Summary
This briefing paper presents an overview of the contemporary debate on
cycling. It summarises the transport issues facing NSW, presents an account of
the state of cycling in NSW and in Sydney in particular, and compares cycling
in Sydney with the other Australian capital cities and with selected
international cities.
Cycling in transport policy: overview
Over the last ten years, several policies at all three levels of government
have shaped cycling in NSW. The Australian National Cycling Strategy 2005-2010
was released by the Commonwealth Government in 2005 and is now due for review.
NSW released its new bike plan in May 2010: the New South Wales BikePlan. The
City of Sydney is one of the most pro-active councils in respect to cycling,
and has a comprehensive bike plan: Cycle Strategy and Action Plan 2007-2017.
Other relevant transport policies include: the Metropolitan Transport Plan:
Connecting the City of Cities (NSW); the NSW State Plan; and Sustainable Sydney
2030 (City of Sydney). [2.0]
Transport issues facing NSW
Transport issues faced by Sydney include: congestion; greenhouse gas
emissions; air quality; energy consumption; and travel times. The State of the
Environment 2009 found all transport indicators to be in poor or moderate
condition. Many of the economic, social and environmental costs of these
transport issues are projected to increase in the coming years. This raises the
question – to what extent can cycling contribute to addressing transport
issues in NSW? [3.0]
The costs and benefits of cycling
Research on the costs and benefits of cycling has increased markedly in
recent years. This research has identified transport, environmental, economic,
social and health benefits that may arise from increased levels of cycling.
Cost-benefit analyses have also been conducted on cycling infrastructure
projects around the world. Cost-benefit ratios for these projects range from
1.5:1 to 20:1. [4.1]
The factors that influence cycling uptake
Rates of cycling are affected by many factors. These include: cycling
skills; topography; climate; distance; social norms; bike infrastructure;
safety; land use mix; and accessibility and affordability of other forms of
transport. Policy therefore needs to address multiple factors in order to
increase cycling adoption. [4.2]
NSW and Sydney cycling statistics
More bikes than cars were sold per year in Australia between 2001 and 2008.
Although 42% of Sydney households owned at least 1 bicycle in 2005, only 0.7%
of people cycled to work. Despite an increase of 0.6% in the number of trips to
work undertaken by bike between 2001 and 2009, the overall share of cycling for
all trips to work has remained roughly constant. The number of trips to work by
bike varies considerably between local government areas. 2.47% of Marrickville
LGA residents cycle to work, whereas only 0.38% of Canterbury LGA residents
cycle to work. Of all trips by bike, recreation is the most frequent purpose,
and the number of recreational events has increased in recent years. Cycling
fatalities and injuries have remained relatively constant between 2000 and
2008. [5.0]
Cycling in NSW: the administrative framework
Each level of government has a role in developing and maintaining cycling
infrastructure and policy. In concert with State and Local Governments, the
Commonwealth sets transport objectives, sets infrastructure objectives, and
provides funding. The NSW BikePlan guides NSW Government investment in cycling
infrastructure. The BikePlan allocates lead responsibility to seven
administrative bodies, whilst several other bodies are more peripherally
involved. A ten year vision has been set: to establish a Metro Sydney Bike
Network that links major centres and creates a strategic cycle network in inner
Sydney; and invest in cycleways in regional NSW and cities like Newcastle and
Wollongong. Together with the NSW Government, local councils have a leading
role in the provision of cycling infrastructure in NSW. Each local council
makes its own policy and investment decisions regarding cycling infrastructure.
[6.1, 6.2 and 6.3]
Comparing Sydney with other Australian capital cities
In 2006, of all Australian capital cities, Sydney had the lowest percentage
of trips to work by bike and the lowest percentage of the population who were
regular cyclists. Aside from Darwin, Sydney also had the lowest annual growth
in the number of people cycling to work. A more detailed comparison with
Melbourne reveals that Melbourne has: twice the amount of journey-to-work
cycling; three times the rate of growth in cycling; proportionally more cycling
for commuting purposes; better cycling advocacy; and spends roughly three times
more per capita on cycling. These differences can be partially explained by
Melbourne's more suitable topography and climate. [7.0]
Comparing Sydney with selected international cities
Commuter cycling is much higher in some European countries than in
Australia: for example, an average of 27%, 19% and 10% respectively of
commuters in Holland, Denmark and Germany cycle to work. In contrast, only 0.7%
of commuters in Sydney cycle to work. Much of this can be explained by
significant differences in expenditure on cycling, cycle-friendly policies and
infrastructure, and higher government commitment to cycling. Sydney has lower
levels of cycling than San Francisco, arguably a city of comparable topography.
With roughly double the amount of investment per capita, San Francisco has
demonstrated that cycling levels can be increased with an appropriate mix of
investment, government commitment and policy options. [8.0]
Policy recommendations and case study findings
Many policy recommendations are found in the relevant literature and case
studies. These recommendations can be grouped into several categories,
including: cycle-specific planning; bike schemes; information, campaigns and
events; safer road layout; restrictions on car use; education; and integration
with public transport. [9.0]