Cycling System in Amsterdam - Coursework Example

Cycling System in Amsterdam The aim of the study was to determine factors that foster cycling system in Amsterdam and the impacts of cycling system on the city’s economy and on personal and environment health of residents and city respectively. The specific objectives of the study were to establish whether infrastructure development and government policies and strategies influenced the growth and development of cycling system in Amsterdam. The research will be of significant to the Amsterdam’s urban authorities, Netherland’s government, other countries and cities and other scholars. The study design used a descriptive research design in analysis and collection of data because the method enables the researcher get comprehensive responses and ensures interaction between the respondents and the researcher. Because of the heterogeneous nature of the population the researcher used stratified sampling method. The target population for the study was not only composed of the city residents but took into account a few foreigners (50). The research used questionnaires, observation and interview methods in gathering data. The data was analysed both qualitatively and quantitatively and the results presented in pie charts, tables and bar graphs. Based on the research findings the researcher made conclusions and recommendations and finally gave suggestions for further studies. TABLE OF CONTENTS COVER PAGE.........................................................................................................1 ABSTRACT..............................................................................................................2 TABLE OF CONTENTS..........................................................................................3 LIST OF TABLES.....................................................................................................5 LIST OF FIGURES...................................................................................................6 CHAPTER ONE INTRODUCTION OF THE STUDY 1.1 Introduction..........................................................................................................7 1.2 Background of the study......................................................................................7 1.3 Profile of cycling system in Amsterdam..............................................................8 1.4 Definitions............................................................................................................8 CHAPTER TWO AIM, OBJECTIVE AND RATIONALE 2.1 Aim of the study...................................................................................................10 2.2 Objectives of the study..........................................................................................10 2.3 Rationale...............................................................................................................11 CHAPTER THREE RESEARCH METHODOLOGY 3.1 Introduction.........................................................................................................15 3.2 Research approach...............................................................................................15 3.3 Data collection methods.......................................................................................16 3.4 Sampling...............................................................................................................16 3.5 Data analysis........................................................................................................18 3.6 Field work.............................................................................................................18 CHAPTER FOUR DATA ANALYSIS, PRESENTATION AND INTERPRATION OF FINDINGS 4.1 Introduction.................................................................................................................19 4.2 Presentation of findings...............................................................................................19 CHAPTER FIVE CONCLUSIONS AND RECOMMENDATIONS 5.1 Introduction..................................................................................................................32 5.2 Conclusion....................................................................................................................32 5.4 Recommendations.........................................................................................................33 REFERENCES..................................................................................................................35 LIST OF TABLES Table 3.1 target population...................................................................................17 Table 3.2 sample size............................................................................................17 Table 4.1 Response rate.........................................................................................19 Table 4.2 Gender....................................................................................................20 Table 4.3 Ages of respondents...............................................................................21 Table 4.4 Social economic