Cycle Challenge Jersey 2013 Getting more people cycling by understanding behaviour change
Evaluation report prepared by: Challenge for Change January 2013
Contents Section One - Introduction ......................................................................... 8 1.1
Background .................................................................................. 8
1.2 Aims and objectives ....................................................................... 9 Section Two - Marketing, Promotion and Incentives...................................... 10 2.1
Promotional materials ................................................................... 10
2.2
Website analytics ......................................................................... 12
2.3
Incentives and prizes .................................................................... 13
Section Three - Challenge Results .............................................................. 14 3.1
Top-line Results ........................................................................... 14
Section Four - Data Collection ................................................................... 16 4.1
Data collection ............................................................................. 16
4.2
Representative sample .................................................................. 17
Section Five - Registrations into the Challenge ............................................ 18 5.1
Organisations............................................................................... 18
5.2
People ........................................................................................ 18
Section Six - Survey Results ..................................................................... 20 6.1 Change in general cycling behaviour ............................................... 20 6.2
Frequency of cycling trips to work ................................................... 27
6.3
Modal shift .................................................................................. 29
Section Seven - Barriers and Motivators ..................................................... 32 7.1
Barriers and motivators for participation in the Challenge .................. 32
7.2
Cycling confidence and bike ownership ............................................ 36
7.3
Interventions to encourage cycling.................................................. 38
7.4
Feedback on workplace cycle facilities ............................................. 40
Section Eight - Results Summary ............................................................... 42 8.1
Aims ........................................................................................... 42
8.2
Objectives ................................................................................... 44
8.3
Summary of recommendations ....................................................... 45
Section Nine - Conclusion ......................................................................... 47 Appendix 1 – Organisation Registrations ..................................................... 48 Appendix 2 – Improvements for cyclists within Jersey .................................. 50
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“It was a fantastic idea which encouraged people to get on a bike. I also liked the team challenge as it made me do my bit for my own team.” – Non-Cyclist
“I thought the Challenge was a great idea. We do need more initiatives like this to get the island to be more active. Can't wait for next year.” – Occasional Cyclist
“I know it's motivated colleagues to do some cycling as a new activity for them, so it's great. It's really heightened the profile of cycling.” – Regular Cyclist
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Executive Summary
Love to Ride Jersey (www.lovetoride.net/jersey) was established in early 2013 and rolls on as the online community for cyclists of all abilities in the area. Following meetings with various State departments from 2012 on, including conversations with a range of local supporters, Challenge for Change successfully tendered to work with States of Jersey to create an engaging programme of behaviour change on the new Love to Ride web platform. The focus of the activity would be on workplaces, although not exclusive to those in employment. With a broad target of getting more people cycling for leisure and to work, the programme was developed to also help address specific local issues including increasing traffic congestion and worsening health statistics from increasingly inactive communities. As a new location and region for Challenge for Change, Jersey also represented an excellent opportunity to measure and learn from the impacts of a behaviour change programme. Of particular interest would be the longer-term impacts and behaviours of participants and participating organisations and groups. It is with this in mind that we truly hope the programme delivered in 2013 is rolled on into 2014 so a legacy for cycling can be developed. By engaging in repeat activity we can create a far more detailed picture of how behaviours are shaped and how this translates for the local social, economic and environmental communities on Jersey. Challenge for Change delivered the first Cycle Challenge Jersey on the Love to Ride platform in June 2013. The initiative aimed to increase the number of people cycling in Jersey and specifically the CBD area. This addressed various requirements of a broader programme of sustainable travel initiatives and infrastructure developments. During the Challenge period, 57 organisations participated, and 1,147 people recorded over 72,517 miles via 7,641 trips. The 57 participating organisations employed between them more than 12,400 people, showing the reach of the Challenge’s marketing effort. The behavioural change programme allowed organisations to compete against one another to see who could encourage the most staff to cycle for at least 10 minutes, during the three week Challenge period from Monday 10 June to Sunday 30 June 2013. 4
The Challenge focused on participation and not miles to ensure a fair competition that encouraged non- and occasional cyclists, as much as regular cyclists. Try-abike sessions with led rides and organised group rides were offered throughout the Challenge period to provide a fun and easy way to participate.
Evaluation of the Challenge This report details an evaluation of the Challenge. Participants were surveyed at baseline when registering into the Challenge (June 2013) and three weeks (July 2013) and three months (September/October 2013) after participating. The results of these surveys have been analysed. The three-week Post Challenge Survey and the three-month Post Challenge Survey both achieved response rates of 25%. For the purpose of this report, registrants have been grouped into one of the following groups: • • •
Non-Cyclists - People who had either not cycled at all or only a few times in the year before the Challenge (39% of registrants). Occasional Cyclists - People who had either cycled only a few times a month or about once a week before the Challenge (22% of registrants). Regular Cyclists - People who had cycled two days or more each week before the Challenge (39% of registrants).
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Top-line results The Cycle Challenge Jersey programme has successfully influenced behaviour of the key target audiences in Jersey. The top-line results are:
the
1. Participation of new cyclists One of the aims of the 2013 Challenge was to encourage people who are not currently cycling to start cycling, with a specific target of encouraging at least 180 non-cyclists to take part in the Challenge. With 541 non-cyclists registering and 419 going on to record a trip, this far exceeded the target. 39% of all registrants were non-cyclists. 2. Increase in cycling frequency Three months after the Challenge: • •
54% of non-cyclists at baseline reported cycling at least once a month or more often, with 39% now cycling once a week or more; 51% of those classed as occasional cyclists reported cycling two days a week or more.
3. Increase in cycling to work frequency Three months after the Challenge: • •
39% of participants who reported cycling less than two days a week to work at baseline are now cycling to work at least two days a week; 16% of participants who reported travelling to work by car at baseline had switched to cycling to work as their main mode of transport.
4. Adding value to local projects that aim to promote cycling and sustainable travel Following the Challenge, participants were given the opportunity to state an interest in cycling activities or information in a survey. Most respondents wanted information about bike maintenance (n=97), advanced cycle skills training (n=31) and led group rides (n=29).
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Key Recommendations There is an opportunity for the local councils and their partners to continue the legacy of the Challenge by implementing the follow-up interventions, promote adult cycle training schemes and information about cycle routes directly to those who requested it; offer bike maintenance courses to benefit as wide an audience as possible; and build a relationship with the organisations that were involved in the Challenge to engage them in further cycling activities. The database of over 1,300 cyclists and 53 businesses in the area is a great resource and could be used for research purposes, to consult on plans for new infrastructure with cyclists of all abilities, to promote the annual programme of cycling events in the area and to continue to support those cyclists who have shown a change in behaviour through the Challenge by incentivising them to keep cycling. There is a high level of interest from Challenge Champions in continuing to Champion cycling in their workplace and explore implementing a grants scheme to help workplaces improve their facilities.
Conclusion The Cycle Challenge Jersey programme has successfully engaged a large audience of potential and existing cyclists in the area. Positive behaviour change has been measured amongst the key target groups of non- and occasional cyclists as a result of the Challenge. Continuing to attract non-cyclists into the programme would remain the key focus of a repeat Challenge, as well as attracting new organisations to take part and increasing participation within existing organisations. It is recommended that a 2014 Cycle Challenge be run to continue with increasing rates in cycling and cycling to work, evident in the results obtained during 2013.
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Section One Introduction In June 2013, Challenge for Change delivered the first Cycle Challenge Jersey funded through the States of Jersey. The Challenge was a behavioural change programme, based on social marketing theory, designed to encourage more people in Jersey to cycle more often. This report provides data and feedback on the Challenge and evidence to show the outcomes of the Challenge, based on participant research.
1.1
Background
The first Cycle Challenge Jersey took place from 10 – 30 June 2013 and successfully encouraged a total of 1,147 participants to take part. The Challenge encouraged people to experience what it was like to actually ride a bike, through events, incentives and peer encouragement. It had been extended by a week due to heavy rain and bad weather. Rides were recorded online via a dedicated Cycle Challenge Jersey website, which encouraged organisations and the individual departments within them to compete against each other to see who could encourage the most staff to cycle for at least 10 minutes. The Challenge focused on participation rather than mileage, to ensure a fair competition that engaged non- and occasional cyclists, as much as regular cyclists. It also helped to foster a sense of teamwork and a cycling culture within participating groups by motivating existing cyclists to seek out and encourage their non-cycling friends to get involved. The design of the promotional materials and website used illustrations of cyclists including bike hangers aimed at existing cyclists to encourage their non-cycling colleagues to take part, specifically in the try-a-bike sessions. Try-a-bike events were held at various workplaces to give participants the opportunity to try cycling for 10 minutes. These events also included a free bike tune up by a Dr Bike mechanic.
