The aim of the Bike Now research project was to explore specific 'actions' that could be undertaken in the context of a workplace to encourage people to take up (and continue) cycling to work. The actions included: bike mentoring/buddying; establishing 'bike buses'; providing cycle skills training; creating secure parking at the workplace; and providing a 'cycle fleet' at the workplace for travel during working hours, among others. The Bike Now project involved approximately 40 workplaces in Auckland, Wellington, Nelson, and Blenheim, New Zealand for a 12 month period in 2007 and 2008. Specially trained coordinators worked with 'champions' within each workplace to identify the initiatives of interest in their particular location (through an online survey of employees), implement them (as was feasible), and then to complete a 'follow up' survey online. This paper reports on the strengths and weaknesses of the process used; the effectiveness of the initiatives implemented; and provides some guidance for future programs to encourage cycle commuting. While the presence of Bike Now in the workplace served to increase awareness of cycling, and encouraged some people in our self selected sample to commence cycle commuting, none of the initiatives on their own stood out as contributing to this success.

This report describes the 2008-09 reformulation of the 2004-07 Ongoing New Zealand Household Travel Survey trips database into trip chains and tours. The reformulation required us to re-create programming sequences for key elements of the new datasets (segments, trip chains, tours, main mode and main purpose, and three different tour classification schemes) based on previous reformulation of the 1997-98 New Zealand Household Travel Survey dataset. The reformulated datasets permitted us to compare New Zealanders travel patterns in 1997-98 and over 2004-07. Thus, we can comment on some trends in New Zealander's travel behaviour. Comparing the 2004-07 and 1997-98 datasets revealed that: 1 . The mean number of trip chains per day (2.3) and the mean number of tours per day (1.3) were essentially unchanged; 2. Both trip chains and tours were increasingly likely to have fewer segments; 3. Vehicle driver only trip chains increased significantly to 53 per cent of all trip chains from 48 per cent. Vehicle driver only tours increased significantly to 50 per cent from 47 per cent; 4. Most trip chains and tours were non-work/non-education tours (e.g. personal business, shopping, social, recreational, etc.); 5. Walk only trip chains declined to 11 per cent from 13 per cent. (a)

In 2003, Sport and Recreation New Zealand (SPARC) and the Cancer Society of New Zealand commissioned a major nationwide survey to segment adult New Zealanders in terms of physical activity and healthy eating habits. The questionnaire, based on previous work by the American Cancer Society, included several questions about current usage of, and attitudes toward, active transport (particularly cycling, and to a lesser extent walking). The resulting Obstacles to Action database (with responses from over 8000 people aged 16 or over) thus provides opportunities to analyse transport responses with a larger sample size than is usual with New Zealand surveys. The focus of this paper is on one aspect of that report, namely the stage of change questions that build on the detailed development work done in the UK by the Transport Research Laboratory (TRL). The transtheoretical model of change, or stages of change model, is widely used in New Zealand and overseas to promote major changes in behaviour (e.g. quitting smoking, increasing intake of fruit and vegetables, alcohol abuse, cocaine abuse, safer sex). There is also evidence that approaches based on this model are effective for promoting physical activity in general. (a) For the covering entry of this conference, please see ITRD abstract no. E214666.

There has been increasing interest by governments in New Zealand in replacing short car trips (less than 5 kilometress) with trips using other more environmentally friendly modes, such as passenger transport, walking and cycling. However, discussion of the potential for changing short trips often misuses the available data, with the potential cited being based on segments (or legs), which often differ from what most people would consider as a or what we define as a trip chain. The LTSA's 1997/98 New Zealand (Household) Travel Survey database during 2003-2004 has been reformulated to derive chains and tours (beginning and ending at home) to better understand New Zealanders' travel behaviour. Among other things, the research helps to: correct widespread misunderstandings about the nature and frequency of short trips; enable better quantification of potential for change from short car trips to other modes; provide inputs for developing policy and infrastructure programmes, and enable new and improved performance measures. (a)