status...........................................................................22 Table 4.5 Effects of infrastructure development....................................................23 Table 4.6 Extent of effects of infrastructure development.....................................24 Table 4.7 Effects of government policies and strategies........................................25 Table 4.8 Extent of effects of government policies and strategies.........................26 Table 4.9 Impacts of cycling system on economy..................................................27 Table 4.10 Extent of impacts of cycling system on economy................................28 Table 4.11 Effects of cycling on personal and environmental health.....................29 Table 4.12 Extent of effects of cycling on personal and environmental health.....30 Table 4.13 Bicycle theft..........................................................................................31 LIST OF FIGURES Figure 4.1 Response rate.........................................................................................19 Figure 4.2 Genders..................................................................................................20 Figure 4.3 Ages of respondents..............................................................................21 Figure 4.4 social economic statuses.......................................................................22 Figure 4.5 Effects of infrastructure development...................................................23 Figure 4.6 Extent of effects of infrastructure development....................................24 Figure 4.7 Effects of government policies and strategies.......................................25 Figure 4.8 Extent of effects of government policies and strategies........................26 Figure 4.9 Impacts of cycling system on economy.................................................27 Figure 4.10 Extent of impacts of cycling system on economy...............................28 Figure 4.11 Effects of cycling on personal and environmental health...................29 Figure 4.12 Extent of effects of cycling on personal and environmental health...30 Figure 4.13 Bicycle theft.........................................................................................31 CHAPTER ONE INTRODUCTION TO THE STUDY 1.1 Introduction This chapter provide general ideas of what was covered in the whole study by providing the background of the study, the problems is well stated to indicate the motives for the research to carry out the study. In addition, the chapter vividly stipulates the objectives of the study, advantages and disadvantages, significance and the scope of the study. 1.2 Background of the study Amsterdam is one of the most highly rated cities in Netherlands in terms of bicycle friendlessness. Over the years the cycling population and the cycled distances have increased tremendously forcing the city to increase bicycle paths and expand or increase bicycle parking slots to accommodate the growth in the sector. According to a research, the population of Amsterdam is slightly above 1.1 million people and out of the trips made in inner city 60 percent are made by bicycle and out of the trips made in the greater city area, 40 percent of the trips are made by bicycle (MGO & Mev 2010). Cyclist enjoys the use of wide varieties of bicycles ranging from traditional Omanifets to modern road bikes, city bikes and recumbent bikes. There are also different institutions and companies offering bike hire services. Amsterdam is well known for its slight number of accidents. According to a research, Amsterdam had a total of 18 traffic related deaths. Though the Amsterdam offers a cycling friendly environment there are considerably high incidences of bicycle theft and the vice is escalating at a higher rate. According to a research, 54,000 bicycles were reported missing in 2005 and between 12,000 and 15,000 bicycles are stolen and retrieved from canals (MGO & Mev 2010). 1.3 Profile of cycling system in Amsterdam Amsterdam is the most populous and capital city of Netherlands with a population of 1,317,663 in the urban area, 825,080 within the city proper and 1,590,520 within the metropolitan area. The city is found in the north Holland province with a total population of 2,431,000. Cycling comprise of 40 percent of the transportation sector in the city. Cycling is incorporated into school curricular and motorists are also constantly taught to be aware of cyclist. By the look of cycling in Amsterdam one may tend to think that it is embedded in their DNA which is not the case. For the cycling sector to achieve so much to date, there have been a significant combination of efforts from the government, urban planning department and the citizens. It was a long fought battle defeating all odds and obstacles for the sector to be where it is today. Investments in cycling infrastructure began way back in early 1970s as a result of auto reliance post-war boom that significantly contributed to the death of many cyclists. Faber says that as a result of the killing of 3000 individuals of whom 450 were children by cars a moment of change was defined and people decided to build on what they had (Stop de kindermoord). Today the city enjoys about 400 kilometres of paths that cyclists can use criss-crossing all around the city. This was a great move for a population that began with a past that was elitist in the 1890s (MGO & Mev 2010). 