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1.2
Aims and objectives
Aims The aims of the Challenge are: •
To encourage people who are not currently cycling to start cycling.
•
To encourage occasional cyclists to cycle more regularly.
•
To encourage those who are not currently cycling to work to cycle to work.
•
To add value to local projects that aim to promote cycling and sustainable travel in Jersey.
•
To provide measurable results so that stakeholders can see that the Challenge programme has made a real difference to the number of people cycling in Jersey.
Objectives 1. To encourage at least 30 businesses to register in the Challenge. 2. To encourage at least 700 people to participate in the Challenge each year. 3. To encourage at least 180 non-cyclists to participate in the Challenge.
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Section Two Marketing, Promotion and Incentives Ania Deichsel was appointed as the Challenge Manager. Her role was to encourage as many new organisations and people to take part and to support them throughout the Challenge programme.
2.1
Promotional materials
A range of promotional materials were developed to promote the Challenge: A4 posters, A4 business factsheets, A4 paper registration forms and A6 postcards. Different messages were used in order to target different audiences – noncyclists and existing cyclists.
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Mini flyers (to hang on bikes or inside on plants and computers) were targeted at existing cyclists:
Printed materials were complemented by a Challenge website (Section 2.2), web banners and targeted emails to participants before, during and after the Challenge period. Some emails went to all participants, whilst others were targeted at specific groups within the database, for example: •
Emails to Workplace Champions – gave tips and ideas on how to promote the Challenge and encouraged them to become actively involved in the Challenge by organising social rides for their team.
•
Emails to new cyclists – focussed on the “Cycle for 10 minutes and win!” message and highlighted incentives such as the free cinema tickets and prizes.
All publicity for the Challenge took a friendly, non-lecturing approach. Instead of focusing on promoting the benefits of cycling and physical activity, it encouraged people to simply give cycling a go, have fun with their workmates and in turn discover the benefits for themselves. Publicity clearly highlighted the prizes and incentives available, which are detailed in Section 2.3.
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2.2
Website analytics
Organisations, departments and individuals were encouraged to register their involvement and record their cycling activity on the website www.cyclechallengejersey.org.uk. The website displayed live results and enabled a quick and easy comparison of individual and team results to motivate further participation, with statistics relating to distance, trips, calories and carbon savings. The analytics statistics for the website have been recorded and analysed specifically for the month before, during and the two weeks after the Challenge period, from 10 May to 14 July 2013: 15,202 visits (73% from returning visitors, 27% from new visitors). 4,373 absolute unique visitors. 230 visits on average per day. 04:51 minutes spent on average on the site. 83,782 page views. 6 page views on average per visit.
• • • • • •
Most of the traffic to the website (55%) was direct, followed by referring sites (28%) and searches (17%). Figure 1: Visits per day 1200 1000 800 600 400 200
10/05/2013 12/05/2013 14/05/2013 16/05/2013 18/05/2013 20/05/2013 22/05/2013 24/05/2013 26/05/2013 28/05/2013 30/05/2013 01/06/2013 03/06/2013 05/06/2013 07/06/2013 09/06/2013 11/06/2013 13/06/2013 15/06/2013 17/06/2013 19/06/2013 21/06/2013 23/06/2013 25/06/2013 27/06/2013 29/06/2013 01/07/2013 03/07/2013 05/07/2013 07/07/2013 09/07/2013 11/07/2013 13/07/2013
0
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2.3
Incentives and prizes
The following competitions, incentives and prizes were used to attract the key target audiences into the Challenge: •
Team Participation Award – The organisation in each size category that encouraged the highest proportion of staff to ride a bike for the Challenge won a certificate and large cake or cupcakes from Cake Factory.
•
Cinema Tickets – 200 cinema tickets for CineWorld were awarded to those who cycled for the first time in over a year for the Challenge and their encouragers, as well as those who rode a bike at a try-a-bike session.
•
Weekly Prizes – There were three weekly prize draws, one in each week of the Challenge. These draws encouraged participants to record at least one trip a week for any purpose: for leisure or to work. Prizes included two bikes (worth £600 and £500 respectively), a full body massage and a day trip to Sark.
•
Top encourager – The person who encouraged the most new cyclists to log a trip during the Challenge won a 3-course meal for 2 at Restaurant Sirocco, at the Royal Yacht Hotel.
•
All participants – For every participant that took part during the Cycle Challenge, Mark Pickford's Cycle Shop offered a 10% discount on all cycling accessories and AquaSplash offered corporate rate membership discounts with no administration fee until the end of July.
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Section Three Challenge Results 3.1
Top-line Results
The results from the 2013 Challenge, which relate to trips that were recorded within the three-week Challenge period, from 10 to 30 June, are presented in the table below. Table 1: Top-line results for the 2013 Cycle Challenge Jersey Top-line results Organisations Participants Non cyclists Distance (miles) Total trips % trips for transport purposes CO2 saved (kg) Energy burnt (million kJ)
2013 57 1,147 419 72,517 7,641 67% 13,394 7.9
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The organisations and departments which encouraged the most people to cycle for the Challenge were: Table 2: Participation Award Winners Size Category
500+
200-499
50-199
20-49
7-19
3-6
Place
Organisation
% Participation
1st
SoJ - Transport and Technical Services
13.0%
2nd
RBS International & NatWest
12.0%
3rd
SoJ - Home Affairs
1st
SoJ - Economic Development
19.0%
2nd
UBS AG
18.0%
3rd
SoJ - Non-Ministerial States
13.0%
1st
Physiotherapy - SoJ - Health & Social Services
71.0%
2nd
Mont Ă l'AbbĂŠ School - SoJ - Education, Sport & Culture
64.0%
3rd
Public Health - SoJ - Health & Social Services
38.0%
1st
Treasury & Investor Solutions - RBS International & NatWest
91.0%
2nd
Jersey Tourism - SoJ - Economic Development
65.0%
3rd
Bellozanne - Liquid Waste - SoJ - Transport and Technical Services
60.0%
1st
Waddington architects
100%
2nd
Consolidated Minerals Limited
100%
3rd
Back to Work Training Team - SoJ - Social Security
100%
1st
Executive - Prosperity 24.7
100%
2nd
Communications - Jersey Finance Limited
100%
3rd
Transport Policy - SoJ - Transport and Technical Services
100%
9.0%
Events A total of 8 events took place in the lead up and during the Challenge period, covering 6 different workplaces to encourage both new and existing cyclists to take part in the Challenge.
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Section Four Data Collection The data recorded and collected as part of the Challenge was critical for analysing and evaluating the Cycle Challenge Jersey programme and understanding changes in participants’ behaviour.
4.1
Data collection
Three surveys have been completed by participants in the programme, at the start of the Challenge, three weeks and three months after the Challenge:
Survey
N responses % response rate
Post Challenge Survey 1
Post Challenge Survey 2
(July 2013)
(Oct 2013)
1383
342
345
-
25%
25%
Baseline (Mar-June 2013)
The first Post Challenge Survey aimed to discover what perceived barriers participants had to cycling more often in the future and to explore their intended future cycling behaviour, whilst the second one explored any changes to cycling behaviour since the Challenge. Incentives were offered for each survey to encourage completion.
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4.2
Representative sample
It is important to ascertain whether the participants who responded to the Post Challenge Surveys are representative of all who took part in the Challenge. A representative sample means that the survey results can be extrapolated to represent all Challenge participants. To test whether the participants who completed the Post Challenge Surveys were representative of all participants, their cycling behaviour, gender and age have been compared against those given at baseline. Table 3: Comparison of sample
% of all Challenge registrants
% of all Post Challenge Survey 1 respondents
% of all Post Challenge Survey 2 respondents
Not at all A few times 1-3 times a month Once a week 2-3 days a week 4 or more days a week
15% 24% 13% 9% 16% 23%
15% 17% 13% 8% 17% 29%
13% 20% 14% 7% 18% 29%
Male Female
55% 45%
50% 50%
50% 50%
15 yrs or less 16-19 yrs 20-24 yrs 25-34 yrs 35-44 yrs 45-54 yrs 55-64 yrs 65 yrs or older
0% 1% 7% 23% 33% 27% 9% <1%
0% 1% 3% 21% 33% 32% 10% <1%
0% 1% 3% 23% 30% 31% 11% 1%
Cycling behaviour at baseline
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.
