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Identifying the population segments most likely to cycle

Identifying the population segments most likely to cycle. Tim Ryley Transport Research Institute Napier University. INTRODUCTION. Increased motor car dependency Problems associated with motor car Cycling re-emerged on UK & Edinburgh transport policy Edinburgh suitable for cycling

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Identifying the population segments most likely to cycle

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  1. Identifying the population segments most likely to cycle Tim Ryley Transport Research Institute Napier University Tim Ryley - Lancaster seminar

  2. Tim Ryley - Lancaster seminar

  3. INTRODUCTION • Increased motor car dependency • Problems associated with motor car • Cycling re-emerged on UK & Edinburgh transport policy • Edinburgh suitable for cycling • Will people change? Tim Ryley - Lancaster seminar

  4. INTRODUCTION Part of PhD – which has 2 objectives:  • Identify population segments most likely to use non-motorised transport • Develop methodology to model individual travel behaviour & likelihood to use non-motorised transport Focusing on 1st objective & cycling aspects Tim Ryley - Lancaster seminar

  5. DATA COLLECTION • Data collection 1: secondary data from Scottish Household Survey - 2,910 households in Edinburgh collected 1999-2000 • Data collection 2: extensive travel behaviour survey of 997 households in West Edinburgh July 2003 Tim Ryley - Lancaster seminar

  6. SCOTTISH HOUSEHOLD SURVEY(SHS) • Sample of 2,910 households • Ten population segments were produced using cluster analysis • Transport availability was linked to the segments • Travel behaviour was examined using SPSS Answer Tree Tim Ryley - Lancaster seminar

  7. Tim Ryley - Lancaster seminar

  8. SHS FINDINGS • Key life stages identified of gaining employment, having children & retiring • Small proportion (7%) of sample had bicycle available without competition from motor car • Of 10 population segments, students had greatest propensity to cycle Tim Ryley - Lancaster seminar

  9. SHS FINDINGS • Cycling previous week – minority that cycle (6%) tend to be utility or leisure cyclists • Journey to work – speed & convenience mentioned for all modes, exercise key advantage for non-motorised transport Tim Ryley - Lancaster seminar

  10. WEST EDINBURGHHOUSEHOLD SURVEY • Call & post method along transport corridor • Four postcode sectors - Dalry to Currie • Sample of 997 questionnaires • Socio-economic, transport availability, journey & attitudinal variables • Two stated preference (SP) experiments: cycle to work, general walk or car Tim Ryley - Lancaster seminar

  11. HOUSEHOLD SURVEY CYCLING STATISTICS • 42% households had at least one adult bicycle available • 18% respondents cycled at least once a month (5% cycled “most days”) • 3% of those in employment cycled to work Tim Ryley - Lancaster seminar

  12. ATTITUDINAL STATEMENTS • Local cycling facility improvements low on favoured transport policy measures • Off-road cycle lanes more popular than those on-road • 53% respondents agreed “safety fears of traffic prevent them from cycling more often in Edinburgh” Tim Ryley - Lancaster seminar

  13. ATTITUDINAL STATEMENTS • Responses to cycling statements strongly segmented by gender • More men currently cycled • Barriers to cycling were greater for women, particularly safety from traffic fears but also topography and weather Tim Ryley - Lancaster seminar

  14. SP - CYCLE TO WORK? • SP for 620 who travel to work by car / bus / walk • Most 422 (68%) would never consider cycling, trip too far or cannot cycle • 198 respondents – models yet to be run • 4 SP variables for 9 games: journey time, cost (pay to cycle), destination facilities, route • Extra qualitative variables: choosing mode & reasons not cycle Tim Ryley - Lancaster seminar

  15. CONCLUSIONS • Cycling is a minority activity • Exercise is an important advantage to stress • Policy measures need to emphasise both utility & leisure cycle routes • Safety main deterrent to cycling • Gender-targeted marketing strategy Tim Ryley - Lancaster seminar

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