The EVIDENCE project: Measure no.18 - New models of car use

This paper is taken from the findings of the EU Evidence project. This project provides evidence that sustainable transport interventions and spending have as much to contribute to wider societal goals and strongly positive Benefit Cost Analysis results as do the non-sustainable variants. The project examined 22 aspects of sustainable transport intervention This paper has been taken from Measure review 18 and examines new models of car use, including car clubs and car sharing

Local sustainable transport fund case study evaluation: Strategic employment sites and business parks West of England final report

In 2013 the UK Department for Transport commissioned a number of ‘Case Study evaluations’ of the impacts of Local Sustainable Transport Fund (LSTF) investment. One of these was an evaluation of LSTF impacts on Strategic Employment Sites and Business Parks. The aims of the evaluation were: to establish the impact of sustainable transport measures on commute mode use at selected strategic employment sites and business parks; to assess the impacts of these measures on the business performance of employers located at the sites; and to review the effectiveness of the LSTF delivery process. In the West of England, two strategic employment sites were investigated: the North Fringe and Ports areas of Bristol. A case study research approach was used to gather in-depth data from 25 employer organisations of different sizes and sectors, using a variety of research methods: employee travel surveys; in-depth semi-structured interviews with senior managers; and bus passenger surveys. All data collection was conducted in 2014 (Phase 1) and repeated in 2015/16 (Phase 2). In addition, a commuter panel survey ran between July 2014 and October 2015. The results showed that ‘pull factors’ were unlikely to bring about significant changes in commuter travel behaviour without measures which also ‘pushed’ employees into reducing their car-use. In the case of the North Fringe, which saw a statistically significant fall in car-alone mode share, the need to enforce parking restraints was a key issue for many employers. Statistical analysis showed that reduction in car parking availability was the primary factor leading to reduced car alone commuting. Nonetheless, there was evidence from both surveys and interviews that LSTF measures assisted individuals in using alternatives to the car once they had been prompted to do so by ‘push factors’ such as those listed above. LSTF measures to support cycling stood out in the North Fringe as attracting high levels of awareness among both senior managers and employees, and relatively high levels of use among employees. The importance of ‘push factors’ such as limits on parking also applied to employers’ engagement with sustainable transport issues, which tended to be prompted by a specific transport ‘problem’. Those employers adversely affected by limited parking, local traffic congestion, and/or transport-related recruitment difficulties, perceived a need for greater investment in sustainable transport, and were more likely to have engaged with the LSTF than those less affected. Employers who had engaged actively with the LSTF saw publically funded investment as part of a collaboration in which they also bore a responsibility. These employers regarded LSTF as useful ‘leverage’ for sustainable transport measures they wished to undertake themselves. LSTF grants could, for example, also lend weight to arguments within an organisation for investment in sustainable transport measures at a time when employers faced competing financial pressures

Local sustainable transport fund case study evaluation: Strategic employment sites and business parks West of England summary report

In 2013 the UK Department for Transport commissioned a number of ‘Case Study evaluations’ of the impacts of Local Sustainable Transport Fund (LSTF) investment. One of these was an evaluation of LSTF impacts on Strategic Employment Sites and Business Parks. The aims of the evaluation were: to establish the impact of sustainable transport measures on commute mode use at selected strategic employment sites and business parks; to assess the impacts of these measures on the business performance of employers located at the sites; and to review the effectiveness of the LSTF delivery process. In the West of England, two strategic employment sites were investigated: the North Fringe and Ports areas of Bristol. A case study research approach was used to gather in-depth data from 25 employer organisations of different sizes and sectors, using a variety of research methods: employee travel surveys; in-depth semi-structured interviews with senior managers; and bus passenger surveys. All data collection was conducted in 2014 (Phase 1) and repeated in 2015/16 (Phase 2). In addition, a commuter panel survey ran between July 2014 and October 2015. The results showed that ‘pull factors’ were unlikely to bring about significant changes in commuter travel behaviour without measures which also ‘pushed’ employees into reducing their car-use. In the case of the North Fringe, which saw a statistically significant fall in car-alone mode share, the need to enforce parking restraints was a key issue for many employers. Statistical analysis showed that reduction in car parking availability was the primary factor leading to reduced car alone commuting. Nonetheless, there was evidence from both surveys and interviews that LSTF measures assisted individuals in using alternatives to the car once they had been prompted to do so by ‘push factors’ such as those listed above. LSTF measures to support cycling stood out in the North Fringe as attracting high levels of awareness among both senior managers and employees, and relatively high levels of use among employees. The importance of ‘push factors’ such as limits on parking also applied to employers’ engagement with sustainable transport issues, which tended to be prompted by a specific transport ‘problem’. Those employers adversely affected by limited parking, local traffic congestion, and/or transport-related recruitment difficulties, perceived a need for greater investment in sustainable transport, and were more likely to have engaged with the LSTF than those less affected. Employers who had engaged actively with the LSTF saw publically funded investment as part of a collaboration in which they also bore a responsibility. These employers regarded LSTF as useful ‘leverage’ for sustainable transport measures they wished to undertake themselves. LSTF grants could, for example, also lend weight to arguments within an organisation for investment in sustainable transport measures at a time when employers faced competing financial pressures