Section Five Registrations into the Challenge The Challenge succeeded in attracting a wide audience of organisations and cyclists of all levels of cycling experience. Key Points â&#x20AC;˘
57 organisations registered into the Challenge, and all of them participated
â&#x20AC;˘
1,147 of the participants who registered to take part (83%) went on to record a trip during the Challenge.
â&#x20AC;˘
Over 1,300 people in Jersey have now registered onto the website and engaged with the Challenge.
5.1
Organisations
57 organisations confirmed that they would take part in the 2013 Challenge. Participants in all these confirmed organisations went on to record a trip. Appendix 1 shows a list of all organisations registered into the Challenge.
5.2
People
The Baseline Survey for the 2013 Challenge was completed by 1,383 people, indicating that they had registered to take part. 1,147 of the participants who registered to take part (83%) went on to record a trip during the Challenge. To date, over 1,300 people in Jersey have now registered onto the Challenge website and engaged with the Challenge.
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1
Figure 2: Age and gender of registrants (N=1,349 ) Male (n=738)
Female (n=611)
20% 15% 10% 5% 0% 15 yrs or 16-19 yrs 20-24 yrs 25-34 yrs 35-44 yrs 45-54 yrs 55-64 yrs 65 yrs or less older
•
The largest group of participants were aged 35-44 years (33%), followed by 45-54 years (27%) and 25-34 years (23%).
•
45% of participants were female.
•
There were more male than female participants in all bands except in 2024 year olds.
1
The number of males and females do not equal the total number of registrants (N=1,383) due to missing data.
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Section Six Survey Results The Challenge surveys presented a great opportunity to observe the behaviour of a large group of cyclists in Jersey. This information shows us how the Challenge has influenced participants’ cycling and travel-to-work behaviour. The results of the Baseline and both Post Challenge Surveys are reported in this Section2.
6.1
Change in general cycling behaviour
Key Points •
541 registrants (39%) had either cycled not at all or only a few times in the year prior to the 2013 Challenge.
•
Amongst non-cyclists, those who stated an intention to cycle more often after the Challenge showed a higher increase in reported cycling behaviour three months later, compared to those who stated that they would cycle about the same/less often (59% and 27% respectively).
•
39% of those classed as non-cyclists at baseline reported cycling at least once a week three months after the Challenge.
6.1.1 Cycling behaviour at Baseline Table 4: Before taking part in the Challenge, approximately how often have you ridden a bike in the last 12 months? (N=1,352)
Not at all
A few times
1-3 times a month
Once a week
2-3 days a week
4 or more days a week
Male (n=740)
10%
17%
14%
10%
20%
29%
Female (n=612)
22%
30%
12%
7%
12%
16%
All (N=1,352)
15%
23%
13%
9%
16%
23%
Gender
• •
213 registrants had not cycled at all in the year prior to the Challenge. The largest group of registrants had cycled a few times in the year before taking part in the Challenge (23% of total registrants).
2
Those who completed the Baseline Survey are referred to as ‘registrants’ throughout this report. The term ‘participants’ refers to those who went on to record a trip.
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From this data, Challenge registrants have been grouped into three broad segments based on their cycling behaviour: •
Non-Cyclists - People who had either not cycled at all (classed as ‘new cyclists’) or only a few times in the year before the Challenge.
•
Occasional Cyclists - People who had either cycled only a few times a month or about once a week before the Challenge.
•
Regular Cyclists - People who had cycled two days or more each week before the Challenge.
Figure 3: Before taking part in the Challenge, approximately how often have you ridden a bike in the last 12 months (n=1,383)?
Non-Cyclists
Occasional Cyclists
39%
Regular Cyclists
39%
22%
• 541 registrants (39%) had either cycled not at all or only a few times in the year prior to the 2013 Challenge. • In 2013, on average, Workplace Cycle Challenges in the UK attracted 31% non-cyclists and 19% occasional cyclists. The results achieved in the Cycle Challenge Jersey therefore compare very favourably and show that the programme attracted an above average proportion of the key target audience into the Challenge.
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Gender differences amongst the three segments were also looked at. Figure 4: Before taking part in the Challenge, approximately how often have 3
you ridden a bike in the last 12 months? (N=1,352 )
Male (n=740)
Female (n=612)
100% 80% 60%
41%
32%
59%
68%
Occasional Cyclists (n=294)
Regular Cyclists (n=534)
61%
40% 20%
39%
0% Non-Cyclists (n=524)
â&#x20AC;˘
The differences in gender across the audience segments followed the typical pattern found amongst cyclists: with a higher proportion of females as non-cyclists (61%) and a higher proportion of males as regular cyclists (68%).
The 2013 Challenge aimed to maximise participation levels within the largest participating organisations. Table 5: Participation levels amongst the largest participating organisations Size Category 500+ 200-499
2013 Average
Max
8%
13%
11%
19%
3
This number is lower than the overall number of registrants (N=1,383) because gender data was missing for 31 registrants.
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6.1.2 Intentions to cycle after participation in the Challenge Participants were asked about their intentions to cycle after the Challenge in July 2013 - Post Challenge Survey 1. Table 6: Thinking ahead to the next 3 months, will you be riding a bike...? (n=241)
More than I did in the 3 months before the Challenge
About the same as I did in the 3 months before the Challenge
Less than I did in the 3 months before the Challenge
Non- (n=73)
71%
25%
4%
Occasional (n=52)
54%
46%
0%
Regular (n=116)
23%
76%
1%
All (N=241)
44%
54%
2%
Participant Segment
â&#x20AC;˘
71% of non- and 54% of occasional cyclists stated that they intended to cycle more than they did before taking part in the Challenge.
â&#x20AC;˘
Remarkably, 23% of regular cyclists stated an intention to cycle more than they did before the Challenge. Only 2% of participants intended to cycle less often after taking part in the Challenge.
Participants were asked to elaborate on their intentions in free text. These qualitative quotes have been combined into a word cloud, with the font size of individual words reflecting how frequently they appeared in responses. Figure 5: What is the main reason(s) that you will cycle more in the next 3 months?
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“It's renewed my confidence to get back on my bike, which in turn will allow me to go cycling with my grandson.” - Non-cyclist “The Challenge has got me into the habit of cycling and also the summer weather.” Occasional Cyclist
-
“I am generally fitter, more confident in the traffic, and better able to cycle up hills.” Regular Cyclist
-
6.1.3 Did intentions translate into action? It is interesting to find out whether those participants who stated that they intended to cycle more often after the Challenge, actually did so. To assess this, the cycling behaviour of the key audience, non-cyclists, at three months after the Challenge was compared to their stated intentions three weeks after the Challenge. Table 7: Changes in cycling behaviour three months after participating in the Challenge, relative to cycling intention three weeks after the Challenge (n=33) – Non-cyclists only 3 Weeks Post Challenge Cycling intention More About the same/Less
3 Months Post Challenge Non-
Occasional
Regular
% Increased Cycling
% of baseline registrants (with data)
Not at all
A few times
1-3 times a month
Once a week
2-3 days a week
4 or more days a week
67%
14%
27%
14%
5%
27%
14%
59%
33%
36%
36%
9%
0%
18%
0%
27%
•
Of the 33 non-cyclists who completed both the three week and three month follow-up surveys, 67% stated that they intended to cycle more often after the Challenge. 41% of them went on to cycle two or more days a week three months after the Challenge.
•
Amongst non-cyclists, those who stated an intention to cycle more often after the Challenge showed a higher increase in reported cycling behaviour three months later, compared to those who stated that they would cycle about the same/less often (59% and 27% respectively). Both figures are indicative of positive behaviour change, as non-cyclists who did not intend to cycle more often have actually done so three months after the Challenge.