1.4 Definitions 1.4.1 Infrastructure Infrastructure is the organizational and physical facilities and structure (roads, canals, tracks, racks) needed for the operation and success of an institution, practise or event. It is the basic services, facilities and installations necessary for the effective operation of a system. Any sector or institution requires infrastructure for its prosperity and development (National Research Council 2013). 1.4.2 Government policies and strategies A policy is a principle or a course of action proposed or adopted by a business, individual or by the government. Generally, policies are the plans that are put forward to meet a mission, corporate culture or vision. Through policies institutions or organisations depict what they want to be like (Parkin 2012). A strategy is a plan or method that the government, individual or organisation chooses in order to achieve a desired future, such as solution to a problem or attaining a goal (MGO & Mev 2010). 1.4.3 Personal and environmental health Environmental health encompasses all chemical, biological and physical factors that act externally to a person and all the associated factors that affect behaviour (Kempen et al 2010). Personal health addresses physical, emotional and mental health of an individual in general. 1.4.4 Economy An economy is the network of distributors, consumers and producers of services and goods in a regional, national or local community (Mapes 2009). CHAPTER TWO AIM, OBJECTIVE AND RATIONALE 2.1 Aim of the study The main objective of the study was to explore factors that led to the growth and development of cycling system in Amsterdam and the effects and influences of the cycling system on the city’s residents and the city in general. 2.2 objective of the study 2.2.1 General objectives 1) Learning the impact of infrastructure growth and development on the cycling system in Amsterdam. 2) Learning the impact of government policies and strategies on cycling system in Amsterdam. 3) Learning the effects and influences of Amsterdam’s cycling system on the city’s economy. 4) Learning about the influence and effects of Amsterdam’s cycling system on personal and environmental health of city residents and the city respectively. 2.2.2 Research questions 1) What are the effects of government policies and strategies on cycling system in Amsterdam city? 2) What are the effects of infrastructure growth and development on the cycling system in the city? 3) What are the effects of cycling on personal and environmental health? 4) What is the impact of cycling system on Amsterdam’s economy? 2.3 Rationale of the study 2.3.1 Introduction In this chapter, literature which is consistent and related to the objective of the study in which practical and theoretical problems are brought out relating to cycling system in Amsterdam is reviewed. This chapter covers; past studies, critical review and summary raising crucial issues raised in the study and the conceptual framework of the study. 2.3.2 Theoretical review 2.3.2.1Infrastructure Infrastructure is the organizational and physical facilities and structure (roads, canals, tracks, racks) needed for the operation and success of an institution, practise or event. It is the basic services, facilities and installations necessary for the effective operation of a system. Any sector or institution requires infrastructure for its prosperity and development (National Research Council 2013). Along many roads in Amsterdam there is one or more separate cycle ways or marked cycle lanes on the road. The bicycle’s lanes surface is of high quality with considerably gentle turns enhancing the speed and distance of cycling. There are different cycle systems and rules that are fully operational in the city (MGO & Mev 2010). There has been development and construction of hovering is one of the most sophisticated bicycle infrastructures in the world. The hovering serves as a suspending bridge to enable cyclists cross busy roads. Tunnels and bridges largely have been constructed to enable cyclists cross motorways and rivers while in busy roundabouts cyclists are given priority (National Research Council 2013). There are well placed and effective traffic signals/lights placed in major junctions along cycle ways. In most cases, the traffic lights give priority to cyclist as compared to motorists especially in roundabouts and junctions. Road signs are strategically placed to guide cyclist (especially new) on directions and the appropriate ways to use the roads and cycle ways. All around the city, bicycle parking and stands are constructed almost everywhere. Finally, there are bike hire shops all over the city with fully fitted bike repair services and equipments. These shops are privately owned and offer short term bicycle rental services (National Research Council 2013). 