More people are cycling in Britain’s major cities – except two

An exciting new form of bike being tested in Birmingham, 1935. It did not catch on. Image: Hulton Archive/Getty.

The latest instalment of our series, in which we use the Centre for Cities’ data tools to crunch some of the numbers on Britain’s cities. 

Round here, we are broadly speaking in favour of making cities more liveable, and broadly speaking against filling them with horrible, choking, lifespan-cutting gases like Nitrogen Dioxide. So, on balance, we’re pro-cycling.

It’s reassuring, then, that between the last two censuses, the number of people commuting by bike climbed in most of Britain’s major cities. It’s less reassuring, however, that we’re starting from such a low-base – and also that we have to say “most”, rather than “all”.

But we’ll get to that: first, define your cities. There are 63 cities in the Centre for Cities database – but this includes such metropolises as Blackpool and Aldershot. To make the dataset more user-friendly, we’ve decided to create a new category of “major cities”: London; the 10 cities in the “Core Cities” group; plus the other two national capitals, Edinburgh and Belfast.

Here’s how the percentage of people commuting by bike in those 13 cities changed between the 2001 and 2011 censuses.

The first thing to note is how low the numbers here are: in every city, it’s a tiny minority of people who use pedal power to get to work. Boo.

Within that, though, there’s a pretty clear division between cities where the figures are low, and those where they are really low. In eight of them, they’re jostling around the 1-2 per cent mark. But four cities – Nottingham, Cardiff, Edinburgh and Belfast - are rather higher (3-6 per cent, say) suggesting that they’re more cycling friendly.

Mathematicians among you will have noticed that’s only 12 cities. The 13th is London, which saw a quite significant increase between the two censuses. In 2001, just 2.3 per cent of Londoners cycled to work, placing it just above the low-cycling group; a decade later, that number had jumped to 3.6, putting it securely in the higher-cycling one. Those numbers are still small, and anecdote isn’t data of course, but experience of the capital’s streets suggests to me it will have climbed further in the mean time.

Another city has seen an even more marked increase, and from a higher starting point. That’s Bristol, right at the top of the chart, up from 3.9 to 6.1 per cent. It’s tempting to credit this to the London-ification of the city, as creative hipster types have been forced out of the capital by house prices – but since nearly 4 per cent of Bristolians were already cycling in 2001 it’s probably it’s just a relatively good city for cycling. Good for Bristol.


Anyway. The general story here is of steady increases: in 11 of the cities, more people commuted by bike in 2011 than a decade earlier. The trend is very clearly towards more cycling.

In the last two, however, that number has fallen. In Birmingham it’s fallen very slightly from 1.65 to 1.53 per cent; in Nottingham, very slightly more, from 3.58 to 3.27 per cent.

These are small changes, of course: the larger fall is of 0.3 per cent. Big woop. But it is striking that they go against a trend towards more cycling, and it’s not immediately obvious why that should be.

That said, the trend in the two cities does appear to be different. Over the same period, Nottingham has seen a slightly increase in the proportion of workers commuting by public transport (0.4 per cent) and a slightly bigger fall in those driving (1.25 per cent). So even though cycling numbers are slightly down, the trend is still towards a less car-based city.

My instinct was to credit all this to Nottingham’s tram network – but Bimingham also has one of those, and there things have gone, slightly, in the other direction. Car use is up (0.6 per cent); public transport use is down (0.3 per cent).

These are still, remember, tiny figures: proper margin of error stuff. But nonetheless, at a time when the trend is towards less car-based cities, even standing still looks bad.

Jonn Elledge is the editor of CityMetric. He is on Twitter as @jonnelledge and also has a Facebook page now for some reason. 

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Barnet council has decided a name for its new mainline station. Exciting!

Artist's impression of the new Brent Cross. Image: Hammerson.

I’ve ranted before about the horror of naming stations after the lines that they’re served by (screw you, City Thameslink). So, keeping things in perspective as ever, I’ve been quietly dreading the opening of the proposed new station in north London which has been going by the name of Brent Cross Thameslink.

I’ve been cheered, then, by the news that station wouldn’t be called that at all, but will instead go by the much better name Brent Cross West. It’s hardly the cancellation of Brexit, I’ll grant, but in 2017 I’ll take my relief wherever I can find it.

Some background on this. When the Brent Cross shopping centre opened besides the A406 North Circular Road in 1976, it was only the third large shopping mall to arrive in Britain, and the first in London. (The Elephant & Castle one was earlier, but smaller.) Four decades later, though, it’s decidedly titchy compared to newer, shinier malls such as those thrown up by Westfield – so for some years now, its owners, Hammerson, have wanted to extend the place.

That, through the vagaries of the planning process, got folded into a much bigger regeneration scheme, known as Brent Cross Cricklewood (because, basically, it extends that far). A new bigger shopping centre will be connected, via a green bridge over the A406, to another site to the south. There you’ll find a whole new town centre, 200 more shops, four parks, 4m square feet of offices space and 7,500 homes.

This is all obviously tremendously exciting, if you’re into shops and homes and offices and not into depressing, car-based industrial wastelands, which is what the area largely consists of at the moment.

The Brent Cross site. Image: Google.

One element of the new development is the new station, which’ll sit between Hendon and Cricklewood on the Thameslink route. New stations are almost as exciting as new shops/homes/offices, so on balance I'm pro.

What I’ve not been pro is the name. For a long time, the proposed station has been colloquially referred to as Brent Cross Thameslink, which annoys me for two reasons:

1) Route names make rubbish modifiers because what if the route name changes? And:

2) It’s confusing, because it’s nearly a mile from Brent Cross tube station. West Hampstead Thameslink (euch), by contrast, is right next to West Hampstead tube.

Various other names have been proposed for the station. In one newsletter, it was Brent Cross Parkway; on Wikipedia, it’s currently Brent Cross South, apparently through confusion about the name of the new town centre development.

This week, though, Barnet council quietly confirmed it’d be Brent Cross West:

Whilst the marketing and branding of BXS needs to be developed further, all parties agree that the station name should build upon the Brent Cross identity already established. Given the station is located to the west of Brent Cross, it is considered that the station should be named Brent Cross West. Network Rail have confirmed that this name is acceptable for operational purposes. Consequently, the Committee is asked to approve that the new station be named Brent Cross West.

Where the new station will appear on the map, marked by a silly red arrow. Image: TfL.

That will introduce another irritating anomaly to the map, giving the impression that the existing Brent Cross station is somehow more central than the new one, when in fact they’re either side of the development. And so:

Consideration has also been given as to whether to pursue a name change for the tube station from “Brent Cross” to “Brent Cross East”.

Which would sort of make sense, wouldn’t it? But alas:

However owing to the very high cost of changing maps and signage London-wide this is not currently being pursued.

This is probably for the best. Only a handful of tube stations have been renamed since 1950: the last was Shepherd’s Bush Market, which was until 2008 was simply Shepherd's Bush, despite being quite a long way from the Shepherd's Bush station on the Central line. That, to me, suggests that one of the two Bethnal Green stations might be a more plausible candidate for an early rename.


At any rate: it seems unlikely that TfL will be renaming its Brent Cross station to encourage more people to use the new national rail one any time soon. But at least it won’t be Brent Cross Thameslink.

Jonn Elledge is the editor of CityMetric. He is on Twitter as @jonnelledge and also has a Facebook page now for some reason. 

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