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6.1.4 Behaviour change three months on Changes amongst the wider group of participants who responded to Post Challenge Survey 2 (regardless of whether they responded to Post Challenge Survey 1) are shown in the table below. Table 8: Changes in cycling behaviour three months after participating in the Challenge (N=335) 3 Months Post Challenge Non-
Regular
% Increased Cycling
n
Not at all
A few times
1-3 times a month
Once a week
2-3 days a week
4 or more days a week
Not at all
43
30%
37%
5%
2%
16%
9%
70%
A few times
66
8%
24%
23%
8%
20%
18%
68%
1-3 times a month
48
4%
15%
19%
17%
23%
23%
63%
Once a week
21
10%
19%
5%
5%
43%
19%
62%
2-3 days a week
61
2%
2%
5%
5%
46%
41%
41%
4 or more days a week
96
1%
1%
0%
1%
10%
86%
-
Occasional
Non-
Baseline
Regular
Occasional
•
54% of non-cyclists at baseline reported they are now cycling once a month or more, three months after the Challenge.
•
39% of non-cyclists reported that they are now cycling weekly (once a week or more often) three months after the Challenge.
•
51% of those who were occasional cyclists at baseline reported cycling regularly three months after the Challenge.
•
Overall, 14% of participants were cycling less frequently three months after the Challenge, compared to 60% who were cycling more frequently4.
4
This figure excludes regular cyclists who cycled 4 or more days a week, as this is the upper limit of cycling frequency that the survey allows.
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Participants were asked why they had cycled more often in the three months since the Challenge. Figure 6: What is the main reason(s) that you cycled more in the last 3 months?
“After doing the Cycle Challenge I never knew how much petrol I was using to get to work, so it’s working out cost effective for me and it’s also helping the environment as well as my fitness.” – Non-Cyclist “The main reason was to lose weight and after that it just was fun going on, since the start of the love to ride campaign, I have managed to clock more than 600 miles on my bike” – Occasional Cyclist “I enjoyed the fitness, the fresh air and it is a quicker option than driving my car and walking from my parking space.” – Regular Cyclist
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6.2
Frequency of cycling trips to work
Occasional and regular cyclists were asked how frequently they had cycled for work in the three weeks prior to completing the Baseline Survey. The same question was repeated in Post Challenge Survey 2 to assess behaviour change three months after the Challenge. Key Points Of those who reported cycling less than two days a week to work at baseline, 39% reported cycling to work regularly (at least two days a week) three months after the Challenge.
•
6.2.1 Trips to work Baseline Figure 7: In the last 3 weeks, about how often have you cycled to work? (N=820)
Occasional Cyclists (n=287)
Regular Cyclists (n=533)
60% 50% 40% 30% 20% 10% 0% Not at all in the Less than 1 day 1 day per week 2-3 days per last 3 weeks per week week
4 or more days per week
•
15% of occasional cyclists reported cycling to work two or more days a week, whilst 50% did not cycle at all to work.
•
Unsurprisingly, regular cyclists reported more frequent cycling trips to work than occasional cyclists, with 86% of regular cyclists cycling to work at least one day per week, compared to 38% of occasional cyclists.
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Three months on Table 9: Changes in cycling to work three months after participating in the Challenge (N=215) 3 Months Post Challenge Baseline Not at all in the last 3 weeks Less than 1 day per week 1 day per week 2-3 days per week 4 or more days per week
â&#x20AC;˘
% Increased Cycling
n
Not at all in the last 3 weeks
Less than 1 day per week
1 day per week
2-3 days per week
4 or more days per week
44
66%
2%
5%
9%
18%
34%
5
0%
20%
0%
80%
0%
80%
30
13%
10%
27%
30%
20%
50%
49
8%
0%
2%
43%
47%
47%
87
2%
0%
2%
11%
84%
-
Of those who reported cycling less than two days a week to work at baseline, 39% reported cycling to work regularly (at least two days a week) three months after the Challenge.
The cycling trips to work of non-cyclist participants were also looked at as some have reported general increases in cycling behaviour. Table 10: Changes in cycling to work amongst non-cyclists three months after participating in the Challenge (N=106) 3 Months Post Challenge Baseline General Cycling Behaviour
% Increased Cycling
n
Not at all in the last 3 weeks
Less than 1 day per week
1 day per week
2-3 days per week
4 or more days per week
Not at all
42
83%
0%
2%
7%
7%
17%
A few times
64
47%
14%
3%
19%
17%
53%
106
61%
8%
3%
14%
13%
39%
All NonCyclists
â&#x20AC;˘
30% of non-cyclists reported cycling to work at least one day a week three months after the Challenge.
28
6.3
Modal shift
In the Baseline Survey, registrants were asked how they usually travel to work on most days. If they used more than one mode of transport, they were asked to select the one that they use to cover the longest distance. Key Points •
At baseline, non-cyclists accounted for 57% of those who drove alone to work, whilst occasional cyclists accounted for 28%, and regular cyclists for 15%.
•
16% of those who travelled to work mainly by car at baseline had switched to cycling to work as their main mode of transport three months after the Challenge.
Baseline Table 11: How do you usually travel to work on most days? (N=1,383) Audience Segment
Car – drive alone
Bicycle
Car – with passengers
Walk/run
Bus
Train
Do not work
Work from home
Other
All (N=1,383)
27%
30%
17%
18%
4%
0%
<1%
<1%
4%
Cycling was the mostly frequently reported method of travel to work (30%), followed by driving alone by car (27%) and walking or running (18%).
•
The figure below shows mode of travel to work for non-, occasional and regular cyclists. Figure 8: How do you usually travel to work on most days? (N=1,383)
Bicycle
Walk/run
Bus/Train
Car - drive alone
Other
100% 80% 60% 40% 20% 0% Non-Cyclists (n=541)
Occasional Cyclists (n=301)
29
Regular Cyclists (n=541)
•
Driving in a car alone was the most common modes amongst non- and occasional cyclists (38% and 34% respectively).
•
Non-cyclists accounted for 57% of those who drove alone to work, whilst occasional cyclists accounted for 28%, and regular cyclists for 15%.
•
23% of non-cyclists and 24% of occasional cyclists walk or run to work. This suggests that the dynamic nature of cycling to work is not necessarily a hindrance to this behaviour.
•
Cycling was by the most common mode of transport to work amongst regular cyclists (72%), and 10% of regular cyclists drove alone to work.
In the Baseline Survey, participants were asked how often they had travelled to work by car in the seven days prior to filling in the survey. The responses amongst participants have been analysed to detect any shifts in travel-to-work behaviour three months after the Challenge. Figure 9: In the last 7 days, on how many days did you travel to work by car? (Baseline Survey, N=1,383)
Non-Cyclists (n=541)
Occasional Cyclists (n=301)
Regular Cyclists (n=541)
50% 40% 30% 20% 10% 0% 0 days
•
1 day
2 days
3 days
4 days
5 days
6 days
7 days
At the time of the Baseline Survey completion, at least half of all non- and occasional cyclists (63% and 50% respectively) had travelled to work by car on at least three of the last seven days.
30
Three months on Table 12: Changes in car trips to work three months after participating in the Challenge (n=334) All Participants
3 Months Post Challenge - no. of days
Baseline no. of days
n
0
1
2
3
4
5
6
7
% Decreased Car Trips
0
121
84%
8%
2%
2%
2%
1%
0%
2%
-
1
46
37%
28%
22%
9%
0%
2%
0%
2%
37%
2
37
35%
16%
24%
8%
8%
5%
0%
3%
51%
3
24
21%
8%
17%
21%
8%
17%
0%
8%
46%
14%
0%
3%
45%
4
29
10%
17%
7%
10%
38 %
5
58
10%
9%
9%
5%
7%
53%
3%
3%
40%
6
2
0%
0%
0%
50%
0%
50%
0%
0%
100%
7
17
12%
0%
0%
6%
6%
41%
0%
35%
65%
•
Overall, 45% of respondents were travelling to work by car less frequently three months after the Challenge, whereas 19% were commuting by car more often.
•
37% of respondents reported travelling to work by car by at least two fewer days three months after the Challenge.
Large modal shifts were measured by tracking the change in the main mode of transport to work from baseline to three months after the Challenge. Three months on Table 13: Modal shift from car to bike – journeys to work three months after participating in the Challenge (N=128) 3 Months Post Challenge Baseline Car - drive alone Car - share with others All Car
•
% Switched to cycling
n
Cycle
Car - drive alone
Car - share with others
Other
73
14%
74%
7%
5%
14%
55
18%
9%
69%
4%
18%
128
16%
46%
34%
5%
16%
16% of those who travelled to work mainly by car at baseline had switched to cycling to work as their main mode of transport three months after the Challenge.
31
Section Seven Barriers and Motivators The following results from the Baseline and both Post Challenge Surveys detail the specific barriers and motivators to cycling. This information can help inform States of Jersey when planning future interventions to encourage cycling on the island.
