2013

2.3

Incentives and prizes

The following competitions, incentives and prizes were used to attract the key target audiences into the Challenge: •

Team Participation Award – The organisation in each size category that encouraged the highest proportion of staff to ride a bike for the Challenge won a certificate and selection of cupcakes from Amelie’s Kitchen.

•

Cinema Tickets – 300 cinema tickets for Cineworld were awarded to those who cycled for the first time in over a year for the Challenge and their encouragers, as well as those who rode a curiosity bike at a try-abike session.

•

Weekly Prizes – There were three weekly prize draws, one in each week of the Challenge. These draws encouraged participants to record at least one trip a week for any specific purpose: leisure or work. Prizes included two £270 bikes, restaurant vouchers and a half day sailing trip.

•

All participants – Every participant that logged a trip during the Challenge was given complimentary drink at Gifford Hall Vineyard's Stable Door Cafe.

Section Three Challenge Results 3.1

Top-line Results

The results from the 2013 Challenge, which relate to trips that were recorded within the three-week Challenge period, from 1 to 21 July, are presented in the table below. Table 1: Top-line results for the 2013 Suffolk Cycle Challenge Top-line results Organisations Participants Non cyclists Distance (miles) Total trips % trips for transport purposes CO2 saved (kg) Energy burnt (million kJ)

2013 114 1,278 377 90,522 9,345 58% 14,603 9.8

The organisations and departments which encouraged the most people to cycle for the Challenge were: Table 2: Participation Award Winners Size Category

500+

200-499

50-199

20-49

7-19

3-6

Place

Organisation

% Participation

1st

Birds Eye Limited

10.0%

2nd

West Suffolk

3.7%

3rd

Mid Suffolk and Babergh District Councils

3.2%

1st

IP Plus (UK) Ltd

19.0%

2nd

National Trust

17.0%

3rd

Environment Agency Ipswich

1st

Gunton Primary School

44.0%

2nd

Westley Bottom Regional Office - National Trust

34.0%

3rd

Concertus

32.0%

1st

QA - Birds Eye Limited

70.0%

2nd

Orford Ness - National Trust

48.0%

3rd

Bilfinger Salamis UK Ltd

40.0%

1st

Security Foiling

100%

2nd

Cycle Breaks

100%

3rd

SITA Suffolk

100%

1st

Performance - Havebury Housing

100%

2nd

Griffin Marine Travel

100%

3rd

DENES 2 DAYS - Birds Eye Limited

100%

8.9%

Events Over the course of the Challenge, 6 events took place covering 6 different workplaces to encourage both new and existing cyclists to take part in the Challenge, engaging more than 200 people.

Section Four Data Collection The data recorded and collected as part of the Challenge was critical for analysing and evaluating the Suffolk Cycle Challenge programme and understanding changes in participantsâ&#x20AC;&#x2122; behaviour.

4.1

Data collection

Three surveys have been completed by participants in the programme, at the start of the Challenge, three weeks and three months after the Challenge:

Survey

N responses % response rate

Post Challenge Survey 1

Post Challenge Survey 2

(Aug 2013)

(Oct 2013)

1594

436

363

27%

23%

Baseline (Mar-Jul 2013)

The first Post Challenge Survey aimed to discover what perceived barriers participants had to cycling more often in the future and to explore their intended future cycling behaviour, whilst the second one explored any changes to cycling behaviour since the Challenge. Incentives were offered for each survey to encourage completion.

4.2

Representative sample

It is important to ascertain whether the participants who responded to the Post Challenge Surveys are representative of all who took part in the Challenge. A representative sample means that the survey results can be extrapolated to represent all Challenge participants. To test whether the participants who completed the Post Challenge Surveys were representative of all participants, their cycling behaviour, gender and age have been compared against those given at baseline. Table 3: Comparison of sample

% of all Challenge registrants

% of all Post Challenge Survey 1 respondents

% of all Post Challenge Survey 2 respondents

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

10% 22% 14% 12% 20% 23%

8% 18% 15% 12% 21% 25%

7% 17% 13% 12% 23% 28%

Male Female

56% 44%

55% 45%

59% 41%

15 yrs or less 16-19 yrs 20-24 yrs 25-34 yrs 35-44 yrs 45-54 yrs 55-64 yrs 65 yrs or older

1% 2% 6% 21% 29% 30% 11% 2%

<1% <1% 5% 18% 32% 33% 10% 1%

1% 0% 4% 19% 32% 35% 10% 1%

Cycling behaviour at baseline

Section Five Registrations into the Challenge The Challenge succeeded in attracting a wide audience of organisations and cyclists of all levels of cycling experience. Key Points â&#x20AC;˘

134 organisations registered into the Challenge, and 114 (85%) of them participated

â&#x20AC;˘

1,278 of the participants who registered to take part (80%) went on to record a trip during the Challenge.

â&#x20AC;˘

Over 1,200 people in Suffolk have now registered onto the website and engaged with the Challenge.

5.1

Organisations

134 organisations confirmed that they would take part in the 2013 Challenge. Participants in 114 of these confirmed organisations went on to record a trip (85%), therefore there were 20 organisations that registered but did not participate. Appendix 1 shows a list of all organisations registered into the Challenge.

5.2

People

The Baseline Survey for the 2013 Challenge was completed by 1,594 people, indicating that they had registered to take part. 1,278 of the participants who registered to take part (80%) went on to record a trip during the Challenge. To date, over 1,200 people in Suffolk have now registered onto the Challenge website and engaged with the Challenge.

Figure 2: Age and gender of registrants (N=1,577 ) Male (n=885)

Female (n=692)

20% 15% 10% 5% 0% 15 yrs or 16-19 yrs 20-24 yrs 25-34 yrs 35-44 yrs 45-54 yrs 55-64 yrs 65 yrs or less older

â&#x20AC;˘

The largest group of participants was aged 45-54 years (30%), followed by 35-44 years (29%) and 25-34 years (21%).

â&#x20AC;˘

44% of participants were female.

The number of males and females do not equal the total number of registrants (N=1,594) due to missing data.

Section Six Survey Results The Challenge surveys presented a great opportunity to observe the behaviour of a large group of cyclists in Suffolk. This information shows us how the Challenge has influenced participants’ cycling and travel-to-work behaviour. The results of the Baseline and both Post Challenge Surveys are reported in this Section2.

6.1

Change in general cycling behaviour

Key Points •

506 registrants (32%) had either cycled not at all or only a few times in the year prior to the 2013 Challenge.

•

30% of those classed as non-cyclists at baseline reported cycling at least once a week three months after the Challenge.

6.1.1 Cycling behaviour at Baseline Table 4: Before taking part in the Challenge, approximately how often have you ridden a bike in the last 12 months? (N=1,594)

Gender Male (n=887) Female (n=694) All (N=1,594)

• •

Not at all

A few times

1-3 times a month

Once a week

2-3 days a week

5% 16% 10%

16% 30% 22%

13% 14% 14%

13% 11% 12%

24% 14% 20%

4 or more days a week 29% 16% 23%

152 registrants had not cycled at all in the year prior to the Challenge. The largest group of registrants had cycled 4 or more days a week in the year before taking part in the Challenge (23% of total registrants).

Those who completed the Baseline Survey are referred to as ‘registrants’ throughout this report. The term ‘participants’ refers to those who went on to record a trip.

From this data, Challenge registrants have been grouped into three broad segments based on their cycling behaviour: •

Non-Cyclists - People who had either not cycled at all (classed as ‘new cyclists’) or only a few times in the year before the Challenge.

•

Occasional Cyclists - People who had either cycled only a few times a month or about once a week before the Challenge.

•

Regular Cyclists - People who had cycled two days or more each week before the Challenge.

Figure 3: Before taking part in the Challenge, approximately how often have you ridden a bike in the last 12 months (n=1,594)?

Non-Cyclists

Occasional Cyclists

Regular Cyclists

32%

43%

25%

• 506 registrants (32%) had either cycled not at all or only a few times in the year prior to the 2013 Challenge. • In 2011, on average, Workplace Cycle Challenges in the UK attracted 30% non-cyclists and 19% occasional cyclists. The results achieved in the Suffolk Cycle Challenge therefore compare very favourably and show that the programme attracted an above average proportion of the key target audience into the Challenge.

Gender differences amongst the three segments were also looked at. Figure 4: Before taking part in the Challenge, approximately how often have 3

you ridden a bike in the last 12 months? (N=1,581 )

Male (n=887)

Female (n=694)

100% 80% 60%

63%

40% 20%

37%

42%

31%

58%

69%

Occasional Cyclists (n=401)

Regular Cyclists (n=681)

0% Non-Cyclists (n=499)

â&#x20AC;˘

The differences in gender across the audience segments followed the typical pattern found amongst cyclists: with a higher proportion of females as non-cyclists (63%) and a higher proportion of males as regular cyclists (69%).

