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Understanding Factors Influencing Choices of Cyclists and Potential Cyclists: a Case Study at the University of Auckland

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Understanding Factors Influencing Choices of Cyclists and Potential Cyclists: a Case Study at the University of Auckland This is a repository copy of Understanding factors influencing choices of cyclists and potential cyclists: A case study at the University of Auckland. White Rose Research Online URL for this paper: http://eprints.whiterose.ac.uk/82492/ Version: Accepted Version Article: Wang, JYT, Mirza, L, Cheung, AKL et al. (1 more author) (2014) Understanding factors influencing choices of cyclists and potential cyclists: A case study at the University of Auckland. Road and Transport Research: a journal of Australian and New Zealand research and practice, 23 (4). 37 - 51. ISSN 1037-5783 Reuse Unless indicated otherwise, fulltext items are protected by copyright with all rights reserved. The copyright exception in section 29 of the Copyright, Designs and Patents Act 1988 allows the making of a single copy solely for the purpose of non-commercial research or private study within the limits of fair dealing. The publisher or other rights-holder may allow further reproduction and re-use of this version - refer to the White Rose Research Online record for this item. Where records identify the publisher as the copyright holder, users can verify any specific terms of use on the publisher’s website. Takedown If you consider content in White Rose Research Online to be in breach of UK law, please notify us by emailing [email protected] including the URL of the record and the reason for the withdrawal request. [email protected] https://eprints.whiterose.ac.uk/ Understanding factors influencing choices of cyclists and potential cyclists: A case study at the University of Auckland Judith Y. T. Wang1,2*, Leila Mirza3, Alan K. L. Cheung4, Siamak Moradi1 1 Department Engineering Science, The University of Auckland 2 School of Civil Engineering & Institute for Transport Studies, University of Leeds 3 School of Architecture and Planning, The University of Auckland 4 School of Environment, The University of Auckland Abstract Like many other cities in the world, Auckland has been very much a car-based city for decades with a car modal share of almost 80%. Promoting the use of active modes, including walking and cycling, is no doubt one of the key strategies that should be considered. To help transform Auckland into a bicycle-friendly city, our first step is to determine the motivators of and deterrents to cycling. This study has two components. We first performed a comprehensive literature review of the lessons from international experience, focussing on what factors were found to have significant influence on the decision to use bicycles as a mode of transport. Based on the findings, we designed a web-based survey to identify the factors influencing the decision to commute by bicycle or not, as well as cyclists’ and potential cyclists’ route choice criteria. A pilot survey was conducted at the University of Auckland as a case study. The survey results are consistent with our findings from the literature review. We conclude that there are five main factors missing in Auckland: (1) safety; (2) a well-connected network of cycleways; (3) convenience; (4) policies to discourage car use; and (5) a good public transportation system integrated with cycling facilities. * Corresponding author: Dr Judith Y. T. Wang, School of Civil Engineering & Institute for Transport Studies, University of Leeds, Woodhouse Lane, Leeds LS2 9JT, UK, Tel.: +44 113 343 3259; Fax: +44 113 343 3265; Email: [email protected]. 1 1 Introduction Like many other cities in the world, Auckland has been very much a car-based city for decades. Tin Tin et al. (2009a) analysed the New Zealand (NZ) Journey-to-Work Statistics over a 15-year period (1991-2006) and concluded that increased car use from 1991 to 2006 occurred at the expense of active means of travel, including walking and cycling, as the trends in public transport use remained unchanged during that period. Auckland's transport system currently accommodates 4.2 million passenger trips each day, with modal shares of 80% private transport (mainly car), 16% active modes (mainly walking) and 4% public transport (mainly bus) (Auckland Council, 2011). This shows that Auckland's transport system is not sustainable at all as it is heavily reliant on fossil fuels. As summarised in May & Crass (2007), a sustainable transport system should: Promote health (social sustainability); Increase equity within and between generations (social sustainability); Be affordable and efficient (economic sustainability); Use resources within renewal or replacement rates (economic and environmental sustainability); and Minimise the use of land (economic and environmental sustainability). Applying this