7.1
Barriers and motivators for participation in the Challenge
Key Point â&#x20AC;˘
Barriers to Champions getting colleagues involved included: apathy, distance from work and not owning a bike.
7.1.1 Workplace Champions In the Post Challenge Survey 1, the Workplace Champions were asked for their main reasons for registering their organisation into the Challenge: Figure 10: What was the main reason that your workplace registered into the Challenge?
32
“To encourage greener living. I wanted other people to see how easy it is if they swapped their cars for bikes! And hopefully change their views completely!” - Non-Cyclist “To promote fitness and help the environment.”
- Occasional Cyclist
“I am a recently converted cyclist and wanted to try and get a few of my colleagues to consider getting onto their bikes. Additionally, after raising the matter with the bank they agreed that from a social and ecological viewpoint it met with the company’s outlook.” - Regular Cyclist
The Workplace Champions were also asked what barriers they came across to getting their colleagues to take part in the Challenge. Figure 11: What do you perceive were the main barriers to getting more of your colleagues to take part?
33
76 of the Workplace or Department Champions answered an open-ended question asking them what the barriers were to getting more colleagues to take part. These barriers and the frequency with which they were mentioned are presented in Table 16 below. Table 14: Barriers to getting more participation in the Challenge (n=76 Champions)
Barrier Apathy Distance from work/Dropping off children/Client visits Not owning a bike Fear (for safety) Lack of time/energy Lack of facilities at work Habit/routine Poor promotion Weather Lack of fitness Don't cycle/poor cycling confidence No access to computer Medical problems
Number of times mentioned 23 22 14 8 8 7 7 6 5 3 1 1 1
•
The most frequently mentioned barriers were apathy, distance from work (including the difficulties of cycling whilst having children to drop off and needing a car to visit clients), and not owning a bike.
•
Other barriers included a fear of cycling on main roads, lack of time or energy and lack of facilities at work.
“Some are just not into cycling, some have kids they need to ferry around in the car, the distance of travel to work for some, lack of motivation to get fit for others!” – Non-Cyclist “Convenience of the car, and the "hassle" of having to get changed / showered at work after a cycle, and the lack of facilities for colleagues at work (only one shower for 20+ staff).” – Regular Cyclist “Time constraints mainly. Many people don't own bikes or are not attracted to cycling at all. Facilities at the office (changing room, number of showers etc) are limited as well. Large part of the staff lives within walking distance to the office so it makes no sense for them to commute by bicycle.” - Regular Cyclist
34
In Post Challenge Survey 1, Workplace and Department Champions were asked to rate how cycle friendly their workplaces were. Figure 12: How cycle-friendly would you rate your employer? (N=76)
0 - 'Not at all cycle-friendly' 0%
10% 11%
•
20%
30% 24%
40%
1
2 50%
3 60%
30%
4
5 - 'Very cycle-friendly' 70%
80%
90%
100%
30%
Almost two-thirds of the Champions (61%) rated their workplaces highly on being cycle friendly with a score of 4 or 5 out of 5.
The Workplace Champions were also asked how they could be better supported and what would make it easier for them to encourage colleagues to take part: • • • • • • • • • • •
A charitable cause Bike discount Clearer emails for Champions to send out Include smaller events, e.g. family day More incentives for Champions More promotion, e.g. on-site presentations, media coverage of winners More try-a-bike sessions Non-computer based registration and recording One month's free parking Prizes for current cyclists Training for new cyclists and motorists
“Discount at Boudins cycle centre to encourage more people to buy a bike! Maybe a family day up at the cycle track with free bikes for all ages and representatives to help those who haven't cycled before or for a while to get into it! Maybe do a cyclathon (like Macmillian do a rowathon) to encourage some competition?” “To increase the incentive by upping the rewards/prises, improving cycle tracks (for kids) and fining single use car drivers for a day to really encourage permanent change to peoples habits.” “Somehow make the rewards more appealing? Media coverage for the top 3 winners in all categories maybe. This would definitely get the support and encouragement from the firm's decision makers.”
35
7.2
Cycling confidence and bike ownership
In the Baseline Survey, non- and occasional cyclists were asked about their cycling confidence, whether they owned a bike and what condition it was in. Key Points •
About three-quarters of the non-cyclists reported feeling “fairly confident” (44%) or “confident” (32%) when cycling on the road.
•
79% of non-cyclists reported owning a bike
Figure 13: How confident do you feel when cycling on the road? (N=842)
Non-Cyclists (n=541)
Occasional Cyclists (n=301)
400 350 300 250 200 150 100 50 0 Confident - I'm happy Fairly confident - I Not at all confident Not confident - I to ride in traffic. prefer to ride on quiet don't like to ride on I am a learner. roads. the road.
•
About three-quarters of the non-cyclists reported feeling “fairly confident” (44%) or “confident” (32%) when cycling on the road. Lack of confidence is not the reason these non-cyclists were not cycling prior to the Challenge.
•
About a quarter of non-cyclists reported feeling “not confident” (20%) or “not at all confident” (4%) on the road. Lack of confidence was definitely a factor in these participants not cycling much prior to the Challenge.
•
96% of occasional cyclists reported feeling “fairly confident” or “confident”, suggesting that there is little room for further training and confidence building.
36
Figure 14: Do you own a bike? (n=842)
Yes
No
100% 80% 60% 40% 20% 0% Non-Cyclists (n=541)
Occasional Cyclists (n=301)
â&#x20AC;˘
79% the non-cyclists reported owning a bike. This shows that there is a relatively high bike ownership amongst this group and potential to encourage them to use their bike more often.
â&#x20AC;˘
99.7% of occasional cyclists reported owning their own bike.
37
7.3
Interventions to encourage cycling
In order to help understand the barriers to cycling, non- and occasional cyclists were asked what training or information they were interested in having in Post Challenge Survey 1. Key Points •
Most respondents wanted information about bike maintenance (n=97), advanced cycle skills training (n=31) and led group rides (n=29).
•
45% of Champions (n=34) planned to continue with championing cycling.
Figure 15: Would you be interested in any of the following? (N=124)
0
20
40
60
80
100
120
Bike maintenance course Advanced cycle skills training - skills to Led group bike rides Intermediate cycle skills training - skills Assistance planning a cycle route Beginners cycle skills training - control
•
Most respondents wanted information about bike maintenance (n=97), advanced cycle skills training (n=31) and led group rides (n=29).
•
Only 23 participants were interested in beginner or intermediate cycle skills training.
38
Participants were also asked for any ideas on specific improvements for cyclists within Jersey. Suggestions were provided by 180 participants and their full responses are in Appendix 2. These will be most effectively analysed by someone with local knowledge of the area. In Post Challenge Survey 1, Champions were asked whether they or their workplace had any plans to continue championing cycling and whether they wanted more information about setting up certain events. 45% (n=34) planned to continue championing cycling; specific plans included: • • • • • •
Better facilities General promotion to keep fit & healthy General support for cycling Group rides Main sponsor for 'Be Safe Be Seen' campaign Promoting local bike shops
39
7.4
Feedback on workplace cycle facilities
In Post Challenge Survey 1, non-, occasional and regular cyclists were asked to rate the cycling facilities at their workplaces. Key Points •
11% of respondents had no access to showers.
•
Changing rooms and lockers were not available to 18% and 42% of respondents respectively.
Figure 16: Q. How would you rate the following in your workplace...?
Very Good
Good 0%
Acceptable
Poor
Very Poor
Not available
10% 20% 30% 40% 50% 60% 70% 80% 90% 100%
Cycle Parking (n=240) Showers (n=241) Changing Rooms (n=241) Lockers (n=239)
•
Cycle parking was available to almost all respondents (94%) and rated as ‘good' or 'very good' by 51% of respondents.
•
89% of participants had access to showers, and 43% of them rated their shower facilities 'good' or 'very good.'
•
18% had no access to changing rooms, whilst lockers were not available to 42% of cyclists.
•
Changing rooms and lockers were rated 'good' or 'very good' by 29% and 24% of cyclists respectively.