This number is lower than the overall number of registrants (N=1,239) because gender data was missing for 13 registrants.

6.1.2 Intentions to cycle after participation in the Challenge Participants were asked about their intentions to cycle after the Challenge in August 2013 - Post Challenge Survey 1. Table 5: Thinking ahead to the next 3 months, will you be riding a bike...? (n=295)

Participant Segment

Non- (n=80) Occasional (n=77) Regular (n=138) All (N=295)

More than I did in the 3 months before the Challenge 65% 40% 25% 40%

About the same as I did in the 3 months before the Challenge 28% 57% 72% 56%

Less than I did in the 3 months before the Challenge 8% 3% 3% 4%

â&#x20AC;˘

65% of non- and 40% of occasional cyclists stated that they intended to cycle more than they did before taking part in the Challenge.

â&#x20AC;˘

Remarkably, 25% of regular cyclists stated an intention to cycle more than they did before the Challenge. Only 4% of participants intended to cycle less often after taking part in the Challenge.

Participants were asked to elaborate on their intentions in free text. These qualitative quotes have been combined into a word cloud, with the font size of individual words reflecting how frequently they appeared in responses. Figure 5: What is the main reason(s) that you will cycle more in the next 3 months?

“I love cycling- I just got out of the 'habit' and now I realise what I’ve been missing. The added bonus is my waist-line is reducing!” - Non-cyclist “It has become a family event to go cycling on a weekend. It has involved all the family.” - Occasional Cyclist “Friends have got into cycling more. For instance, cycled to Felixstowe at weekend with them.” - Regular Cyclist

6.1.3 Did intentions translate into action? It is interesting to find out whether those participants who stated that they intended to cycle more often after the Challenge, actually did so. To assess this, the cycling behaviour of the key audience, non-cyclists, at three months after the Challenge was compared to their stated intentions three weeks after the Challenge. Table 6: Changes in cycling behaviour three months after participating in the Challenge, relative to cycling intention three weeks after the Challenge (n=32) – Non-cyclists only 3 Weeks Post Challenge

Cycling intention

% of baseline registrants (with data)

3 Months Post Challenge Non-

Occasional

Regular

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

% Increased Cycling

69%

45%

14%

23%

50%

About the same/Less

31%

20%

40%

30%

10%

40%

•

69% of non-cyclists stated that they intended to cycle more often after the Challenge. 27% of them went on to cycle two or more days a week three months after the Challenge.

•

Amongst non-cyclists, those who stated an intention to cycle more often after the Challenge showed a higher increase in reported cycling behaviour three months later, compared to those who stated that they would cycle about the same/less often (50% and 40% respectively). Both figures are indicative of positive behaviour change, as non-cyclists who did not intend to cycle more often have actually done so three months after the Challenge.

6.1.4 Behaviour change three months on Changes amongst the wider group of participants who responded to Post Challenge Survey 2 (regardless of whether they responded to Post Challenge Survey 1) are shown in the table below. Table 7: Changes in cycling behaviour three months after participating in the Challenge (N=357) 3 Months Post Challenge Non-

NonOccasional

Regular 2-3 4 or more days a days a week week

% Increased Cycling

Not at all

A few times

Not at all

24%

16%

12%

76%

A few times

55%

11%

13%

37%

1-3 times a month

20%

26%

28%

22%

54%

Once a week

17%

31%

14%

45%

2-3 days a week

64%

22%

4 or more days a week

22%

72%

Baseline

Regular

Occasional 1-3 Once a times a week month

•

41% of non-cyclists at baseline reported they are now cycling once a month or more, three months after the Challenge.

•

30% of non-cyclists reported that they are now cycling weekly (once a week or more often) three months after the Challenge.

•

35% of those who were occasional cyclists at baseline reported cycling regularly three months after the Challenge.

•

Overall, 19% of participants were cycling less frequently three months after the Challenge, compared to 40% who were cycling more frequently4.

This figure excludes regular cyclists who cycled 4 or more days a week, as this is the upper limit of cycling frequency that the survey allows.

Participants were asked why they had cycled more often in the three months since the Challenge. Figure 6: What is the main reason(s) that you cycled more in the last 3 months?

“During the Challenge I bought a new bike and we go out as a family at the weekends.” – Non-Cyclist “I like riding as I find it a good way to de-stress, improve fitness and most of all I just enjoy it. I rode more once the Challenge started because having a target to aim for gave me extra motivation, which meant I rode further and for longer each time and more often.” – Occasional Cyclist “I realised cycling to work 4 days a week wasn’t as difficult as I thought it might be.” – Regular Cyclist

6.2

Frequency of cycling trips to work

Occasional and regular cyclists were asked how frequently they had cycled for work in the three weeks prior to completing the Baseline Survey. The same question was repeated in Post Challenge Survey 2 to assess behaviour change three months after the Challenge. Key Point Of those who reported cycling less than two days a week to work at baseline, 16% reported cycling to work regularly (at least two days a week) three months after the Challenge.

•

6.2.1 Trips to work Baseline Figure 7: In the last 3 weeks, about how often have you cycled to work? (N=1,077)

Occasional Cyclists (n=399)

Regular Cyclists (n=678)

60% 50% 40% 30% 20% 10% 0% Not at all in the Less than 1 day 1 day per week 2-3 days per last 3 weeks per week week

4 or more days per week

•

14% of occasional cyclists reported cycling to work two or more days a week, whilst 56% did not cycle at all to work.

•

Unsurprisingly, regular cyclists reported more frequent cycling trips to work than occasional cyclists, with 80% of regular cyclists cycling to work at least one day per week, compared to 29% of occasional cyclists.

Three months on Table 8: Changes in cycling to work three months after participating in the Challenge (N=261) 3 Months Post Challenge Baseline Not at all in the last 3 weeks Less than 1 day per week 1 day per week 2-3 days per week 4 or more days per week

â&#x20AC;˘

Not at all in the last 3 weeks

Less than 1 day per week

1 day per week

2-3 days per week

4 or more days per week

% Increased Cycling

85%

15%

50%

18%

14%

32%

21%

42%

25%

33%

12%

60%

16%

11%

78%

Of those who reported cycling less than two days a week to work at baseline, 16% reported cycling to work regularly (at least two days a week) three months after the Challenge.

The cycling trips to work of non-cyclist participants were also looked at as some have reported general increases in cycling behaviour. Table 9: Changes in cycling to work amongst non-cyclists three months after participating in the Challenge (N=87) 3 Months Post Challenge

Not at all in the last 3 weeks

Less than 1 day per week

1 day per week

2-3 days per week

4 or more days per week

% Increased Cycling

Not at all

84%

16%

A few times

73%

10%

27%

All NonCyclists

76%

24%

Baseline General Cycling Behaviour

â&#x20AC;˘

21% of non-cyclists reported cycling to work at least one day a week three months after the Challenge.

6.3

Modal shift

In the Baseline Survey, registrants were asked how they usually travel to work on most days. If they used more than one mode of transport, they were asked to select the one that they use to cover the longest distance. Key Points •

At baseline, non-cyclists accounted for 48% of those who drove alone to work, whilst occasional cyclists accounted for 34%, and regular cyclists for 18%.

•

6% of those who travelled to work mainly by car at baseline had switched to cycling to work as their main mode of transport three months after the Challenge.

Baseline Table 10: How do you usually travel to work on most days? (N=1,594) Audience Segment All (N=1,594)

Car – drive alone

Bicycle

Car – with passengers

Walk /run

Bus

Train

Do not work

Work from home

Other

49%

30%

Driving in a car alone was the mostly frequently reported method of travel to work (49%), followed by bicycle (30%), car with passengers (8%), and walking or running (5%).

•

The figure below shows mode of travel to work for non-, occasional and regular cyclists. Figure 8: How do you usually travel to work on most days? (N=1,594)

Bicycle

Walk/run

Bus/Train

Car - drive alone

Other

100% 80% 60% 40% 20% 0% Non-Cyclists (n=506)

Occasional Cyclists (n=403)

Regular Cyclists (n=685)

•

Driving in a car alone was the most common modes amongst non- and occasional cyclists (74% and 67% respectively).

•

Non-cyclists accounted for 48% of those who drove alone to work, whilst occasional cyclists accounted for 34%, and regular cyclists for 18%.

•

8% of non-cyclists and 7% of occasional cyclists walk or run to work. This suggests that the dynamic nature of cycling to work is not necessarily a hindrance to this behaviour.

•

Cycling was by the most common mode of transport to work amongst regular cyclists (66%), and 21% of regular cyclists drove alone to work.