This paper provides guidance to local authorities and others who may wish to apply a personalised marketing program in a given area and to measure the impact of such an intervention. 'Personalised Marketing' is used to describe a program aimed at changing people's travel behaviour by a combination of education, persuasion and provision of personalised information to either individual households or individual people. One of the best-known personalised marketing programs in Australasia and Europe is 'IndiMark' or 'individualised marketing'. Various personalised marketing demonstration programs have claimed substantial success in decreasing car use and increasing trips by alternative modes, thereby convincing some local authorities that such programs may be the 'panacea' to congestion problems in urban areas. Our recent involvement in helping to plan the evaluation of a personalised marketing trial in Birkenhead (Auckland, New Zealand) caused us to review the international experience with various trials and their evaluation. Our investigation is two-pronged: to learn to what extent we can guide 'pre-selection' of the area and participants/households for a personalised marketing initiative to learn from pitfalls in the evaluation of the impacts of such programs. The evaluation ('after') and elicitation surveys in Birkenhead highlighted the inadequacies of the current public transport system, providing evidence to support the widely-used pre-selection criteria of a 'good quality' public transport service being in place prior to the initiation of a personalised marketing program. Analysis of the 'before' survey data revealed characteristics distinguishing 'receptive' from 'non-receptive' individuals and households. Not only did the analysis reveal significant differences in personal characteristics and attitudes towards 'environmentally friendly modes', but also we found indications of pre-existing differences in mode use, which could confound potential evaluations of mode change after the intervention (e.g. as claimed in some analyses of individualised marketing in South Perth). Furthermore, great care must be taken with respect to the sample used for the evaluation. The statistical power to detect significant differences between before- and after-measurements is determined not only by sample size but also by the variability of behaviour. If people vary greatly in the number of trips driven and/or distance driven on a day-to-day or week-to-week basis (even in the absence of an intervention), then larger sample sizes (and/or longer data collection periods than the usual one-day trip diary) are needed. We used the 1997/98 New Zealand Travel Survey to estimate day-to-day variability in transport behaviour (both distance and trips, for several different modes). Results suggest that the sample sizes required are distinctly larger than seen in some recent research locally and that traditional travel diary methods may not be cost-effective for impact evaluation of many small pilot projects.

In New Zealand as elsewhere, there is an increasing interest in alleviating congestion on the road transport network to improve economic productivity, reduce pollution, and to use the transport network more effectively. Governments enact various policies to encourage car drivers to change their behaviour, but often find that the full impact is not reached. We propose that car drivers have constraints influencing their mode choice for the morning peak period trip (e.g. needing to transport children, needing a car for work during the day). A stated preference experiment conducted in the three largest New Zealand urban areas not only quantifies the likely impact of a wide range of policy tools (both ‘sticks’ discouraging car use, and ‘carrots’ encouraging alternative modes) for each area, but also identifies many significant constraints.

Weekend traffic congestion in the major urban centres in New Zealand has increased to the point where it is viewed as rivalling the weekday peak period commuting times. Regional and local government policy makers and planners are considering what action should be taken to manage weekend traffic. However, apart from alcohol and crash data analysis, very little study has been done internationally or in New Zealand to understand weekend travel behaviour and how to manage it. In this initial investigation, we have analysed data from the 1997/98 New Zealand Household Travel Survey for the three main urban centres (Auckland, Wellington, and Christchurch) to identify the characteristics of weekend travel patterns compared with weekday travel behaviour. The variables considered include age, gender, mode, journey purpose, household characteristics, and vehicle occupancy, among others. Based on the characteristics of weekend travel patterns and other research efforts, we discuss how managing weekend traffic congestion may differ from managing weekday traffic congestion and assess several possible policy tools for their suitability to address weekend congestion.

The purpose of this paper is to highlight what is understood (and what is not understood) about the relationship between transport infrastructure, and the services it provides, and economic growth in developed economies. In concluding that transport investment on its own will not guarantee economic growth, the paper examines such things as: • The underlying conditions that, in conjunction with transport investment, could facilitate economic growth • Impact on regional versus national economic growth • The differential impacts on industry of transport infrastructure investment • The potential for transport infrastructure investment as a transforming economic activity • the possible role of political influences on infrastructure provision. The implications of this relationship for transport infrastructure management in New Zealand are briefly examined. The paper provides a reasonably "high level" view of the subject, and does not attempt to fully explain the theoretical underpinnings of the debate. This paper does not attempt to address the issue of "decoupling" economic growth and growth in transport consumption, as this has been the focus of a separate project elsewhere. Rather, the focus is on transport as an input factor in economic production.