40
The responses from employees at large organisations were assessed. The following two large organisations had the highest number of responses so their facilities were analysed specifically: Figure 17: SoJ - Health & Social Services
Very Good
Good
Acceptable
Poor
Very Poor
Not available
0% 10% 20% 30% 40% 50% 60% 70% 80% 90% 100% Cycle Parking (n=39) Showers (n=40) Changing Rooms (n=40) Lockers (n=40)
Figure 18: SoJ - Home Affairs
Very Good
Good
Acceptable
Poor
Very Poor
Not available
0% 10% 20% 30% 40% 50% 60% 70% 80% 90% 100% Cycle Parking (n=23) Showers (n=23) Changing Rooms (n=23) Lockers (n=22)
41
Section Eight Results Summary The Cycle Challenge Jersey was successful in engaging businesses and people to take part and successful in converting non-cyclists to become more frequent cyclists. The Challenge successfully influenced the behaviour of the key target groups (non- and occasional cyclists) and the aims set out at the start of the Challenge were achieved. It also exceeded the target numbers for registered organisations and participating individuals and non-cyclists.
8.1
Aims
1. To encourage people who are not currently cycling to start cycling. â&#x20AC;˘
Intention of non-cyclists to cycle more often: 39% (n=541) of registrants reported at baseline that they had not ridden a bike or had only ridden a bike a few times in the year prior to the 2013 Challenge. Three weeks after the 2013 Challenge, 71% of these non-cyclists who completed Post Challenge Survey 1 reported that they intended to ride a bike more often after the Challenge.
â&#x20AC;˘
Non-cyclists report cycling more often: 54% of non-cyclists at baseline reported they are now cycling once a month or more, three months after the Challenge. 39% of non-cyclists reported that they are now cycling weekly (once a week or more often) three months after the Challenge.
This shows a real change in behaviour and suggests that the Challenge was effective at encouraging people to take up cycling. Overall, over half (54%) of non-cyclists who took part in the Challenge are cycling more often three months after the Challenge.
42
2. To encourage occasional cyclists to cycle more regularly. •
Occasional cyclists report intending to cycle more often: 22% of participants reported at baseline that they had cycled 1-3 times per month or once a week before the 2013 Challenge. Three weeks after the 2013 Challenge, 54% of these occasional cyclists reported that they intended to ride a bike more often after the Challenge.
•
Occasional cyclists report cycling more regularly: 51% of occasional cyclists reported cycling at least two days a week three months after taking part in the 2013 Challenge.
This shows real change in behaviour and suggests that the Challenge was effective at encouraging occasional cyclists to cycle more often. 3. To encourage those who are not currently cycling to work to cycle to work. •
Participants cycle more frequently: 39% of participants who reported cycling less than two days a week to work at baseline reported three months after the Challenge that they were now cycling to work at least two days a week.
•
Modal shift from car to bike: 37% of respondents reported travelling to work by car by at least two fewer days. Furthermore, 16% of participants who reported travelling to work by car at baseline had switched to cycling to work as their main mode of transport three months after the Challenge.
These results indicate that the Challenge motivated non-cycle commuters and encouraged them to cycle to work. 4. To add value to local projects that aim to promote cycling and sustainable travel. •
Interest in cycling initiatives amongst non-Champion participants: Most respondents wanted information about bike maintenance (n=97), advanced cycle skills training (n=31) and led group rides (n=29).
•
45% (n=34) of Champions planned to continue championing cycling at their workplaces.
These results indicate that participants want more information and training and Champions wish to continue championing cycling after the Challenge.
43
8.2
Objectives
1. To encourage at least 30 businesses to register in the Challenge. â&#x20AC;˘
57 organisations registered into the Challenge and all participated.
2. To encourage at least 700 people to participate in the Challenge each year. â&#x20AC;˘
1,383 people registered into the Challenge and 1,147 participated.
3. To encourage at least 180 non-cyclists to participate in the Challenge. â&#x20AC;˘
419 non-cyclists Challenge.
(37%
of
participants)
44
participated
in
the
8.3
Summary of recommendations
Data on the barriers and motivators for cycling amongst key target groups can be used to design interventions to support cycling in Jersey. To maintain the momentum created by the Challenge and to further increase the frequency of cycling amongst Challenge participants, we recommend that the States of Jersey and its partners: •
Promote adult cycle training schemes directly to those participants who requested such training and to those who reported low confidence cycling on the road.
•
Use the results of this report to work with organisations to improve Workplace Travel Plans and to set up events (e.g. cycle rides/routes, Dr Bike etc.) that Champions reported that they wanted to hold.
•
Work with participating organisations to improve facilities for cyclists, especially those where facilities were poor or absent.
•
Work with the organisations where Champions have indicated an interest in further championing cycling and where support has been requested.
•
Continue to improve the infrastructure for cyclists in the city.
•
Utilise the database of over 1,300 cyclists in the city to promote follow-on interventions in the city and to communicate with cyclists of all abilities.
Challenge for Change strives to improve the Challenge programme year-on year and have examined feedback from participants and stakeholders in Jersey. Given the opportunity to deliver a repeat Challenge in Jersey, Challenge for Change would aim to: •
Send out a ‘save the date’ email as soon as the Challenge dates have been confirmed so that organisations can start planning their involvement with the Challenge earlier.
•
Have a longer lead in time for the project so that the promotional materials can be printed ready for the start date of the Challenge Manager.
•
Make sure that the Challenge Manager can start work at least 9 weeks before the Challenge, can work the days allocated, especially 4 days a week during the Challenge period.
•
Run events in the lead up to the start of the Challenge in order to raise awareness and engage people earlier in the programme. 45
•
Run a higher profile PR campaign in the lead up to and during the Challenge to attract more people if budget allows e.g. through outdoor media, advertising and events.
•
Encourage the industrial estates to take part in the Challenge; design a suitable method for them to record their rides e.g. a wall chart. Run a trya-bike session at an industrial estate or business park so that several organisations can take part together.
•
Incentivise Champions to promote the Challenge more widely in their organisations by introducing prizes or recognition specifically for Champions, based on the participation of their team.
•
Introduce more results on the website to help recognise the efforts of those who encourage the most new cyclists and the Champions who are encouraging the most staff to take part e.g. Top Encouragers and Top Champions league tables.
46
Section Nine Conclusion The results show that the 2013 Cycle Challenge programme has positively influenced the cycling behaviour of participants. The aims set out at the start of the Challenge were achieved, and exceeded its target numbers of businesses, individuals and non-cyclists. The Challenge was successful in encouraging people who are not cycling to start cycling, encouraging occasional cyclists to cycle more regularly and encouraging people who are not currently cycling to work to cycle to work. Key outcomes recorded three months after the Challenge include: • • • • • •
54% of non-cyclists at baseline reported cycling at least once a month or more often; 39% of non-cyclists at baseline reported cycling once a week or more often; 30% of non-cyclists at baseline reported cycling to work at least one day a week; 51% of those classed as occasional cyclists reported cycling regularly; 45% of participants are driving less frequently (at least one day less); and 37% of participants are driving at least two days less.
45% of Champions are interested in continuing to champion cycling and have specific plans such as organising bike rides, promoting local bike shops and improving facilities at work. The programme attracted a high number of non-cyclists (37%, n=419 versus the aim of at least 180) to take part. There is now a database of over 1,300 cyclists in the area. This database is a great resource which can be utilised for research purposes, to promote the annual programme of cycling events and to continue to support those cyclists who have shown a change in behaviour through the Challenge by incentivising them to keep cycling. Attracting new organisations to take part in the Challenge and re-engaging this year’s organisations would be the key focus of a repeat Challenge, as well as continuing to attract non-cyclists. We recommend that there is another Workplace Cycle Challenge in 2014 and potentially 2015, to continue with increasing rates in cycling and cycling to work, evident in the results drawn from the 2013 Challenge.