2.3.2.2 Government policies and strategies A policy is a principle or a course of action proposed or adopted by a business, individual or by the government. Generally, policies are the plans that are put forward to meet a mission, corporate culture or vision. Through policies institutions or organisations depict what they want to be like (Parkin 2012). A strategy is a plan or method that the government, individual or organisation chooses in order to achieve a desired future, such as solution to a problem or attaining a goal (MGO & Mev 2010). Investing in cycling infrastructures was a major policy for the government in the 1970s after the incident of Middle East oil crisis when oil producing countries terminated exporting oil to Europe and western countries coupled with the demonstration by cyclists as a result of children’s death caused by motorist. Urban authorities began developing major policies and strategies that led to the success of the sector today. Among the major government policies and strategies are; more and better bikes’ parking spaces, direct and excellent cycling infrastructure with a frequent objective of new innovative designs and ideas, enhancing cyclists’ safety and effective control of bicycles thefts (Parkin 2012). 2.3.2.3 Environmental and citizen’s personal health Environmental health encompasses all chemical, biological and physical factors that act externally to a person and all the associated factors that affect behaviour (Kempen et al 2010). Personal health addresses physical, emotional and mental health of an individual in general. Netherland’s citizens view bicycle cycling as a way of life that significantly contributes to mental, emotional health. Cycling is a way of physical health that does not involve gymnasium. The environmental health is as important as personal health is to Amsterdam’s residents. The government largely advocates for more green structure development, backed by the government strategy to policies in construction by 2015. Amsterdam urban authorities recognised that there is absolutely no carbon monoxide and dioxide emissions from bikes as compared to motor vehicles thus promoting cycling in the city will greatly reduce environmental degradation (Mapes 2009). 2.3.2.4 Economy An economy is the network of distributors, consumers and producers of services and goods in a regional, national or local community (Mapes 2009). Cycling has much economic significance in Amsterdam which includes; cost effectiveness, time management and act as a source of foreign income from tourism. A good transport system is measured in terms of costs, convenience and time. Cycling matches with all these aspects making it a better transport system compared to motor transport. Cycling transport is a cheap means of transport for both the individual and the society (MGO & Mev 2010). Motor vehicle transport results to escalated external costs related to energy consumption, environmental pollution, road casualties and use of space (Mapes 2009). Cycling transport system cuts all these drawbacks of motor transport system by more than 50%. Cycling sector earns Netherlands foreign income through tourism. Many people come from all over the world to have an experience riding bikes around Amsterdam city. Tourism industry opens up many sub-sequent businesses such as, hotels and restaurants, tour guides and bicycle tours. These services help generate employment opportunities for many residents of the city thus fostering economic development (Mapes 2009). CHAPTER THREE RESEARCH METHODOLOGY 3.1 Introduction This section clearly indicates and defines the research methodology and design employed in the study. 3.2 Research approach 3.2.1 Research design The research design used in the research was descriptive in nature and seeks to explain and elaborate the relationship amongst the independent variables. The descriptive research design of collecting data was widely used as it is concerned with questions such as how, who, when, which, what and how much. The descriptive design ensures complete description of the situation while ensuring minimum biasness in data collection. Data collected is meant to describe factors that favour or disfavour cycling system in Amsterdam city. 3.2.2 Reliability and validity test Reliability is the extent to which a research instrument can produce consistent results after repeated trials. To ensure validity and reliability of the questions in the questionnaire in gathering data, the researcher ensured that the questions were thoroughly checked for validity and relevance to the content of the study. The relevance and validity of the questions was tested through a pilot study whereby similar questions to the actual questionnaires were provided to a sample similar to the actual sample in the study. This aided in finding out deficiencies in the questions thus make necessary adjustments to the actual questionnaire (Veal 2006) 3.3 Data collection methods 3.3.1 Questionnaire Data collection tools are basically the means by which the research obtained or gathered data from the sampled population (Veal 2006). The researcher largely used questionnaires and observation as methods of data collection during the study. The researcher sell-delivered the questionnaires and collected them after a few days. The questions were developed in a way that allowed room for both closed-ended and open-ended questions. Open-ended questions were meant to enable respondents contribute their views freely whereas closed-ended questions aided the responded in sticking to the objective of the study while answering the questions. 