Why do people support or oppose bike lanes? Our research sheds light on public opinion

Cities across the UK are investing in new cycle lanes and traffic restrictions to cut congestion, improve air quality and promote active travel for better health. Yet, if recent debates are anything to go by, you might think such measures were deeply unpopular.

The introduction of protected cycle lanes and low traffic neighbourhoods (LTNs) often sparks vocal opposition from local groups, who call for schemes to be delayed or scrapped.

For instance, in London, Kensington and Chelsea council removed cycle lanes from Kensington High Street after a short-term trial in 2020. Meanwhile, in Oxford, there have been calls to reopen residential streets to again allow through traffic during emergencies. Concerns often focus on cycle lanes taking up valuable road space and on LTNs displacing motor traffic onto surrounding boundary roads.

These discussions may give the impression that the public is firmly against cycling initiatives and traffic restrictions. However, our research suggests that strong support for them can be found, but how schemes are designed and introduced is crucial.

Our recent study, which analysed more than 36,000 UK-based tweets about cycle lanes and LTNs between 2018 and 2022, found that most social media posts were positive. There were 10,465 negative, 14,370 positive, and 12,142 neutral tweets.

Sentiment about the measures did shift over time, with a spike in negative reactions in the summer of 2020 when the government announced the emergency active travel fund, a scheme that provided rapid funding to local authorities to deliver walking and cycling infrastructure to support social distancing during the COVID pandemic. However, overall, positive tweets outnumbered negative ones.

The analysis also showed that criticism focused less on the principle of cycling itself and more on the design and implementation of measures. Complaints about poor quality cycle lanes or lack of consultation were far more common than outright rejection of active travel, and were made by both cyclists and drivers.

Our other recent research tells a similar story. We showed more than 500 people images of different street layouts and asked them to choose their most and least preferred elements. The designs varied in how they combined cycle lanes, traffic restrictions, and parking, with different amounts of space reallocated from roads or pavements.

The results were clear. Segregated cycle lanes – those physically separated from cars – were popular with both regular cyclists and regular drivers. Painted lanes on the road were far less liked, while the option of having no cycle lanes at all was the least popular with both groups.

Where the space came from also mattered. People strongly preferred schemes that took cycling space from the road rather than from pathways. But there was one consistent red line: parking. Even participants who identified as regular cyclists were reluctant to support layouts that involved removing car-parking spaces.

This suggests that resistance is less about cycling infrastructure itself and more about specific design trade-offs. Taking a modest amount of road space is widely accepted but removing parking risks triggering backlash.

Why do some people oppose cycle lanes and traffic restrictions so strongly? Part of the answer lies in identity. Our study found that those who strongly identified as “drivers” were more hesitant about giving up road space to cyclists, while self-identified “cyclists” were more supportive.

But the biggest divide was not between cyclists and drivers. Both groups often preferred the same measures. The strongest opposition came instead from a small group who see new cycling infrastructure as an infringement on their “freedom” to travel the way they want. This group consistently preferred the status quo over all options that would reallocate space to cyclists or restrict vehicle access.

This way of thinking may be rooted in what researchers call motonormativity, a deep-seated assumption that roads exist primarily for cars and that drivers’ needs should come first. Within this context, giving space to cyclists is seen as taking something away from motorists, not expanding people’s freedom to travel as they choose.

Our social media study sheds further light on the themes that shape public debate. Positive posts often focused on community benefits and safer streets. Negative conversations, by contrast, were dominated by concerns about how schemes were put in place. Tweets frequently criticised councils for poor consultation, accused politicians of ignoring local voices, or pointed to schemes being rolled out in confusing or inconsistent ways.

This matters because it shows that frustration is often directed less at cycle lanes or traffic restrictions themselves than at how they are introduced. In other words, there may be opposition not because people reject the idea of safer streets, but because they feel decisions are imposed on them or poorly managed. This underlines the importance of early and meaningful engagement if new infrastructure is to win lasting support.

So what are the key lessons of this research? First, visible opposition is not the whole story. Protests and headlines may give the impression that cycle lanes are deeply unpopular, but most people – including both drivers and cyclists – support new infrastructure and even traffic restrictions, as long as they are well designed and involve only modest changes. Parking is a sensitive point, but overall support for change is broader than the noise suggests.

Second, the strongest opposition comes from those who see new cycle lanes and restrictions as an attack on their freedom to drive. This group is relatively small but may be among the most vocal. Their concerns need to be acknowledged, but also reframed in light of the reality that limited road space must serve everyone: drivers, cyclists, and pedestrians alike.

Finally, it is not just about what gets built, but also how it is introduced. Much of the online debate considered in our social media study focused not on the principle of cycle lanes or low-traffic neighbourhoods, but on whether local people felt they had been consulted properly. Listening to communities can make the difference between a scheme being welcomed as a local improvement or rejected as a top-down imposition. This should involve everyone and not just the loudest.

Wouter Poortinga receives funding from ESRC, NERC, EPSRC, Welsh Government, and European Commission.

Dr. Dimitrios Xenias receives funding from ESRC, UKERC, and the European Commission.

Dimitris Potoglou receives funding from EPSRC and the European Commission.