In the Baseline Survey, participants were asked how often they had travelled to work by car in the seven days prior to filling in the survey. The responses amongst participants have been analysed to detect any shifts in travel-to-work behaviour three months after the Challenge. Figure 9: In the last 7 days, on how many days did you travel to work by car? (Baseline Survey, N=1,594)

Non-Cyclists (n=506)

Occasional Cyclists (n=403)

Regular Cyclists (n=685)

50% 40% 30% 20% 10% 0% 0 days

•

1 day

2 days

3 days

4 days

5 days

6 days

7 days

At the time of the Baseline Survey completion, over two-thirds of all nonand occasional cyclists (75% and 70% respectively) had travelled to work by car on at least three of the last seven days.

Three months on Table 11: Changes in car trips to work three months after participating in the Challenge (n=356) All Participants

3 Months Post Challenge - no. of days

Baseline no. of days

% Decreased Car Trips

69%

12%

40%

28%

10%

15%

40%

12%

18%

29%

20%

10%

29%

10%

21%

38%

21%

38%

16%

29%

26%

35%

78%

17%

50%

100%

23%

36%

23%

77%

•

Overall, 34% of respondents were travelling to work by car less frequently three months after the Challenge, whereas 25% were commuting by car more often.

•

19% of respondents reported travelling to work by car by at least two fewer days three months after the Challenge.

Large modal shifts were measured by tracking the change in the main mode of transport to work from baseline to three months after the Challenge. Three months on Table 12: Modal shift from car to bike – journeys to work three months after participating in the Challenge (N=187) 3 Months Post Challenge Baseline Car - drive alone Car - share with others All Car

•

% Switched to cycling

Cycle

Car - drive alone

Car - share with others

Other

157

86%

13%

10%

73%

13%

187

74%

14%

6% of those who travelled to work mainly by car at baseline had switched to cycling to work as their main mode of transport three months after the Challenge.

Section Seven Barriers and Motivators The following results from the Baseline and both Post Challenge Surveys detail the specific barriers and motivators to cycling. This information can help inform Suffolk County Council when planning future interventions to encourage cycling in the area.

7.1

Barriers and motivators for participation in the Challenge

Key Point â&#x20AC;˘

Barriers to Champions getting colleagues involved included: distance from work, not owning a bike and lack of time or energy.

In the Post Challenge Survey 1, the Workplace Champions were asked for their main reasons for registering their organisation into the Challenge: Figure 10: What was the main reason that your workplace registered into the Challenge?

“I thought it would be a way of motivating myself and workplace into cycling to work and extra fun/fitness miles at other times during the week.” - Non-Cyclist “I am the occupational health advisor and part of my job role is improving health and wellbeing. This was a great opportunity to promote more physical activity in a fun and competitive way with my workforce.” - Occasional Cyclist “To raise the health and well being profile, to encourage staff to become more active with a little competiveness!” - Regular Cyclist

The Workplace Champions were also asked what barriers they came across to getting their colleagues to take part in the Challenge. Figure 11: What do you perceive were the main barriers to getting more of your colleagues to take part?

98 of the Workplace or Department Champions answered an open-ended question asking them what the barriers were to getting more colleagues to take part. These barriers and the frequency with which they were mentioned are presented in the table below. Table 13: Barriers to getting more participation in the Challenge (n=98 Champions)

Barrier Distance from work/Carrying items/School Run Not owning a bike/requiring maintenance/equipment Lack of time/energy Apathy Fear (for safety) Poor promotion/incentives Cycling confidence Habit/routine Lack of facilities at work Poor cycling infrastructure Shift work/ remote working Uninterested about exercise/Poor actual or perceived fitness/health

Number of times mentioned 30 18 18 15 14 14 7 5 3 3 3 3

•

The most frequently mentioned barriers were distance from work (including the difficulties of cycling whilst having a lot to carry or having children to drop off), not owning a bike and lack of time or energy.

•

Other barriers included apathy, fear of cycling on main roads and not enough promotion.

“A lot of people work further away and unable to cycle in. People working longer hours stops them cycling in the evenings. I also think people didn’t want their amount they had cycled to be shown to the whole of the website.” – Non-Cyclist “The extra effort required to ride to/from work. Not just the effort of cycling but the planning and extra time it takes to bring a change of clothes, shower and change. Also, the matter of safety as even those who live locally are put off somewhat by the local roads which as a keen cyclist I can confirm are rather daunting.” - Regular Cyclist “People still see cycling as requiring specialist clothing etc., therefore not suitable for travel during work. Also those who don't cycle regularly perhaps think it's dangerous. Perhaps some people couldn't be bothered to register their journeys via the website.” – Regular Cyclist

In Post Challenge Survey 1, Workplace and Department Champions were asked to rate how cycle friendly their workplaces were. Figure 12: How cycle-friendly would you rate your employer? (N=98)

0 - 'Not at all cycle-friendly' 0%

10% 8%

•

20%

30%

40%

2 50%

24%

3 60% 31%

5 - 'Very cycle-friendly' 70%

80%

90%

100%

29%

Over half of the Champions (59%) rated their workplaces highly on being cycle friendly with a score of 4 or 5 out of 5.

The Workplace Champions were also asked how they could be better supported and what would make it easier for them to encourage colleagues to take part: • • • • • • • • • • • • •

Ability to register and log details without computers Bike loans Cycle routes around town Discounts on bike gear Easier to log rides and not publicly show amount cycled Encourage teams to get sponsorship Incentives for cycling to work Longer lead-in time More family-friendly events More prizes, freebies More promotion, highlight health benefits and cost savings On-site promotions Sessions on bike maintenance and confidence training

“Discounts on helmets, bike locks etc. Get volunteers at work to check bikes and fix brakes etc.” - Occasional Cyclist “I think flying visits to site (perhaps photograph a team and publicise), and more events during the period of the Challenge would have helped.” - Regular Cyclist “More try a bike events. Maybe on a weekend, hold try a bike in town and catch people & make it appealing, or at abbey gardens etc. A small incentive for all participants. E.g. get a badge year after 1st logged ride. Something tangible as acknowledgement. Name on leader board is good, providing you log in. A badge is like a medal for all to see. Helps create hype and competitiveness.” - Regular Cyclist

7.2

Cycling confidence and bike ownership

In the Baseline Survey, non- and occasional cyclists were asked about their cycling confidence, whether they owned a bike and what condition it was in. Key Points •

About three-quarters of the non-cyclists reported feeling “fairly confident” (50%) or “confident” (29%) when cycling on the road.

•

86% of non-cyclists reported owning a bike

Figure 13: How confident do you feel when cycling on the road? (N=909)

Non-Cyclists (n=506)

Occasional Cyclists (n=403)

500 400 300 200 100 0 Confident - I'm happy Fairly confident - I Not at all confident Not confident - I to ride in traffic. prefer to ride on quiet don't like to ride on I am a learner. roads. the road.

•

About three-quarters of the non-cyclists reported feeling “fairly confident” (50%) or “confident” (29%) when cycling on the road. Lack of confidence is not the reason these non-cyclists were not cycling prior to the Challenge.

•

About a quarter of non-cyclists reported feeling “not confident” (18%) or “not at all confident” (4%) on the road. Lack of confidence was definitely a factor in these participants not cycling much prior to the Challenge.

•

96% of occasional cyclists reported feeling “fairly confident” or “confident”, suggesting that there is little room for further training and confidence building.

Figure 14: Do you own a bike? (n=909)

Yes

100% 80% 60% 40% 20% 0% Non-Cyclists (n=506)

Occasional Cyclists (n=403)

â&#x20AC;˘

86% of the non-cyclists reported owning a bike. This shows that there is a relatively high bike ownership amongst this group and potential to encourage them to use their bike more often.

â&#x20AC;˘

98% of occasional cyclists reported owning their own bike.

7.3

Interventions to encourage cycling

In order to help understand the barriers to cycling, non- and occasional cyclists were asked what training or information they were interested in having in Post Challenge Survey 1. Key Points •

Most respondents wanted information about bike maintenance (n=142), led group rides (n=74) and advanced cycle skills training (n=50).

•

A reward scheme would encourage 83% of non-cyclists and 87% of occasional cyclists to cycle more.

Figure 15: Would you be interested in any of the following? (N=192)

100

120

140

160

Bike maintenance course Led group bike rides Advanced cycle skills training Assistance planning a cycle route Intermediate cycle skills training Beginners cycle skills training

•

Most respondents wanted information about bike maintenance (n=142), led group rides (n=74) and advanced cycle skills training (n=50).

•

Only 33 participants were interested in beginner or intermediate cycle skills training.

Participants were also asked for any ideas on specific improvements for cyclists within Suffolk. Suggestions were provided by 216 participants and their full responses are in Appendix 2. These will be most effectively analysed by someone with local knowledge of the area.

Participants, including champions, were asked whether a reward system would encourage them to cycle more often or to continue to record their bike rides on the Challenge website. Figure 16: If we were to offer you 'points' for each mile you cycled and recorded on the Challenge website, which you could redeem for prizes and rewards (e.g. coffee, discounts on bike gear, discounts on food, etc), how much would this rewards scheme encourage you to cycle more often? (N=393)

It would encourage me a lot to cycle more It would encourage me a little to cycle more It wouldn't encourage me to cycle more 60% 40% 20% 0% Non- (n=103)

â&#x20AC;˘

Occasional (n=100)

Regular (n=190)

A reward scheme would encourage 83% of non-cyclists and 87% of occasional cyclists to cycle more.