3.3.2 Observation The researchers largely used observation as a tool of data collection out in the field. Observation is an effective way of collecting first hand information as you the researcher observes his/her subjects in their natural environment. 3.3.3 Interview The researcher engaged the subjects on a face to face interview to retrieve more detailed information on their views and perspectives on cycling system in Amsterdam. 3.4 Sampling 3.4.1 Target population Target population refers to the entire group of people that is of significant interest to the researcher (Veal 2006). It also defines an entire set of people who meets the sampling criteria. The target population was obtained from the University of Amsterdam and management of local bicycle hire shops (Macbike, Rent a bike Damstraat Amsterdam and Rent a bike Black Bikes) constituting to a total of 560 respondents targeted by the researcher. Table 3.1Target population Category Target population Percentage University students 200 35 Foreigners 50 9 city residents 300 54 Biker hire shops top management 10 2 Total 560 100 3.4.2 Sampling design Sampling technique is a procedure of identifying and selecting a group of respondents whom the researcher believes are representative of the entire population (Veal 2006). In this research; stratified sampling was considerably used to select respondents from four populations’ categories. This was generally accepted by the researcher as it gave all the respondents in the target population an unbiased and equal chance to participate in the study. This was made possible by the availability of sampling frame. Purposive sampling technique was widely employed as data was collected with respect to the study’s objective. Table 3.2 Sample size Category Frequency Sample size Percentage University students 200 50 35 Foreigners 50 10 9 City residents 300 60 54 Bike hire shops top management 10 2 2 Total 560 122 100 3.5 Data analysis The data was analysed both qualitatively and quantitatively and the results presented in pie charts, tables and bar graphs. Qualitative analysis was used to critically analyse ideas from respondents’ descriptive responses especially during face-to-face interviews whereas quantitative data analysis was used to critically analyse numerical data collected through the help of questionnaires. 3.6 Field work The research was based in the University of Amsterdam. The study was very successful as the host campus students were very welcoming, corporative, social, accommodative and always ready to offer a helping hand. 3.6.2 Constraints encountered during the study 3.6.2.1 Confidentiality Some of the data and information that was crucial to make the study more successful happens to very confidential. Majority of people feared that information on their health would leak to other people which they termed as unhealthy to their self-esteem. In addition, bicycle hire shop owners felt that information about their company would easily leak to competitors. The researcher had to indicate the purpose of the study to different party and assure them of the confidentiality of the information given before the start of an interview. 3.6.2.2 Lack of cooperation The study encountered a lot of difficulties in situations of uncooperative respondents who resuscitated to answer the questions. This contributed to gathering of unreliable data and biasness since most of the respondents based their questionnaires answers on their own opinions rather than real happenings. The researcher used student’s identification card to prove the study was specifically for educational purpose. CHAPTER FOUR DATA ANALYSIS, PRESENTATION AND INTERPRETATION OF FINDINGS 4.1 Introduction In this chapter data analysis and presentation of the research data from respondents who filled the questionnaire is presented. In this respect, factors that favour cycling system with respect to Amsterdam city. Amsterdam was well exhausted since the information gathered was reliability. 4.2 Presentation of findings 4.2.1Response rate Table 4.1 response rate Category Frequency Percentage Response 112 92 Non response 10 8 Total 122 100 Figure 4.1 Response Rate Analyses From table 4.1 and figure 4.1 above the duly filled questionnaires composed 92% of all questionnaires administered whereas unduly filled questionnaires composed 8% of all questionnaires administered. This reveals that the percentage of response rate is comprehensive enough to base the study on. 4.2.2 Gender Analysis Table 4.2 Gender Analysis Gender Frequency Percentage Male 65 58 Female 47 42 Total 112 100 Figure 4.2 Gender Analysis Table 4.2 and figure 4.2 above reveals that out of the total respondents who participated in the study, 58% were male whereas female composed 42% of the total respondents. This indicates there are more males than female cyclist in Amsterdam city. 4.2.3 Age of Respondents Table 4.3 Data on Ages of Respondents Category Frequency Percentage 18yrs – 30yrs 40 36 31yrs – 40yrs 45 40 41yrs – 50y 19 17 Above 50yrs 8 7 Total 112 100 Figure 4.3 data on Ages of Respondents The table 4.3 and figure 4.3 above it is reveals that majority of the respondents were between ages 18yrs and 40yrs. This also reveals that majority of cyclists in Amsterdam are of the ages between 18yrs and 40yrs. 4.2.4 Social Economic-status Table 4.4 Analysis on Social-economic Status Category Frequency Percentage High 48 43 Middle 52 46 Low 12 11 Total 112 100 Figure 4.4 Analyses on Social-economic status Table 4.4 and figure 4.4 reveals that cycling is an all age venture in Amsterdam though there is high usage of bicycle in high and middle class category as compared to low category class of Amsterdam. 