47
Appendix 1 â&#x20AC;&#x201C; Organisation Registrations The following table details the organisations that registered into the 2013 Challenge, together with their total number of staff, and total participating staff (Ps). Table 15: Organisation Registrations (N=57) Organisation ABN AMRO Bank N.V. ABU DHABI COMMERCIAL BANK P.J.S.C Advertising International Allied Trust Appleby Ltd Arthur the blue badge guide Ashburton (Jersey) Limited Aztec Group Azure Trust Company Limited Beaumont Structural Consultants Bracken Rothwell Limited C5 Alliance Limited Consolidated Minerals Limited Crestbridge Limited David Hick Interiors Deloitte Dominion Fiduciary Services Limited Enhance Group Limited Ernst & Young E-scape Fairway Group Limited First Names Group G4S Secure Solutions (Jersey) Limited Henley Offshore t/a The Mortgage Shop & Henley Financial Hi Ho Growers IFM Trust itravel Jersey Finance Limited JT Langham Hall Fund Management (Jersey) Ltd New Era Veterinary Hospital Ogier ORCHID Pomme d'Or Hotel Prosperity 24.7 RBC Wealth Management RBS International & NatWest Richard Le Sueur Architects Santander Private Banking Serco Jersey Ltd (AquaSplash) SoJ - Chief Minister's Department SoJ - Department of the Environment SoJ - Economic Development SoJ - Education, Sport & Culture SoJ - Health & Social Services SoJ - Home Affairs SoJ - Housing SoJ - Non-Ministerial States
48
Postcode
Staff
Ps
JE2 6LL JE2 4UA JE2 4ST JE2 3NP JE1 1BD JE3 6JP JE4 8SJ JE4 0QH JE2 3RA JE3 7BU Je2 3RF JE2 3QE je23ru JE1 0BD JE3 1GL JE4 8WA JE4 0WH JE2 3TE JE1 1EY JE2 4UA JE3 6DP JE2 3AT JE2 7QP
70 4 5 15 150 3 67 70 21 10 15 60 11 72 12 90 70 14 96 17 30 99 204
15 1 5 6 7 1 12 21 10 7 11 8 11 12 1 8 7 2 6 8 4 11 18
New Cyclists 2 0 0 2 5 0 0 4 2 0 2 2 3 1 0 2 0 0 1 1 1 6 8
JE2 3RR
9
1
0
JE3 1NT JE1 1JY je23qa JE2 3QB JE48PB JE4 8PN JE2 7QG JE4 9WG JE2 3NJ JE1 3UF JE3 8BE JE4 8YD JE4 8QG JE2 4WQ JE4 8XG JE2 4HE JE4 8QT JE4 8QT JE4 8QT JE4 8QT JE4 8QT JE4 8QT JE4 8QT JE4 8QT
3 62 6 19 345 8 49 495 8 110 16 900 800 5 115 60 225 126 300 2650 2700 675 45 200
1 13 2 7 29 6 6 19 4 3 14 46 99 3 13 16 20 33 56 156 135 61 2 25
0 4 1 1 2 4 0 0 0 0 5 8 14 0 3 3 0 3 13 29 40 5 1 2
Organisation SoJ - Social Security SoJ - States Assembly SoJ - Transport and Technical Services SoJ - Treasury and Resources UBS AG Vistra (Jersey) Limited Waddington architects World Travel
49
Postcode
Staff
Ps
JE4 8UY JE4 8QT JE4 8QT JE4 8QT JE2 4WE JE1 4TR JE23RP JE2 3QF
200 30 540 245 200 55 14 5
25 1 70 13 35 7 14 4
New Cyclists 1 0 10 2 2 1 7 1
Appendix 2 â&#x20AC;&#x201C; Improvements for cyclists within Jersey 180 participants who completed the first post-Challenge survey gave the following suggestions on how to make improvements for cyclists within Jersey. Are there any specific areas where you think improvements for cyclists are needed within Jersey? Please be specific when describing a particular location. 1)Bel Royal Motors junction to access the avenue from the inner road & 2)across Bel Royal Car park at the Hambuger from the avenue & 3) the surface of the cycle track along the avenue esp when it has rained & there is a lot of standing water. 1. Improve the cycle route maps, giving alternative routes and providing more road names. 2. Consider permitting cyclists to use pavements on main roads (eg parts of Longueville Road, La Grande Route de la Cote, St Clement) on the understanding that they must give way to pedestrians; and combine this with more signage to require motorists to give way to cyclists in narrow busy roads (probably a lot cheaper than dedicated cycle routes but just as effective) a cycle path to the East would be great but understand money is tight! A identifed cyckle path from the East to town a law to wear helmets A safe route to town from the East Access to schools up Mont Millais Add cycle lanes up Mont Millais/St Saviour's Hill or let us go through Government House gardens. Additional investment in tarmac cycle tracks will get more people using their bikes. Planning should insist on showers and bike racks in new buildings. The showers where I work are used by a number of runners as well as the cyclist, so there is a benefit to others as well. Thanks All perfect around me area Although some of the pot holes have been filled in on the cycle track from St Aubins to Town it is still very patchy and uneven. A bit more is needed to keep tourists, walkers, dogs and especially wandering kids out of the cycle lane. I've nearly had numerous crashes in the last few weeks alone! As I live right opposite De La Salle and suffer from all of the converged school traffic there has to be a method of allowing cyclists safer access on the 2 or 3 main hills into town from the East of the Island. Perhaps by creating some parent drop zones around springfield where they could meet walking escorts to the schools to lessen the aount of cars Attitude of drivers! Rauirement for drivers to give more room when overtaking cyclcists. Priority for cyclists. Legal requirement for cyclists to wear a helmet. Better bike parking and showering - possible a fee to use harbour showers and a dedicated facility in that area Better cycle route marking the little blue signs are not enough and most drivers are not aware of the ones that go against the flow of the traffic which is extremely dangerous! St saviour has lots of children but no place to safely cycle with them esp as a single parent who can't drive and having two children . Better knowledge and understanding of where cyclists can go and the possible effects to members of the public when cyclists use the precinct etc, More designated cycle tracks. Better seperation of cars and cyclists, would enhance take up of cycling. There is no acces from east to town on cycle track. Any future cycle tracks need to be tarmac and not gravel like the small useless cycle track out east. The one by the airport is rarely used by cyclists for the same reason. Only useable on a mountain bike. Need to try and engage employers to provide better showers/lockers/bike parking. Better sign posting for cycle paths and more cycle paths. Between Le Frigate cafe and first hut at West Park the cycle path is very uneven and could do with a re-tarmac. Bicyle rack at Gorey. Bring in a law simular to France,if a 'motorist has a accident with a cyclist' the motorist is at fault. Bumpy roads and poor reinstatements are my main bug bear - island wide. I don't think it's really practical to suggest more cycle lanes as there just isn't room in most places, and no point trying unless you can cover a decent distance with bike lanes. Can't think of any. Car driveres need to be made more aware of cyclists as many car drivers think being a car driver is far more inportant than cyclist and it frightens me how some shout at us and cut us up, this has almost put me off cycling CCTV use on cycle parking areas throughtout town.. I have had 4 bikes stolen in the last 3 years when having been secured in a Cycle Parking place in town. Cheaper bike services
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Clear cycle routes across St. Helier that avoid traffic but are direct. One problem area for me is Poonah road in town which at either end says "No entry except for cyclists" but halfway through has a no entry without this exemption - I never know whether I can cycle all the way through or have to get off and walk. I was stopped by police but when I pointed it out they said they weren't sure either and carry on cycling.. I'd rather know for sure whether I can go all the way through that road in either direction. Clearer makings for the cycle paths for motorists, especially the ones that go in the opposite way to the traffic could make clearer bike routes through town Could have more bike racks at beaches eg st brelades or st ouens. Bike racks on the busses as in Seattle and Vancouver this would help those like myself who live quite a long way from work (8 miles) I would cylce more if I thought I could put the bike on a bus on the way home for part of the journey Cucle routes for children going to town schools. From west great till you reach Waterfront then where do they go? I think this deters a lot of children from cycling and parents from letting them. Cycle lanes along main roadsides e.g. St Clements coast road and Beaumont Hill (but all round the island also) so there is a clear separation between cyclists and motorists. Cycle lanes generally I think would encourage more people like myself to cycle into work. Cycle lanes on main roads? cycle lanes on roads. Railway track great but not good for road bikes. possibly paved area on railway track. warning triangles for motorists... leave room for cyclists when overtaking. Cycle lanes on the side of roads generally across the island - obviously roads are often too narrow to have these. Cycle Lanes or more awareness - drivers in Jersey are very bad at cyclist awareness. Cycle path in the east of the island cycle paths are generally not very well advertised or sign posted. Cycle paths need to be tarmac. Motorists become frustrated that cyclist are not using the paths but they are not fit for purpose for road bikes. Cycle paths seem to randomly disappear and it is not always clear where you can and can't cycle. Having lived in Milton Keynes for years where cycle paths are safe, well lit and extend across the whole city, cycling here is dangerous and frustrating. Cycle paths should be provided where possible - you should look at Bornholm in Denmark for ideas also the road surfaces are terrible - awful for cycling on. Cycle racks on buses. May encurage people to take their bikes to the country parishes and cycle back down into town. Cycle route along side of St Helier Harbour ends abruptly at English Harbour. This route needs to be improved urgently to prevent us having to use the main road Cycle track on the avenue... .Why was only 1/2 of it resurfaced! The WHOLE track needs to be done to keep racers off the road & make the experience more enjoyable. cycling route from the east into town Cycling through town from the esplanade past the police station to the round about at the bottom on Queens road is very scary on a bike. Drivers do not generally have very good attitudes to cyclists. Maybe some media coverage about giving cyclists more space etc could be helpful. Cyclists, by law, need to wear helmets. BUT I would prefer that a law also said that they must not ride on the pavements, the only tiny bit of space pedestrians, pram pushers and wheelchair users have Decent, secure and covered bike parking/lock-up facilities at work (in my case Maritime House) to keep bikes safe and out the weather where possible. Develop cycle lane/track in St Peters valley Driver education, compulsory helmets, all kids do cycling proficiency Drivers need to be educated a bit more as to cyclists, their actions are inconsistent at best, dangerous at worst. Drivers need to be educated and so do cyclists. It is imperative that all road users know what the rules are and what is within the law! During the week around Bath Street I can have trouble parking my bike as so many people cycle. As you try to get more people using their bikes it may be an idea to look at the bike parks during teh weeks and see if any areas need more. Was good during the challenge as we had extra bike parking added outside RBSI, but now the challenge is over it has been removed. Eastern cycle route Education for all road users to assist in understanding each users requirements and concerns.