Figure 17: If you were to receive rewards, how likely would you be to continue to record your bike rides on the Challenge website in order to receive these rewards? (N=393)

Very likely

Moderately likely

Slightly likely

Not at all likely

80% 60% 40% 20% 0% Non- (n=103)

â&#x20AC;˘

Occasional (n=100)

Regular (n=190)

A reward scheme would make 83% of non-cyclists and 87% of occasional cyclists to very likely or moderately likely to continue to record their bike rides on the website.

Section Eight Results Summary The Suffolk Cycle Challenge was successful in engaging businesses and people to take part and successful in converting non-cyclists to become more frequent cyclists. The Challenge successfully influenced the behaviour of the key target groups (non- and occasional cyclists) and the aims set out at the start of the Challenge were achieved.

8.1

Aims

1. To encourage people who are not currently cycling to start cycling. â&#x20AC;˘

Intention of non-cyclists to cycle more often: 32% (n=506) of registrants reported at baseline that they had not ridden a bike or had only ridden a bike a few times in the year prior to the 2013 Challenge. Three weeks after the 2013 Challenge, 65% of these non-cyclists who completed Post Challenge Survey 1 reported that they intended to ride a bike more often after the Challenge.

â&#x20AC;˘

Non-cyclists report cycling more often: 41% of non-cyclists at baseline reported they are now cycling once a month or more, three months after the Challenge. 30% of non-cyclists reported that they are now cycling weekly (once a week or more often) three months after the Challenge.

This shows a real change in behaviour and suggests that the Challenge was effective at encouraging people to take up cycling. Overall, 41% of non-cyclists who took part in the Challenge are cycling more often three months after the Challenge.

2. To encourage occasional cyclists to cycle more regularly. •

Occasional cyclists report intending to cycle more often: 25% of participants reported at baseline that they had cycled 1-3 times per month or once a week before the 2013 Challenge. Three weeks after the 2013 Challenge, 40% of these occasional cyclists reported that they intended to ride a bike more often after the Challenge.

•

Occasional cyclists report cycling more regularly: 35% of occasional cyclists reported cycling at least two days a week three months after taking part in the 2013 Challenge.

This shows real change in behaviour and suggests that the Challenge was effective at encouraging occasional cyclists to cycle more often. 3. To encourage those who are not currently cycling to work to cycle to work. •

Participants cycle more frequently: 16% of participants who reported cycling less than two days a week to work at baseline reported three months after the Challenge that they were now cycling to work at least two days a week.

•

Modal shift from car to bike: 19% of respondents reported travelling to work by car by at least two fewer days. Furthermore, 6% of participants who reported travelling to work by car at baseline had switched to cycling to work as their main mode of transport three months after the Challenge.

These results indicate that the Challenge motivated non-cycle commuters and encouraged them to cycle to work. 4. To add value to local projects that aim to promote cycling and sustainable travel. •

Interest in cycling initiatives amongst non-Champion participants: Most respondents wanted information about bike maintenance (n=142), led group rides (n=74) and advanced cycle skills training (n=50).

These results indicate that participants want more information and training.

8.2

Objectives

1. To encourage 150 organisations to register in the Challenge. â&#x20AC;˘

134 organisations participated.

registered

into

the

Challenge

and

114

2. To encourage at least 1,500 people to participate in the Challenge each year. â&#x20AC;˘

1,594 people registered into the Challenge and 1,278 participated.

3. To encourage at least 500 non-cyclists to participate in the Challenge. â&#x20AC;˘

377 non-cyclists Challenge.

(29%

participants)

participated

the

8.3

Summary of recommendations

Data on the barriers and motivators for cycling amongst key target groups can be used to design interventions to support cycling in Suffolk. To maintain the momentum created by the Challenge and to further increase the frequency of cycling amongst Challenge participants, we recommend that the Suffolk County Council and its partners: •

Promote adult cycle training schemes directly to those participants who requested such training and to those who reported low confidence cycling on the road.

•

Use the results of this report to work with organisations to improve Workplace Travel Plans and to set up events (e.g. cycle rides/routes, Dr Bike etc.) that Champions reported that they wanted to hold.

•

Work with participating organisations to improve facilities for cyclists, especially those where facilities were poor or absent.

•

Work with the organisations where Champions have indicated an interest in further championing cycling and where support has been requested.

•

Continue to improve the infrastructure for cyclists in the city.

•

Utilise the database of over 1,500 cyclists in the city to promote follow-on interventions in the city and to communicate with cyclists of all abilities.

Challenge for Change strives to improve the Challenge programme year-on year and have examined feedback from participants and stakeholders in Suffolk. Given the opportunity to deliver a repeat Challenge in Suffolk, Challenge for Change would aim to: •

Send out a ‘save the date’ email as soon as the Challenge dates have been confirmed so that organisations can start planning their involvement with the Challenge earlier.

•

Have a longer lead in time for the project so that the promotional materials can be printed ready for the start date of the Challenge Manager.

•

Make sure that the Challenge Managers can start work 9 weeks before the Challenge, can work the days allocated, especially 4 days a week during the Challenge period.

•

Run events in the lead up to the start of the Challenge in order to raise awareness and engage people earlier in the programme. 43

•

Run a higher profile PR campaign in the lead up to and during the Challenge to attract more people if budget allows e.g. through outdoor media, advertising and events.

•

Encourage the industrial estates to take part in the Challenge; design a suitable method for them to record their rides e.g. a wall chart. Run a trya-bike session at an industrial estate or business park so that several organisations can take part together.

•

Incentivise Champions to promote the Challenge more widely in their organisations by introducing prizes or recognition specifically for Champions, based on the participation of their team.

•

Introduce more results on the website to help recognise the efforts of those who encourage the most new cyclists and the Champions who are encouraging the most staff to take part e.g. Top Encouragers and Top Champions league tables.

•

Introduce bike loans during the Challenge period and make sure the process is clear and is promoted via all possible channels to ensure good take up e.g. website, emails, calls to Champions.

Section Nine Conclusion The results show that the 2013 Suffolk Cycle Challenge programme has positively influenced the cycling behaviour of participants. The aims set out at the start of the Challenge were achieved. However, the targets for the numbers of organisations and non-cyclists were not met. The Challenge was successful in encouraging people who are not cycling to start cycling, encouraging occasional cyclists to cycle more regularly and encouraging people who are not currently cycling to work to cycle to work. Key outcomes recorded three months after the Challenge include: • • • • • •

41% of non-cyclists at baseline reported cycling at least once a month or more often; 30% of non-cyclists at baseline reported cycling once a week or more often; 21% of non-cyclists at baseline reporting that they were cycling to work at least one day a week; 35% of those classed as occasional cyclists reported cycling regularly; 34% of participants are driving less frequently (at least one day less); 19% driving at least two days less three months after the Challenge.

The programme attracted a relatively high number of non-cyclists (29%, n=377 versus the aim of 500) to take part. There is now a database of over 1,500 cyclists in the area. This database is a great resource which can be utilised for research purposes, to promote the annual programme of cycling events and to continue to support those cyclists who have shown a change in behaviour through the Challenge by incentivising them to keep cycling. Attracting new organisations to take part in the Challenge and re-engaging this year’s organisations would be the key focus of a repeat Challenge, as well as continuing to attract non-cyclists. We recommend that there is another Workplace Cycle Challenge in 2014 and potentially 2015 to continue with increasing rates in cycling and cycling to work, evident in the results drawn from the 2013 Challenge.