4.2.5 Infrastructure 4.5 Whether infrastructure development fosters cycling system in Amsterdam Category Frequency Percentage Yes 96 86 No 16 14 Total 112 100 Figure 4.5 whether infrastructure development fosters cycling system in Amsterdam Table 4.6 and figure 4.6 reveals that majority of the respondents agreed to the fact that infrastructure have fostered cycling system in Amsterdam with an 86% while only 14% of all respondents had a different opinion. This indicates that infrastructure development in Amsterdam significantly contributed to the growth and development of cycling system in Amsterdam. Table 4.6 rating infrastructure development effects on the cycling system in Amsterdam Category Frequency Percentage Very High 56 50 High 36 32 Fair 12 11 Low 8 7 Total 112 100 Figure 4.6 rating infrastructure development effects on the cycling system in Amsterdam Table 4.6 and figure 4.6 clearly indicates that most of the respondents feel that development of infrastructure have very high or high effects on Amsterdam’s cycling system with 50% and 36% respectively. This shows that Amsterdam’s cycling system was or is significantly affected by development in infrastructure. 4.2.6 Whether government policies and strategies fosters cycling system in Amsterdam Table 4.7 Effects of government policies on cycling system in Amsterdam Category Frequency Percentage Yes 78 70 No 34 30 Total 112 100 Figure 4.7 Effects of government policies and strategies on cycling system in Amsterdam From table 4.7 and figure 4.7 it is clear that most of the respondents felt that government policies and strategies have a significant impact on cycling system in Amsterdam with a 70% of total respondents whereas only 30% of all respondents had different opinions. This clearly indicates that government intervention have a considerable impact on Amsterdam’s cycling system. Table 4.8 rating of the effects of government policies and strategies on Amsterdam’s cycling system Category Frequency Percentage Very High 34 30 High 39 35 Fair 28 25 Low 11 10 Total 112 100 Figure 4.8 rating of the effects of government policies and strategies on Amsterdam’s cycling system Table 4.8 and figure 4.8 reveals that majority of the respondents feel that government policies and strategies have a considerably very high, high or fair contribution towards the growth and development of cycling in Amsterdam with 30%, 35% and 25% respectively. This is a greater indicator that Amsterdam’s government and urban authorities intervention has significantly contributed to the growth and development of cycling system in Amsterdam. 4.2.7 Whether cycling system has an impact on the economy of Amsterdam Table 4.9 Impact of cycling system on the economy of Amsterdam Category Frequency Percentage Yes 86 77 No 26 33 Total 112 100 Figure 4.9 Impact of cycling system on the economy of Amsterdam Table 4.9 and figure 4.9 clearly reveals that majority of respondents felt that cycling system has a considerable impact on the economy of the city with a 70% of the total respondents. This vividly shows that the cycling system significantly impacts the economy in many ways. Table 4.10 Rating the effects of cycling system on the economy of Amsterdam Category Frequency Percentage Very High 47 42 High 30 27 Fair 28 25 Low 7 6 Total 112 100 Figure 4.10 Rating the effects of cycling system on the economy of Amsterdam Table 4.10 and figure 4.10 clearly reveals that most respondents felt that cycling system has considerably very high, high or fair impact on the economy with a 42%, 27% and 25% respectively. This vividly reveals that cycling system significantly impacts on the economy of Amsterdam in various ways. 4.2.8 Cycling affects on personal and environmental health Table 4.11 whether cycling affects personal and environmental health Category Frequency Percentage Yes 83 74 No 29 26 Total 112 100 Figure 4.11 whether cycling affects personal and environmental health Table 4.11 and figure 4.11 reveals that most respondents felt that cycling has an impact on both personal and environmental health as majority agreed with a 74% of all respondents while only 26 of all respondents had different opinions. Table 4.12 Rating the effects of cycling on personal and environmental health Category Frequency Percentage Very High 42 37 High 33 30 Fair 21 19 Low 16 14 Total 112 100 Figure 4.12 rating the effects of cycling on personal and environmental health Table 4.12 and figure 4.12 reveals that most respondents rate the effects of cycling on personal health considerably very high, high or fair with a 37%, 30% or 19% respectively. From this information it can be concluded that cycling significantly affects personal and environmental health of individuals and Amsterdam city respectively. 