philosophy to transport planning, cycling is no doubt one of the most sustainable modes among all the transport modes, while the use of cars is definitely not sustainable. Cycling promotes health, does not require non-renewal resources like fossil fuels, does not produce vehicle emissions, poses less risk to other road users, and occupies much less space than cars. Based on Census statistics of journeys to work in NZ, the modal share of bicycles is only 2.3% nationwide while in Auckland it is 0.9%, whereas the modal share of car trips is 74.8% nationwide and 78.8% in Auckland (Statistics NZ, 2006). Spatial analysis of the Census 2006 journey-to-work statistics of Auckland is performed to identify the current demand patterns of cycling trips are as illustrated in Figure 1. It is observed that bicycle commuting trips are concentrated around the central area, as highlighted by the circled areas in Figure 1. Lindsay et al. (2010) estimated that a 5% of modal shift of short trips by motor vehicles nationwide is consistent with the goal of 30% modal share of urban trips by walking and cycling in the New Zealand Transport Strategy (MoT, 2008). However, based on the data collected from a marketing survey conducted by Sport and Recreation NZ (SPARC) and the Cancer Society of NZ to segment adults in terms of physical activity and healthy eating habits, Sullivan & O’Fallon (2006) found that the percentage in the 'precontemplation' stage, i.e. those who do not even consider using a bicycle, was as high as 45% for Auckland. For school children, Mackie (2009) found that the most significant barriers to students cycling to school for six intermediate schools were: the route to school, the amount and speed of traffic, crossing busy roads, and personal and bike security. As a result, the need for safe routes to school was a very clear priority for students and parents. Promoting the use of active modes, including walking and cycling, is no doubt one of the key strategies to improve sustainability in transport (Auckland Council, 2011). In this study, our objective is to determine what might have been the deterrents to cycling in Auckland and what motivators might be effective to promote cycling. 2 The University of The University of Auckland Auckland Figure 1 (a) & (b) Spatial pattern cycle trip modal share in Auckland by origin & destination (derived based on census data 2006 provided by Statistics NZ) 3 Table 1 Summary of a literature review on motivators of and deterrents to cycling Motivators Deterrents Safety Cycleways Discourage Car use Convenience PT Convenience Safety Cycleways Discourge Car Use Car Discourge Reference Case Study Gradient Dress Code Dress Infrastructure Better Lighting Better Zones Free Car Off-street Path Off-street Lack ofDaylight Lack Safety Education Safety Low Traffic Speed Traffic Low Scenery Beautiful Speed Traffic Low Noise & Pollution Increase Fuel Cost Fuel Increase ofDeparture Time Longer Travel Time Time Travel Longer Low Traffic Volume Traffic Low Mix Land-use Good Type ofDestination Type Limited AutoParking Limited Flat to Moderate Hills Moderate to Flat Drivers Inconsiderate Secure Parking at Work at Parking Secure Smooth Surface Quality Surface Smooth Detailed Hardcopy Maps Hardcopy Detailed AutoParking with Street Providing Internet Route Route Internet Providing Continuous Bike Facilities Bike Continuous Higher Population Density Population Higher Cyclists for Calming Traffic Availability of Rental Bikes ofRental Availability Percentage of Heavy Traffic ofHeavy Percentage Presence of Safety Cameras ofSafety Presence Cameras ofSafety Presence Parking Facilities at Stations at Facilities Parking Condition Weather Adverse Condition Traffic Dangerous Shorter Commuting Distances Commuting Shorter Direct Route (Shorter Distances) (Shorter Route Direct Number of Difficult Intersections ofDifficult Number Segregated Bike Paths and Routes and Paths Bike Segregated Linking Bicycles with Public Transport Public with Bicycles Linking Speed Limit in Residential Area (30 km/h)Area Residential in Limit Speed Give Cyclist Priority (Cycling Right-of-way) (Cycling Priority Cyclist Give Employment Status (i.e. part/full-time, etc.) part/full-time, (i.e. Status Employment Presence of Shower and Locker at Workplace at Locker and ofShower Presence Promotional programs and Financial incentives Financial and programs Promotional 1 Betz et al., 1993 USA ** 2 Antonakos, 1994 Michigan ********* 3 Hopkinson & Wardman, 1996 Britain * 4 Stinson & Bhat, 2003 USA ***** **** 5 Dill & Carr, 2003 USA * 6 Stinson & Bhat, 2004 USA ************ 7 Hunt & Abraham, 2007 Canada ***** * 8 Gatersleben & Appleton, 2007 UK **** * * * 9 Tilahun et al., 2007 USA 10 Martens, 2007 The Netherlands ** 11 Dill & Voros, 2007 USA *************** * 12 Wardman et al., 2007 UK *** 13 Parkin et al., 2008 UK census * * 14 Pucher & Buehler, 2008a USA * ******* Review (Denmark, 15
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