Appendix 1 â&#x20AC;&#x201C; Organisation Registrations The following table details the organisations that registered into the 2013 Challenge, together with their total number of staff, and total participating staff (Ps). Table 14: Organisation Registrations (N=134) Organisation 4th Regiment Army Air Corp Abbeycroft Leisure Acorns Children Centre AKD Engineering ALFORD BROTHERS LTD Ancient House Press Aspall Cyder AXA Insurance Badger Building Barningham CEVC Primary School BBC Radio Suffolk Beactive Mobility Benjamin Britten High School Bhs Bilfinger Salamis UK Ltd Billingtons Birds Eye Limited Boathouse Cafe Boortmalt Boydell & Brewer Ltd Bristo's Garage BT Adastral Park Burtons - Lowestoft Carillion Suffolk Highways Partnership CEFAS Children and Young People/ LIS Clarkson Port Services Clays Webroom Concertus Control Gear Distributors Crafted CRE8 Systems AS Cunninghams Customer Service Direct Cycle Breaks De Facto Software Ltd East Coast Community Healthcare EDF Energy, Sizewell B power station Edgar Sewter CP Primary EFMS Environment Agency Ipswich Farlingaye High School Finance Shop Lowestoft Fred.Olsen Glemham Underwriting Ltd Gough Hotels Ltd Griffin Marine Travel Groundwork Suffolk Gunton Primary School

Postcode

Staff

IP7 7RA CB9 0ER ip14 1tw NR33 0PX IP11 7BL IP41FP IP14 6PD IP1 2AN NR322DZ IP31 1DD IP1 3EP NR32 2AA NR32 4PZ NR32 1LX NR33 7NL IP1 2LF NR32 1XQ IP12 3AP IP32 7AD IP12 3DF IP4 4DU IP5 3RE nr321et ip1 5np NR33 0HT IP4 2XA IP4 1HE NR35 1ED IP1 2BX IP3 9GU IP4 1JU NR33 0TQ NR32 1PL IP1 2DH IP6 8BW IP3 9FJ Nr32 2nh IP16 4UR IP19 8BU IP20UH IP3 9JD IP12 4JX NR32 1HB IP1 5LL IP13 9EZ IP33 1LT NR32 1XH IP12 1AU NR32 4LX

650 100 5 120 3 80 80 1000 7 16 35 15 124 30 45 60 535 8 40 23 15 3500 3 40 350 6 15 120 68 3 37 3 24 1000 8 36 850 560 10 2000 214 225 2 260 11 30 4 7 52

2 10 4 29 0 11 2 2 1 0 1 0 7 0 18 0 56 1 5 1 0 65 2 1 5 1 2 4 22 3 11 2 6 3 8 9 5 5 1 7 19 10 1 14 9 3 4 4 23

New Cyclists 0 3 0 1 0 0 0 0 0 0 0 0 0 0 4 0 8 0 0 0 0 0 0 0 0 0 1 0 1 0 0 0 1 0 2 1 0 1 0 3 0 2 0 1 5 0 2 1 1

Organisation Harrod UK Ltd Hartismere School Havebury Housing Haven Power Hayley Group PLC IP Plus (UK) Ltd Ipswich Borough Council Ipswich Building Society Ipswich Hospital NHS Trust IPSWICH JOBCENTREPLUS Ipswich School ITFC Charitable Trust ITO World James Paget University Hospitals NHS FT Jason Lodge Plumbing JobCentre Plus Lowestoft John Lewis & Waitrose Ipswich Juler Tooke Juniper Networks Kesgrave High School Live Well Suffolk Logistic Services Lowestoft And Waveney Chamber Of Commerce Lowestoft College Mid Suffolk and Babergh District Councils MindGraph Ltd MS Surveys Ltd National Trust Neutral Territory Newton Commercial Old Warren House One College Otley College Pakefield Ladbrokes Paul Merrett Planning & Building Design Payment Card Solutions Philips Avent Pipeshield International Ltd Pleasurewood Hills Plumbing Trade Supplies Port Of Felixstowe Priory School PWE Recruitment Group Ltd Quality Solicitors Norton Peskett (Lowestoft) Repairs4.com Reydon Primary School Ryan Insurance SAS Maintenance Scrutton Bland Group Security Foiling Select Office Furniture Sembmarine SLP Ltd Silver Spoon SITA Suffolk SLP Engineering Ltd South Lowestoft Children's Centres St James Middle School St. Louis Catholic Middle School STC Solutions Ltd Stowmarket Jobcentreplus

Postcode

Staff

NR337NL IP23 9BL IP33 3SP IP3 9SJ IP32 7DX IP3 9SJ IP1 2DE IP3 9SJ IP31 2UN IP1 1TF IP1 3SG IP1 2DA IP4 1AQ NR32 4WY IP1 3NS NR33 9NT IP3 9SQ NR32 2HD IP4 2TS IP52PB IP4 1DL IP1 4ND NR33 0TQ NR32 2NB IP7 6SJ ip5 3re IP7 5 IP33 3WD IP6 0AE IP164LL NR32 4QD IP8 3SU IP6 Nr33 7ag IP17 1HJ IP5 3RE CO10 7QS NR32 2HD NR32 5DZ NR33 7NE IP11 3SY IP32 7BH NR34 9TB NR32 1HF IP11 2JB Ip18 6QX IP2 0AL NR32 1SU IP1 1HE IP3 9RT IP33 3SP NR32 1XF IP32 7BZ IP6 0JE NR32 1XF NR33 0LU IP33 1YB IP33 3PH IP6 0LW IP14 1AN

111 100 168 350 10 214 1500 105 3731 120 100 25 9 3500 3 324 200 11 10 100 40 100 5 500 539 3 3 350 3 49 14 250 400 5 3 3 496 12 100 6 2400 70 6 30 4 30 55 3 83 11 7 300 116 12 109 15 66 60 15 14

7 0 38 18 0 41 21 23 50 1 0 2 2 23 0 3 6 10 1 4 15 2 2 8 18 1 3 58 1 9 6 5 1 5 1 2 32 3 0 1 16 21 6 4 4 3 8 0 4 12 1 10 8 12 1 3 2 5 8 2

New Cyclists 0 0 6 1 0 3 1 4 1 1 0 0 0 7 0 0 0 3 0 0 3 0 1 2 2 0 0 11 0 0 0 4 1 2 0 0 0 0 0 0 0 1 0 0 1 0 1 0 0 3 0 1 1 2 1 0 1 0 5 0

Organisation Stowmarket Striders Running Club Suffolk Coastal and Waveney District Council Suffolk Constabulary Suffolk County Council Suffolk Fire & Rescue Service Suffolk Housing Suffolk Wildlife Trust Sustrans South and East Suffolk Ranger Group The Ickworth Hotel The Self Centre TROG MTB Two10degrees Limited University Campus Suffolk Virya Technologies Ltd Walkers Snack Foods Walsham le Willows CEVC Primary School Waveney Norse Limited West Suffolk West Suffolk CCG Westley Middle School Wherry Hotel Whitehouse Primary School Willis Windcat Workboats Wood Ley Primary School

Postcode

Staff

IP14 5EA IP12 1AU IP9 2JN IP2 8EN IP1 2BX IP33 2AX IP6 9JY IP1 6RU IP29 5QE IP32 7AR IP 8JQ IP8 4JU IP4 1QJ IP13 6LT CO10 5NY IP31 3BD NR32 2EF IP33 3YU IP33 3PH IP33 3JB Nr323ln IP1 5JN IP1 1TA NR32 1BY IP14 1UF

300 431 3000 5000 680 35 53 12 30 6 30 15 6000 4 96 10 225 675 35 42 40 70 1220 150 30

0 36 47 113 17 5 7 1 0 1 0 0 0 3 0 2 2 25 8 1 0 2 13 1 0

New Cyclists 0 9 3 13 0 0 0 0 0 0 0 1 0 0 0 0 0 3 3 0 0 0 1 0 1

Appendix 2 â&#x20AC;&#x201C; Improvements for cyclists within Suffolk 216 participants who completed the first post-Challenge survey gave the following suggestions on how to make improvements for cyclists within Suffolk. Are there any specific areas where you think improvements for cyclists are needed within Suffolk? Please be specific when describing a particular location. 1) Better planning when creating cycle lanes. There are a number of examples around Ipswich where the cycle lane crosses a road around a blind corner. The crossings need to be closer to the junction to give cyclists and motorists a clearer view. 2) The maintenance of the cycle paths in general is appalling. For example the path that runs along side the A12 from Dedham to East Bergholt and from East Bergholt to Capel St Mary. Uneven surface, holes, weeds growing through the asphalt, overgrown hedgerows growing across the path, and the amount of litter/rubbish that only seems to be cleared away every blue moon. 1) Crown St and St Margarets St in Ipswich both need better provision for cyclists. The limited cycle lanes on them suddenly stop leaving cyclists vulnerable. I was amazed that when the recent redesigning took place that no better provision was made for cyclists. Of all of my 7 mile journey to work, this is the bit where I feel most vulnerable. 2) There needs to be a campaign by both police and council about cycle lights. I regularly come across people riding bikes around Ipswich town centre at night with no lights at all. There appears to be an attitude amoungst many that lights aren't required on cycle paths and cycle lanes. 1. More 20 mph zones in all built-up areas 2. Henley Road from town boundary to Henley an off road cycle path would be great! A cycle path (or something similar) over the Orwell bridge. A cycle path along Felixstowe seafront so that you can cycle from the pier down to the ferry. A cycle path between Bury St Edmunds (Glastonbury Road / back of Horringer Court Middle School site) and Horringer. This would encourage cyclists in both directions, for the school and shops in Bury (Horringer does not have any shops) and to Ickworth Park from Bury A cycle path up Freston Hill on the B1456 A few extra cycle paths, so the children can use bikes more safely to get from A to B. The road crossing on Mount Road for the cycle path from Thurston to Bury St Edmunds is NOT safe. Even for adults (who can judge traffic speed better) it is in a poor location- too close to bends in the road, especially poor visability when travelling towards Bury St Edmunds, but you couldn't safelt let children use it unaccompanied. a high number of roads are in a poor state of repair - lots of potholes. More cycle routes available free on line - cycle routes for pleasure from 10 miles upwards A safe cycle route from the Shotley Peninsula to Ipswich A12 Yarmouth Rd Lowestoft. Desperately need acycle path on both sides. A1214 Woodbridge road in Ipswich alongside Rushmere golf course - a busy road used by lots of cyclists but has no cycling facilities. All main roads! The problem is generally the car driver. All of Suffolk needs to become more cycle friendly Apart from filling in the ever increasing pot holes, no. Areas around the roundabout in Bury St Edmunds off the A14. It is very difficult to cross. Around the town centre, as you either have to walk through the town with your bike due to pedestrians or cycle around the outskirts. Better cycle lanes to and road crossings within Ipswich better cycle paths & smoother roads near the curb as they get worse at that point Better cycle routes Better cycle routes in to Ipswich town centre especially around docks area where traffic is heavy Better integrated cycle routes in Ipswich generally - there are many instances where cylce routes just end and signage is variable. Better promotion of cycle routes, allot of cycle routes on roads are dirty and likely to cause punctures so are almost unusale for a road bike Better road Surfaces and potholes repaired would help for safer for darker evening rides Better road surfaces, paricularly in cycle lanes. Blimey - I live in Tuddenham St Martin and cycling on country roads just isn't worth it! Don't know that it is possible to change this although it would be brilliant so I just stick to fields and tracks. This is why it is highly unlikely that cycling will ever be more than recreational for me Brentgoval Street, Bury St. Edmunds - one way road with no cycling the opposite direction. Very few other routes across town