4.2.9 Bicycle theft Table 4.13 is bicycle theft rampant Category Frequency Percentage Yes 85 76 No 27 24 Total 112 100 Figure 4.13 is bicycle theft rampant Table 4.13 and figure 4.13 reveals that most respondents felt that bicycle theft is not all that rampant within the city with a 76% of total respondents whereas 24% of the total respondents felt that there is a problem with theft in cycling system. From the information it can be concluded that although theft is not all that rampant in Amsterdam there still exist a problem with bicycle them that needs to be addressed seriously. CHAPTER FIVE SUMMARY OF FINDINGS, CONCLUSIONS AND RECOMMENDATIONS 5.1 Introduction This chapter provides a summary of the study findings, conclusions, recommendations and room for further research and study. 5.2 Conclusion Infrastructure significantly influences the growth and development of any sector in a country or city. Infrastructure encompasses; buildings, roads, technology and management to oversee the success of a certain venture. With proper infrastructure s revealed in the study nothing is impossible to achieve. Laying good infrastructure and constantly maintaining them and engaging in regular researches on their progress and success are very crucial for the achievement of the infrastructure and the management goals. Amsterdam heavily invested in infrastructure and this led development and growth of cycling system in the city. Government policies and strategies serve a crucial purpose in the success of any sector in a country or region. Since the government is the overall governing body in a region or country the policies and strategies that it puts in place to invest on a certain project significantly affects it success. Amsterdam urban authorities and the government of Netherlands put in place policies and strategies that have considerably led to the growth and development of the sector to level it is today. Cycling has a significant impact on the region’s economy. Cycling cuts down costs associated with energy consumption, repairs and management related to motor vehicles. In addition the maintenance of cycling system is much cheaper as compared to motor vehicle since roads construction and maintenance is very expensive. In Amsterdam cycling act as a source of national income for the city and the country at large as large numbers of tourists arrive in the city just to have a magical tour around the city on a bicycle. Cycling significantly affects personal and environmental health. Cycling promotes physical, emotional and mental health of the cyclists. In the developed countries most people tend to eat junk foods which are a source of high levels of cholesterols. High levels of cholesterols lead to obesity which is a clinical disorder. Cycling many kilometres across the city helps burn these cholesterols thus preventing obesity among the cyclists. Bicycles have no emissions as compared to motor vehicles making bicycles a good means of preventing environmental degradation. 5.3 Recommendations 5.3.1 Infrastructure Infrastructure is the key for the success of a project in a region. For cities or countries that wish to invest in cycling they should considerably consider investing heavily on infrastructure before anything else. The governing authority should shift their focus on investing on the development, expansion and maintenance of infrastructure for the success of the project. 5.3.2 Policies and strategies The governing authorities of any city or country that wishes to foster cycling system in their region should first consider planning for the project before it kicks off. Planning significantly involves laying down reliable and convenient policies and strategies to guide the whole procedure. Without viable policies and strategies the project is a total failure and its success will never be realised. 5.3.3 Economy For countries or cities that faced with economical crisis especially as a result of escalating prices of oil and its products, they should shift to cycling transport as a way to boost the economy. Cycling system is cost effective as it helps in cutting down high costs associated with motor vehicles. These costs include; vehicles maintenance costs, environmental pollution, road expansion and maintenance costs and innovation costs. 5.3.4 Personal and environmental health For countries and cities faced with high levels of environmental pollution as a result of many vehicles should try and invest in the cycling system to curb this pollution. Since cycling helping in maintaining individuals physical health, cities and countries faced with increasing cases of obesity should advocate for cycling system. References 6, P., & Bellamy, C. 2012. Principles of methodology: Research design in social science. Los Angeles: SAGE. Adams, J. 2007. Research methods for graduate business and social science students. New Delhi: SAGE Publications. Blommaert, J., & Jie, D. 2010. Ethnographic fieldwork: A beginners guide. Bristol: Multilingual Matters. Denscombe, M. 2010. 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