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STEP Summer Seminar 2017 - Jill Muirie, Glasgow Centre for Population Health - What Do We Know About How to Increase Active Travel?
The document discusses increasing active travel in Scotland, emphasizing walking, cycling, and the impacts of transport choices on public health. It highlights trends in transport, the influence of safety, infrastructure, and social norms on travel behavior, and the significance of addressing transportation needs in disadvantaged communities. Recommendations for enhancing active travel include strong leadership, policy coordination, and improved urban planning and infrastructure.
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STEP Summer Seminar 2017 - Jill Muirie, Glasgow Centre for Population Health - What Do We Know About How to Increase Active Travel?
- 1. What do weknow about how to increase active travel? Jill Muirie Glasgow Centre for Population Health
- 2. For the next15 minutes… • Transport and health • Trends in transport and active travel • Influences on transport choices • How to increase active/sustainable travel
- 3. Scotland’s health ina European context
- 4. ‘Active travel’ Walking, cyclingor using some other form of physical activity for all or part of a journey instead of using motorised transport.
- 5.
- 6. Travel to worktrends, 1966 - 2011
- 7. Travel to worktrends, 1966 - 2011Out of 100 commuters… 21 travelled by car in 1966, by 2011 this had risen to 69
- 8. • But thepattern is different across the population…
- 9. Travel to work(excluding those who work at/from home) shown by annual net income of household, 2015. Source: Scottish Household Survey
- 11. Changing modes oftransport: Edinburgh
- 12. 2776 2438 2957 2664 2905 2680 3597 3208 3615 3234 4812 4444 4794 4280 5225 4461 0 1000 2000 3000 4000 5000 6000 To City FromCity Glasgow cycle counts from cordon sites around the city, 2009-2016 Source: Land & Environmental Services, Glasgow City Council 2009 2010 2011 2012 2013 2014 2015 2016 Glasgow City Council City Centre Cycle Counts, 2009-201
- 13. Rise in adultcyclist casualty rate
- 14. Child pedestrian casualtiesremain higher than adult casualties Despite reductions in casualties, child pedestrian casualty rates remain 2.5 times higher than for adults
- 15. Child pedestrian casualtytrends by deprivation Child pedestrian casualties 3 times higher in most deprived areas
- 16. What influences transport choices? •Safety • Traffic speed • The built environment • Culture and social norms • Convenience, time efficiency and cost
- 17. Safety • Safety concernsdiscourage walking and cycling (and use of some public transport) • Heavy, fast road traffic, unsafe routes, poorly maintained routes, darkness, potholes, broken glass… • Greater sense of safety encourages use of new (segregated) cycle and walking routes
- 19. Traffic speed • Slowerspeeds = fewer & less severe casualties • 20mph limits associated with reduced casualties • Slower speeds encourage more people to walk and cycle, and to let children walk/cycle to school and play outdoors
- 21. Good Infrastructure • “buildit and they will come” • New cycle/walking routes associated with increased cycling and walking • Cycle hire scheme encourages more cyclists • Importance of attractive places/spaces
- 22. Culture and socialnorms • Individual’s choices influenced what is ‘normal’. • For most, cycling is not considered a transport option. • Freedom and independence are important and associated with cars. • Public transport appears to be increasingly a service for those who can’t afford a car
- 23. Convenience, time andcost • Public transport: – Takes too long; no direct route; too costly; no or limited service. • Inadequate public and active travel infrastructure can be a barrier to employment and other connections/opportunities. • Car travel considered convenient, flexible, easy and affordable, particularly for those with complex journeys. Often “essential”
- 24. Transport needs ofmore disadvantaged communities? • Likely to be relatively low-paid, self-employed, part-time or contract workers • Most likely to have transport needs outside of ‘working hours’ • Likely to have long term health conditions • Less likely to have access to a car
- 25. • Decoupling ofcar ownership and financial difficulties • Indicative of ‘forced car ownership’ in financially distressed households? • Why? GoWell Poverty, Welfare & Inclusion Seminar 2017 Curl, A., Clark, J. and Kearns, A. (2017) Household car adoption and financial difficulties: a case of ‘forced car ownership’? Transport Policy (early online publication).
- 26. How to increaseactive travel? • Strong leadership, policy co-ordination and a shift in investment • Progressive urban planning • Integrated infrastructure • Culture and behaviour change
- 27. Thank you. Jill Muirie- [email protected] Glasgow Centre for Population Health – www.gcph.co.uk