Bungay town centre would be good to incorporate cycle lane in one way system. Also create a cycle lane from Bungay to Earsham ( old a143). Fast road but relatively quiet with school children travelling both ways. Links well with quiet lane (castle hills) Bury St Edmunds, More green cycle lanes all over town. I work at Silver spoon ,main entrance is St Saviours roundabout. There is no provision for cyclists or pedestrians to access this site safely. Please view goggle earth. I no longer cylce to work as I have had to many near death experiences as car and lorry/van volumes have increased to saturation levels at peak periods. Clearer messages to drivers urging them not to park in cycle lanes. Continual cycle path alongside Woodbridge Road - in places it's not the best quality path and nonexistent in others, forcing you to ride on the road. Continue adding more cycle paths throughout Ipswich Town. crossing lowestoft bridge, roundabouts being able to go round without using crossings and with ease, so that you dont get cut up Cycle routes need to be away from roads where traffic can travel fast. eg route 51 on Old Norwich road Barham. Cycle access to/from Aldeburgh - please upgrade the Sailor's Path A12 crossing near Seckford Hall (gap now closed but cycle access possible with care/ if traffic calmed) Cycle lane along the promenade in Felixstowe Cycle lane on the Tuddenham road roundabout cycle lanes in traffic within built up areas, more police to oick up on anti social driving, towards cyclists. Cycle lanes on some major roads are diabolical. ie Norwich Road into Ipswich. Cycling on country roads is too dangerous. The best solution is to train motorised vehicle drivers to be more aware of cyclists. Cycle lanes! I find it very dangerous and scary as car drivers don't seem to be aware of cyclists, no matter how brightly you dress or confidently you bike. cycle path should be swept like roads, too many punctures because they are not. Cycle paths are limited outside Ipswich, often poorly maintained and incomplete. There are no links between towns or villages, e.g when I cycle to Felixstowe to work from Woodbridge, the cycle paths end at Martlesham and the roads can be dangerous in winter....this stops me cycling in winter.... cycle routes through Brandon and then to link to tourist areas such as Thetford forest Cycle routes/lanes in the villages and access roads to the villages Cycle way from norton to Bury st Edmunds. Cycle way on A1088 to link to adjacent villages and their services. Cycling through Oulton Broad. The path along lake lothing is very rough and uneven but there are no cycle paths along bridge road leading up Normanston Drive to Park. Cycling to/from the West Suffolk Hospital site in Bury St Eds is not great. The Harwick Lane section of road (between Harwick Primary School and Hospital) is busy and quite narrow. Cyclists often understandably resort to cycling on the pavements or accross Harwick Heath, neither of which is ideal. designated cycle paths in Suffolk Coastal area (Woodbridge) Driver cyclist awareness training would be good throughout the country! Or advertisements showing the dangers of driving in a way that is dangerous to cyclists. Driver education and attitude is the biggest issue faced by cyclists on the roads. Driver education: giving cyclists more time and space,a s well as respect (they pay vehicle tax, not road tax). Cyclist education - don't jump off kerbs onto and off roads; always signal clearly. Drivers awareness of cyclists Educating drivers to be aware that cycle paths are not mandatory and cyclists can use the roads. Education programmes for drivers who cause incidents with cyclists, tv advertisment for cycle safety, more protected cycle lanes on roads,more dedicated link of cycle routes from outer villages towards Ipswich. TAX free cycle offers and better ride to work schemes to encoursge more to ride. Every roundabout, WE need the new Dutch style roudabouts thats the TRL are currently testing. Suffolk should be an early adopter. Get rid of advisory cycle lanes they are next to Useless, they do nothing for the safety of Novice riders. A prime example is high road west in Trimely resident tend to park in large sections of it and when there is an obstical such as the mini round about you are placed back into the traffic or you are expected to join the pedestrians on the pavement having to negotiate street furniture and parked cars. If you are only goign to segrate cyclists with a dotted white line on straight pieces of road then it does nothing for the security of the users. Its better to supply 2 good miles of proper segrated paths than 200 miles of dotted white lines Felixstowe - From old Felixstowe all the way down to the Trimley's, the cycle lanes are pot holed, uneven and just generally unsafe for use when travelling fast on a road bike.

From Felixstowe to Ipswich. Immediately after Trimley St Martin heading towards Ipswich, cyclists are directed along the side of the A14 - no barriers and lots of lorries. Alternative is to ride along the single lane access road, where you either hold up traffic or have cars squeezing past. Either option is not enjoyable. General comment - street furniture (lightning/direction signs) is often in the way even on cycle / pedestrian paths. Almost the worst bit of my journey is through the estate (15 yrs old) as the roads twist and turn, its too narrow with parked cars so am in the path of oncoming cars on blind bends pavement too narrow to take pedestrians and cyclists and cars often bumped up on pavements. General condition of roads ie potholes etc... General road improvements arround Ipswich. Generally Bury St Edmunds has very poor cycle routes which stop and start or non existent Generally more friendly cycling infrastructure and signage Generically more cyle routes on arterial routes from town centres to residential areas getting the traffic light in Ipswich sequencing sorted out. Have you seen the pot holes??? Pot holes cause serious accidents & death of cyclists Our councils need to be lobbied to improve the state of our roads. I work at the hospital, there are inadequate cycle storage facilities where they are required. This is often raised with the Trust but not rectified. How long have you got!! I live in Lowestoft and the council have done well to give us cycle tracks, however please please could they indicate with a white line down each one which side I am supposed to be riding on - I am fed up with having to weave in and out of pedestrians and getting sworn at in the process!!! And please hurry up with the new cycle bridge as that is the most dangerous part of the route and no cycle track - I am afraid to say I ride on the path as is far to dangerous to ride on the road. I can't think of any at the moment I cycle to work every day (weather permitting!!) but find the cycle paths badly maintained, especially with overhanging trees and bushes. More regular maintenance required. I use the route along the A12 from Kessingland to Pakefield which is only about 3 miles so shouldn't be too onerous on the council. I do find that cycle paths are not designed to encourage cyclists to use them. Often cross over from one side of the road to the other, lots of time spent 'dismounting' and crossing over busy roads. (Example would be Yarmouth Road in Lowestoft from Corton Long Lane in the North down to High Street) I do most of my cycling around the Hadleigh area and find crossing the b1071 very dangerous,cycle or pedestrian fly overs would be a good idea making it safer for pedestrians and cyclists to cross at the Kersey,Whatfield And Aldham crossings on bypass I do not have enough knowledge to comment I find it very nerve racking cycling in and around Ipswich as I don't feel there are very many cycle paths. but this maybe done to my inexperience I generally cycle in the countryside rather than big towns, so just general road improvements, such as potholes! i haven't cycled much in suffolk however the essex roads are not very good and can be dangerous to miss pot holes. I live in the country near the forest and use the forest tracks - we need more bridle ways opened for cycling as the cars on country roads make them dangerous I tend to stick to the quieter country roads as we have young children and the towns (Beccles) are not safe as drivers come to close as the roads are narrow and mainly one way. I think Ipswich is pretty lucky. Some routes are harder than others, but on the whole very good. I work at Ickworth in Horringer and live in Bury - I would really like a cycle route between the two. I would like to see a safe route to school from Melton village to Farlingaye High. I would like to see an improved cycle path between Rougham Industial Estate and Mount Road, this is a real hazard to a cyclist, and motorist if going too fast. Improve education to pedestrians (and cyclists) on the use of combined cycle/pedestrian paths In bury st edmunds. The cycle route near the college goes on and off the path/road both sides of the road in an haphazard way. Between Westley and Barrow signs needed as many of us cycle this way and cars pass very close In general cycle routes need to be complete, often you can be cycling along a cycle route when it suddenly and abruptly comes to an end, this is more of an issue if the route is along a pavement area that is shared with pedestrians. Also cycle lanes should be park free zones, often Corton Road (Lowestoft) has loads of cars parked in the cycle lane. Lowestoft seafront is also another area which can be quite dangerous during the summer, there is now a cycle route along the seafront however it is not really positioned very well (slap bang in the middle of the promenade) or very well designated and often pedestrians end up strolling along it oblivious it is a cycle route. A cycle route across the bridge would also be useful as the road is quite dangerous and the pavement is only for pedestrians although many cyclists do use it.