The theoretical model of “public choice” is applied to the New Zealand tourism situation in order to evaluate the role of central government in providing tourism-related goods, services and amenities. Public choice theory provides a number of rationales for government involvement in the provision of certain goods, as well as explanations where government roles exceed what would normally be expected using the theory. A framework is developed for assessing the role of government in tourism generally. This framework is then applied specifically to the New Zealand situation. Some preliminary conclusions are drawn about the utility of public choice in analysing the provision of tourism-related goods.

A Walking School Bus (WSB) is an alternative method for children to travel to and from school. Adult volunteers walk along a set route to school, collecting children from designated stops along the way. Our earlier research investigating alternative methods for children travelling to school found a high level of interest in the WSB concept. Because of this interest, we designed a trial for WSB networks. Internationally, there had not been any attempts to test how far the WSB concept could be used to address the trend of increasing numbers of children being driven to school with all of the problems (congestion, pollution, safety, etc) that go with this trend. The trial involved 4 schools in Christchurch, New Zealand. We conducted surveys of the parent communities involved in each school before and after launching the trial. Our evaluation shows that the networks have been a clear success. Ten weeks after launch, 13 WSBs involving 112 children were operating at 3 schools. That is, our simple approach using a then unproven concept resulted in nearly 10% of the children at the trial schools regularly using WSBs. Over 60% of these children had previously been driven to and from school. Furthermore, WSBs led to less parental time being spent taking children to and from school, reductions in car use (and petrol consumption), and increased activity levels in both children and adults. Parents and children alike were enthusiastic about the WSB, saying they enjoyed the friendships, sense of community, exercise and knowing that the children were getting safely to and from school. All these WSBs proved to be self-sustaining even after the disruption and changes occurring over a 2-month summer break. As a result of the Walking School Bus network trial, we developed a booklet, The Walking School Bus – A Guide for Parents and Teachers, outlining a clear and simple process for establishing one WSB or a whole network. This booklet is now being distributed nationwide by government organisations and has already been used to establish new WSB networks in Christchurch and other New Zealand cities. Prepared by Dr Carolyn O'Fallon Page iii Pinnacle Research June 2001

Summary A Walking School Bus (WSB) is an alternative method for children to travel to and from school. Adult volunteers walk a set route to school, collecting children from designated stops along the way. In 2000, we trialed WSB "networks" at 4 schools in Christchurch, New Zealand, to address the trend of increasing numbers of children being driven to school and the congestion, air pollution, and safety problems that go with it. Our evaluation shows that WSB networks are a clear success because nearly 10% of the children are regular users. Over 60% of these children had previously been driven to and from school. Furthermore, the WSB networks led to reduced petrol consumption and CO 2 emissions, saved parents time, and increased physical activity levels for everyone involved. They were self- sustaining even after a 2-month summer break. Our guidelines are being distributed by government organisations and have been used to establish new WSB networks in Christchurch and other New Zealand cities. This paper was presented to the 16 th International Clean Air & Environment

Recently there has been an increasing interest by various Government agencies, Regional Councils and the general public in "short trips" in New Zealand, particularly with respect to how to replace short car trips (<5 km) with trips using other more environmentally friendly modes, such as passenger transport, walking and cycling. Currently discussion of short trips and the potential for changing them often misuses the available data. For example, the New Zealand Transport Strategy (Minister of Transport, 2002a) reports as a "key fact" on transport and public health that "One third of vehicle trips were less than two kilometres and two- thirds were less than six kilometres" (p 39). This statement is merely an echo of various other prominent government documents and strategies. The common interpretation is that these short trips can easily be converted to other more environmentally friendly and healthier modes such as walking and cycling.