Transport visions network - Report 6 - Long distance travel

This is the sixth in a series of reports to be produced by the Transport Visions Network. The Network is a novel venture to project the views of young professionals into the debate concerning the future of transport and its role in society. It is comprised of individuals who are aged 35 or under from universities, consultancies and public authorities both in the UK and overseas.This report presents the Network's views on the future of long distance travel. It begins by considering the current and projected future context for long distance travel. It discusses present policy approaches before introducing the Network's own ideas and solutions which are presented under four headings: 1. Domestic Business Travel; 2. Domestic Leisure Travel; 3. International Business Travel; and 4. International Leisure Travel. Each section concludes with a vision for the future of long distance travel based on the integration of ideas and solutions developed in the section. The visions are presented in the form of a series of personal accounts from individuals in the future

Transport visions network - Report 8 - Economy, finance and equity

This is the eighth in a series of reports to be produced by the Transport Visions Network. The Network is a novel venture to project the views of young professionals into the debate concerning the future of transport and its role in society. It is comprised of individuals who are aged 35 or under from universities, consultancies and public authorities both in the UK and overseas.This report considers economy, finance and equity, three key determinants of how the future of transport is taken forward. Transport's past has been driven by assumptions and beliefs about the links between transport and the economy. Approaches to financing pursued hitherto have shaped the development of our transport systems and services. The extent to which, to date, we have evolved a transport system that promotes equity within society is questionable.In presenting the Network's views on economy, finance and equity issues relating to transport the report takes each of these subjects in turn. It begins with a consideration of the current and projected future context presenting policy approaches to the problems of economy, finance and equity. It then introduces the Network's own ideas and solutions, which are designed to address a set of key questions: (i) How can transport contribute to asuccessful economy?; (ii) How should our transport systems be financed?; and (iii) How can transport contribute to a more equitable society

Transport visions network - Report 7 - Freight and logistics

This is the seventh in a series of reports to be produced by the Transport Visions Network. The Network is a novel venture to project the views of young professionals into the debate concerning the future of transport and its role in society. It is comprised of individuals who are aged 35 or under from universities, consultancies and public authorities both in the UK and overseas.This report offers a range of solutions to problems associated with goods movement. It begins with a consideration of the current and expected future context for the operation of freight and logistics in the UK. It considers present policy approaches to the problems of goods movement before introducing the Network's own ideas and visions which are developed under three different scenarios for the future of society: Going Global; Nation State; and Local Living

Local strategic partnerships, transport and accessibility. Issues paper

Report to Department for Transpor

Commute mode choice dynamics: Accounting for day-to-day variability in longer term change

It is of interest to transport policy makers to know whether interventions promoting sustainable transport modes can produce long-term changes in commute mode choices. Recent evidence has shown that a significant minority of commuters are variable in their day-to-day commute mode choices. This suggests that recognition should be given to day-to-day variability in investigating longer term commute behaviour changes. This paper introduces a panel survey that has been specifically designed to capture both day-to-day variability in commuting behaviour and longer term change in commuting behaviour. The analysis of the data accounts for day-to-day variability in commuting behaviour by identifying commute mode choice patterns at the weekly level. It then analyses transitions in commute mode choice patterns over time based on observations at three-monthly intervals. The results show that about one in four commuters mix driving alone to work with using other modes in a typical week and this is more likely for males, those with access to a bicycle and those working in another location during the week and less likely for those who work part-time. Changes in commute mode choices over a three month period are influenced by employment situational characteristics, access to mobility resources, satisfaction with commuting, awareness of sustainable transport measures and changes in life circumstances. Inspection of trajectories for those panel participants who responded to all five waves of the panel indicates that there are more cases of sustained switches between intermediate groups (e.g. car alone commuting to partial car alone commuting) than switches between extreme commuting groups (e.g. car alone commuting to non-car alone commuting).The styles are described in more detail in the remaining of this document

Transport visions network - Report 5 - Local travel

This is the second in a series of reports to be produced by the Transport Visions Network. The Network is a novel venture to project the views of young professionals into the debate concerning the future of transport and its role in society. It is comprised of individuals who are aged 35 or under from universities, consultancies and public authorities both in the UK and overseas.This report considers the nature of local travel and how it may be influenced. The report provides a Network perspective on local travel in the form of a 'Toolkit for Local Travel'. The Toolkit is a collection of concepts and ideas associated with the Network's own transportation requirements described in its second report. As such the Toolkit represents a shopping list rather than a recipe for success. It should not be assumed that all Toolkit components are complementary to one another.The emphasis upon local travel rather than local transport reflects the Network's aim to look at the behavioural and social factors that give rise to and influence decisions concerning local travel. The Network believes that addressing these issues is a fundamental prerequisite to achieving effective transport solutions. In essence, we need to fully consider why we travel locally in the ways that we do, before we can address how we can travel locally in a more sustainable fashion