In general more cycle paths would be useful but not just in the towns. I often feel less safe cycling on country roads than i do in the towns because the traffic seems to go much faster with little regard to cyclists. Campaigns that encourage drivers to have more awareness of cyclists would be good, partiuclarly in the Mildenhall area. From experience, drivers in american cars often overtake cyclists without giving them enough room and driving past much too fast. In general there needs to be provision for cyclists separate from other traffic and not shared with pedestrians. In town, for example Norwich Road bus lane is no longer needed as P&R has gone. So why not have cycle lanes like Valley Road / Colchester Road as facility towards Asda is terrible. Ipswich 21st Project Lacks Progression and imagination. e.g. Princes Street Middle of Road co loured cycle reserve -Northbound at Southern junction approach to Princes Circus. Just general more awareness by motorists. More signs warning of cyclists articularly on recognised routes around tunstall blaxhall snape Just that in general there should be more cycle lanes. keep the cylce signs that are painted on the pavement\road updated. keep the lorries off the rural roads Keeping the minor roads in better shape! Especially around Hoo/Easton Lack of dedicated cyclepaths in urban areas. Birkfield Drive Ipswich has adequate verge width to create a safe smooth off-road cyclepath which could connect NCR 1 at Belstead Brook almost to the Town Centre via Gippeswyk Park yet all that has been provided by Suffolk County Council is some white lines within the carriageway. Linking of cycle paths e.g. across Lowestoft bridge Links with the rail network. I would use the train and bike to get to work instead of the car if the times of the trains were better. i.e. Melton to Lowestoft leaving Melton at 06:41 Have to wait at Saxmundham for 50 minutes does not arrive in Lowestoft until 08:33!! A train journey of approximately 40 miles taking 110 minutes almost 2 hours!! Yet the trains going the other way towards London! are regular - You can guess why more money to be made! Why can't the investment be made to duel the track all the way between Lowestoft and Ipswich Lowestoft Bridge needs a cycle lane on the path, lowestoft see front could do with being resurfaced as it is uneven. Lowestoft harbour bridge Lowestoft in general (too much stop starting off cycling paths. Lowestoft offers a good path way and even at 10.00 pm tonight when I leave off I have a safe route home . Lowestoft swing bridge is very dangerous to cycle over Lowestoft though town and around bridge, and Oulton Broad requires more continuity of cycle paths at junctions and heavy traffic areas, and to keep clear of pedestrians. Lowestoft town centre Main roads around ASDA white house, bike lanes have potholes. Many rural roads (several locations) have poorly maintained surfaces with potholes, bumps and small but dangerous drops at the edge. I would also like to see more enforcement to prevent parking in cycle lanes. Maps of safe routes for children. Disused railway lines like Hadleigh are ideal. So alternative routes like this would be great. There is less of a requirement for them to be concerned about traffic. Mix pedestian/cycle lanes are not suitable for either as pedestrians don't expect 15mph silent machines on the pavement. Cycles lanes full of road debrie - e.g. Trimley-Levington. Clycle lanes need smoother tarmac - often the poorest part of the road and pooly patched (e.g. Felixstowe High road) more bicycle lanes, improvements to cycle routes in general, stressing bike awareness to drivers More bike lanes More clearer marked cycling lanes in Lowestoft. More complete cycle lanes around the one way system in Ipswich town centre More Cycle Lane from Kesgrave to Town Centre More cycle lanes More cycle lanes More cycle lanes and the encouragement for cyclist to use them for their own safety More cycle lanes as cars tend to get too close to cycles More cycle lanes for families, joining villages together would be lovely. More cycle lanes in Ipswich More cycle lanes on major routes More cycle lanes on roads and paths is a must! this would encourage lots more people and lots more people would help other people, lets get people infected with safer cycling!! More cycle lanes. Also hedges to be cut back and maintained more as they over spill on to the roads, pushing you further out into the traffic

more cycle path on the A 12 in Lowestoft More cycle paths MORE CYCLE PATHS More cycle paths - particularly in the town centre and Norwich Road More cycle paths - preferably specific paths or clearly indicated lanes on roads. Road crossing at Rougham on cycle path 51 could be improved possibly (Bridge?) - road signs to slow people down don't tend to work and especially when hedges are overgrown. More cycle paths are needed nationwide, let alone Suffolk, we are badly lag behind the majority of Europe. More cycle paths in general especially around Brantham, Tattingstone, Washbrook and Sproughton. More cycle paths in Sudbury More cycle paths to enable safer riding on roads More cycle paths, as part of the road network & not as part of a footpath! More cycle routes More cycle routes more cycle routes More cycle routes in general in and around Ipswich. More secure places to store your bikes when in the town centre. Asda Ipswich (Goddard Rd) removed their cycle racks recently which I find totally bizarre so when I challenged them they said I could leave my bike in-store if I was worried about it. They should re-instate the cycle places outside More cycle routes needed to try to keep cyclists of the main roads More cycle routes when travelling across town. Oulton Broad very busy and only partly covered by cycle path. Lowestoft Bridge very dangerous and no cycle path. More cycle routes, better enforcement on cycle lanes on roads More cycle tracks, linked up. Improve the surface of the track in the Woodbridge to Ioswich area. Unless you have a mountain or crossroads bike it's too bumpy. More cycling infrastructure design training for assett management staff & statutory consultees (The Police particularly) across the county. It's fine having demonstration projects but staff need to know when/where/how to deilver cycling infrastructure in their everyday jobs. Consultees also need to receive further education so that they don't continually provide negative feedback about proposed new cycling infrastructure. Phoenix House showers also need to be upgraded. More decent & secure cycle racks - not wheel benders. More dedicated cycle lanes which are separated from the main traffic More dedicated cycle lanes. Not just 'white lines' painted at the side of the road MORE DEDICATED CYCLE PATHS More driver awareness initiatives, no car/bike segregation - better sharing! More events and more sportives :) More roads to be designated with 20mph speed limits to make me feel safer More specific cycle lanes. Change more pedestrian paths (especially little used ones) to legal joint use by pedestrians and cyclists. More trails to be promoted signposted using lesser roads ans trails My main route into town is along Risbygate St. The cycle path is unclear in places & goes on & off the pavement. Confusing & dangerous for motorists & pedestrians as well as cyclists. Also, I think better education for motorists re signalling in good time is needed. I had a near miss at Risbygate roundabout when a motorist started signalling left & then turned after I had stopped at the roundabout on his offside. My National Trust office is at Westley Bottom and although I cannot cycle to work as I live to far away, those that do are placed in peril because the road is narrow, the cars go too fast and there is no cyclelane. Not sure what you can do, it is just an observation!! My route to & from the Port of Felixstowe is still very dangerous. N/A N/A N/A Newbury Road and Freehold Road in Ipswich NCR 1 speed bumps and road surface are in a dangerous condition for cyclists and an embarassing disgrace for Suffolk for a NCR no No no No no comment No easy routes in the town centre or within a short walk where a parent and child can ride together without having to take the bikes in the car. Difficult to get young children into regular cycling as a result.

