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Perhaps the best starting point in looking at planning for cycling is to examine existing travel patterns in the UK. The National Travel survey (Department for Transport, 2012) revealed that 66% of all journeys made in the UK are less than 5 miles in length. .
Almost all these journeys are potentially cycle trips and evidence suggests that in urban areas cycling provides faster mean journey times than alternative modes for trips of less than 6 miles in length (Docherty I and Shaw J, 2003). Thus, cycling can potentially provide a larger proportion of journeys made by other modes. But clearly, cyclists don't make this contribution right now because out of 25% of all trips that are less than 1 mile, 75% are made by automobile (DfT, 2010). In fact, the National Travel Survey (DfT, 2012) also reveal that only 2% of trips are made by cycling and that more trips are made on foot, by car and bus than cycling, as can be seen on figure 2 below.
Figure 2: Average number of trips by mode.
Source: data provided in National Travel Survey (DfT, 2012).
Therefore, reducing the number of short trips made by automobile, which can be made by cycling, can greatly improve societal wellbeing through constant exercising and improve physical fitness; reduce vehicle emissions and fuel consumption through reduction in cars on our roads; and above all increase social interaction through active travel.
One of the key determinants of cycle trends in the UK has been transport policy. Prior to the 1980's there was barely any government policies directly related to cycling; Aldred R (2012:97) mentioned the decline of the bicycle industry and lack of state support comparable with that of the car industry as some explanations of the invisibility of cycling policy prior to the 1980's. Other academics mentioned growing interest/power in motoring and road construction and the perception of cycling as not requiring dedicated infrastructure and resources, as other explanations.