No not the routes I have taken None None Norwich road Ipswich, cycle lanes are sub-standard. Generally keeping the carriageway maintained around gullies, so that you dont have to swerve out around gullies where the carriageway is breaking up. Not really, just better awareness from walkers and dog walkers but thats not easy to achieve Not sure Obviously more cycle paths, around the Gunton area. Off road cycle paths... such as disused railway lines and turn more countryside footpaths into bridleways so people can ride away from traffic. In Ipswich it often feels as though cycle provisions are made by people who have never ridden a bike on the road before and many others are an afterthought to the road which is already insufficient for such (town end of Norwich road cycle lane for example). Other roads (such as Bramford road) are horrendous to ride down on a bike - bumpy and full of bad reinstatements and potholes - this is offputting to cyclists. Overall, far more marked cycle routes through Bury St Edmunds. They are often very poorly maintained causing damage to bikes or causing the cyclist to veer out into main traffic. Rationalisation of cycle lanes in Bury St Edmunds. At present, there are lanes which appear to be provided for the sake of it, rather than to benefit cyclists, such as Out Risbygate and Maynewater Lane. Cyclists tend to ignore them, which upsets motorists. Cycle lanes should only be painted on busy roads, where they are essential. Otherwise, they force cyclists to ride in the gutter and encourage motorists to pass too close and too fast. Without lanes, motorists generally give cyclists a wide berth and pass with care. However, on principal routes cycle lanes are essential. road quality - pot holes are death traps cycle lanes drivers need cycle training too as part of thier driving test! road resurfacing - White house road Ipswich more cycle 'lanes' similar to Colchester Road ipswich Road surfaces in general are really poor at the edges, pot holes, edges fallen away etc. Roads to bumpy along cycle lanes around Lowestoft (mainly goriest on road) and cycle paths not clearly marked Route 51 - it is ludicrous to describe the stretch from Barham through to the A140 as a safe cycle route - it is a 60mph road with the odd 'Think Bike' sign. As this is my route in to work, it is a disincentive to me cycling in. Routes in rural areas generally, need to be promoted more widely. Particulalry where there are tacks across fields. Not all are way-marked. Routes into Ipswich could be better planned/marked and more secure facilities for cycle parking in central locations might help. Rurally, and I understand this is probably a fantasy request, - more cycle paths as the country roads are off putting to cyclists if you live in a village. Also more cyclist awareness from drivers who speed round corners and dont expect to see a cyclist on the road! Seafront Cycle way is fine but the General public do not seem to take notice of signs - they need to be more aware of cyclists using the path segregated cycle routes to avoid conflict with cars or pedestrians Signs around the town - I live in Felixstowe but reminding cars to give enough room to cyclists when they are overtaking. Some of the road lanes are not very well lined some of them seem to just disappear or you are expected to bump down a high kerb to get back onto it. Some of the newer lanes are isolated by high hedges which I persoanlly feel makes you vunerable, they should be done so that you can be seen by the road users and not hidden away Sudbury has few cycle paths and those that are on the newer estates end abruptly. I would be more likely to bike to my destination if there were more cycle paths as the roads can be very busy Sudbury, Haverhill. Suffolk is a great place to cycle but there is a real sense that cyclists are borrowing the roads from motorists, particularly in towns. I think a general shift towards roads being there for all modes of transport equally needs to happen somehow. Suffolk needs many more cycle lanes. Main Road Kesgrave is a prime example- whilst there is a cycle lane, this is on a pavement. When on a road bike doing approximately 20mph it is not safe to cross all the driveways, roads and pass pedestrians. Ipswich town centre needs to be much more cycle friendly... More cycle lanes required! Surface of country roads Sutiable cycle routes to areas where lots of people work like industrial estates. Cycle route from the lowestoft asda through the town to the whapload road estate. birdseye employee over 800 emploies which over half live in lowestoft. cycle tracks make people feel more safe. These routes can also be used for people to ride into the town centre.

The A1092 between Long Melford and the Philips Avent could be made safer to get more people to cycle to work The continuation of the cycle path all the way along Normanston Drive heading into Oulton Broad would be good. The cycle lane road surfaces need to be better specific areas include Norwich Road, in general road surfaces need to be better White House Road, Eccles Road. The cycle paths in Bury St Edmunds in some sections are just not suitable for cyclists, they are very stop start and often there are pedestrians and they also cross access roads adding to the stop/starts. This encourages cyclists to go on the roads which I am sure cyclists and motorists would love to avoid. The main problem is the speed of other road users-more speed checks. The road surface is dreadful on Woodbridge Road starting at the junction of The Duke of York and going up the hill in the right hand side. There are several large dips where work had been done and the resulting "patch" has sunk, almost making a well in places. Very painful to ride over. I have to either ride in the gutter on this section and have cars cut me up or pull out to the middle of the road and deal with irate car drivers who think I'm hogging the road for my own pleasure rather than my safety! The roads are awful all over Suffolk, many repairs needed failing that lots of new cycle paths seperate from main roads would be great. With more and more people taking up cycling all the time it makes sense to me that new cycle paths should be installed all over Suffolk not only for nice comfortable riding experience but for the safety of all cyclists, from the very experienced to those that have just taken up cycling! I was hit by a car this time last year and I can tell you that this was an extremely traumatic experience for me and it took until recently for me to pluck up the courage to get back on a bike! So I strongly feel something should be done regarding this particular issue, also many more new safe cycle paths would intice lots more new cyclists of whom may not have the confidence to ride amungst the busy roads of today. All in my opinion of course but maybe u guys can make something happen. The roads in Ipswich are quite bad with lots of potholes, especially on the Whitton estate The roads in Somerleyton - there are too many potholes which wreck my tyres. The roundabouts at Stoke Bridge in Ipswich coming along from the Waterfront. The route I cycled during the challange was along Sproughton Road onto Bramford Rd, onto the B1113 towards Sproughton and the back into Ipswich and along Europa Way. Although when you get to Bramford there is a little path approx 25 yd that says cycle route, there is no specific cycle route along this road. Although it is mostly a 40 mile limit for vehicles most go faster and once you get out of the 40 mile limit you are on the national speed limit into Sproughton. It is a nightmare on a bike unless you cycle very early in the morning (i usually go out at 5.30 am or late in the evening after 7.00 pm. In between these times it is very dangerous. I do not like to cycle on paths. Also, most car drivers do not give way to cyclists, they drive far too close. It would be nice to have a cycle path along this route, it is a lovely ride. The Shotley Peninsula. The main road is not safe for cyclists. There are generally alot of dirty tracks around Suffolk in more rural areas or alongside rivers etc, which are probably not appropriate to change and would ruin the view! there is a corner I pass which I am sure has punctured my tyres more than once..It has thorns! It is at the crossroads of Rotterdam, Oulton rd, and St margarets rd. We often have glass on the cyle ways (old tramways) from back of Kent rd to top of rotterdam There is no designated cycle park for bikes in Bury. Would be very useful near the apex. This would encourage more people to cycle into twon. There is no place in particular but I don't enjoy riding on the roads, especially near round-abouts. Traffic-free cycle route between Rushmere St Andrew/Kesgrave and Ipswich instead of A1214 road. unconnected or disrupted cycle ways in central lowestoft are a mess and i imagine a quite off putting for someone thinking about cycling into town but is not used to it Victoria road, at the trainline end, the paths are narrow and the road often has cars parked, making it narrow for both a cyclist & vehicle to pass. Although, other than a cycle lane I don't think there is much scope for improvement.

Where to start! 1. Top priority the main radial and orbital routes in Ipswich to encourage commuters. A good starting point is to simply look after the road surface and sort holes and sunken grids in that first metre of road from the kerb. Some cars come so close you dare not move out round holes and grids. An example is Westerfield Rd north of Colchester Rd- it was top dressed a couple of years ago without the holes cracks and bumps being sorted first. Horrible. 2. More cycle parking at all destinations. More dispersed cycle parking across Ipswich town centre would help shoppers. Really you want to park up outside a shop and nip in. Where you've already got a cluster of benches and planters you could stick a couple of bike stands in. I cycled to Snape Maltings once and their cycle parking was pitiful. It's not good enough and such a missed opportunity as there are lovely rides to Snape. 3. More or better places to cross the A14 & A12. The A12 at the end of Saddlemakers Lane Melton maybe, and the A14 when you are trying to cycle between east & west Suffolk via Offton and under the A14 at Claydon there is a vile section along the B1113 which is a busy lorry route too. Within the county council, I would like to see greater access to showers and more secure locking facilities for bikes, ideally where people could maybe keep bikes overnight for short trips during the working day even if they have to drive to their office base. I work in Lowestoft and I have to commend it on the number of cycle ways it has. Woodbridge Road into town is very pot-holed and uneven, especially on the downhill part into town towards Warwick Road, making this route very dangerous. Especially as cars are trying to cut you in and overtake. woodbridge road is dangerously cracked. The cycle lanes around the hospital in Ipswich and the ring road need to be separate from the foot path. As when you are cycling at 20mph plus, its danger for people walking. Would help to have a continous ride along Victoria Road, Normanston Drive, through Oulton Broad. Better cycle route maps (free of charge, and available on the internet, via local post offices shops) Yes, awareness of cyclists on roads to car drivers in the Stonham Aspall Yes, I cycle a lot around the Leiston area, from Woodbridge to Lowestoft. i have a road bike ansd a lot of the smaller roads have quite large pot holes and are genarally in need of repair. Youth cycling county wide it would be nice to have organised family or child focus rides

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