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Facilities for changing and showers are poor there is 1 shower and maybe 6 cyclists at my location. Pathology. Aldo motorists are a nightmare ! I know more people thst would cycle if it wasnt for the bad traffic. Als some cyclists give us a bad name weaving in and out of traffic. Not stopping for lights or pedestrian s and going the wrong way up streets. Also better education as lots of cyclists have headphones in which is dangerous. We could also have cycling lanes..However saying that the one to gorey is a dedicated path but most still use the road as it is a rough surface and it is not obvious that it is for cycling too. from harve de pas only a few bits of cycle path then we have to come on the road at normans can there not be a path here? General awareness adverts aimed at drivers to remind them of consideration for cyclists, e.g. when towing traillers, boats or other wide loads remember to allow sufficient room when overtaking cyclists. generally main roads, junctions etc. specifically la collette side of Mnt bingham, busy car junction, green st roundabout Gorey area between the checkers and the common, the cycle tracks are very hard to use even for leisure cyclists. Gravel cycle tracks are not appropriate for thin road tyres, so have to cycle main roads rather than cycle tracks Gravel path from Sandybrook to cycle track needs improvement. No good for road bikes since regravelled it now contains sharp quartz or glass, I no longer use this path due to too many punches and tyre cuts. Helmets to be law Severe fines for motorists who injury or put cyclists at risk. States of Jersey offer a discount scheme for business bike purchases - like the UK. I am fortunate to live in the west so make use of the cycle track, hovwever improvements should be made to main routes into town from the North and particularly from the East along the coast road by means of cycling lanes I believe an around island dedicated cycle path is necessary (i.e. not on the roads), it would encourage cycling further, be great for tourists, and improve saftey for cyclists ... think normal motorists would welcome the move as well I cycle to work at least one day a week, we need a better way to get from the cycle path to St Helier. The crossings at West Park and Gloucester Street are difficult to use, I like the tunnel which goes from the track to the car park, but I am worried this will be closed when development starts. Give people the information to encourage them to wear a helmet, give them away if necessary. I don't consider there to be a safe route between St. Helier and St. Mary. I cycle along the inner road and then up Mont Felard. The roads are generally narrow with cars overtaking on blind corners. If it weren't for the poor standard of car driving, and the narrow roads, I would cycle all year round/more often. I feel the biggest difference would be made by Driver education/awareness of cyclists. I have recently returned from Brussels and cyclists cycled on pavements, taking the appropriate caution. I think this should be allowed more in Jersey, not necessarily in the town but on infrequently used pavements throughout the island. I hate cycling in heavy traffic, motorists are so impatient, therefore I would appreciate as many cycle tracks as possible. I think buses should take cycles. (For the uphill return) I think it worth considering cycle lanes in other busy areas as this would make cycling safer for the cyclists and less frustrating for motorists who get stuck behind cyclists on busy roads. i.e. st. saviour's hill, wellington hill, mont millais etc. I think it would be good to work on promoting driver's awareness of cyclists. And also maybe making it easier to get in and out of the town area (e.g it can be dangerous trying to change lanes on the avenue byt the waterfront - and its frustrating to have to wait at pedestrian crossing when you are on your bicycle). I think Jersey is great for cycling as is. I think on the whole Jersey is very good for cyclists I think that consideration should be given to the introduction of cycle only front boxes at sets of traffic lights in town, so that cycles have an opportunity to position themselves sensibly in the road (e.g. at the junction of Minden Place and Bath Street). Also Jersey should move to the complusory wearing of cycle helmets by all. I would like to see a specific cycle route when travelling east in the island If the cycle routes are to be used by certain events such as the Railway walk it would be beneficial to advertise this on the route prior to the even, I was subject sarcastic comments by parents when I tried to cycle on the path during the event, had there been a sign advertising the event before hand I would have chosen an alternative route. Im a beginer and will not go onto roads as too scared. But i have noticed that even the cycle path along the esplanade is ignored by pedestrians .. very difficult to improve increase the existing cycle routes
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it is very difficucult to cross town due to one way sysems(eg. getting from eastern cycle track @ steam clock to Cyril Le Marquand house). it would be good if some quieter roads that are one-way were two-way for cycles. Eastern cycle path from La collette to Steam Clock - I find I cycle on the road rather than use the cycle path since the path stops and starts and I think it is dangerous to have to rejoin the traffic when the path stops, particularly on the bend after commercial buildings when travelling east. It would be great if they could progress the eastern cycle path. Making more roads cycle friendly/safer Reduced speed limits will help. Education of drivers about the vulnerability of cyclists and the benefit cycling provides ie removing vehicles from our already overcrowded roads, cameras at junctions would help with raod safety to catch speeding and those jumping red lights.Annual car tax on cars over say 2 litre via adding it to your tax form and the money raised going to inprovements for cyclists and pedestrians. It would be great to have a cycle path that takes you along the five mile road, L'Etacq to La Pulente, in a similar way to that which is available on the St Aubins to St Helier route, which would save cyclists being on a busy, fast stretch of road. It would be great to see cycle tracks on all major roads Joined up cycleways with priority for bikes marked in the road similar to the priority traffic on West Hill. Junction of Midvale rd / David Place / New St / Val Plaisant is dangerous. Trinity Hill going up needs proection from cars for cyclists in winter particularly Just having a good linked cycle network island wide connecting green lanes just in the state of some of the roads and of course the cycle track along St Aubins bay Less parking on the Inner rd. Would like to add that car drivers need educating. We are entitled to be on the road, unyet there is alot of dis-respect and anger at cyclists. Actually got rammed off the road last sunday. Roads seem more dangerous than ever Main roads in particular. Drivers in general dont give cyclists enough space. Many main road surfaces are poor with cracks and potholes 1m from the kerb exactly where cyclists travel, e.g. near La Fregate More areas to leave a bike, although I can see this is beginning to be addressed with the changes around Gloucester Street More area's to lock up bikes especially in town area and St Aubins, and outside Parish halls. more awerness of cycle routes rather than roads More bike racks across town generally More commitment to supporting cycling to work by companies More cycle friendly routes throughout the island. More cycle lanes all over More cycle lanes around town with better sign posting More cycle lanes in the east of the island More cycle lanes/paths as many drivers are very inconsiderate More cycle paths more cycle pathw more cycle racks between Snow Hill and West Cenre. more cycle routes on the main roads, compared to other areas such as france tourist areas ours are good in parts but not in other areas. More cycle tracks, although this is not easy in a small island. I find that motorists do give cyclists respect in Jersey but it is hard to cycle in the town because of the volume of traffic and the number of traffic lights- from the tunnel to Georgetown is very bad. However, there are often quiet roads running parallel to main roads. Perhaps cyclists could be given priority in exchange for keeeping off of of the main roads. St Peters Valley can be annoying for both cyclists and drivers if you get yourself a convoy. Also the cycle track can be hazardous as strolling pedestrians, toddlers on tricycles and trainee roller skaters clutter up the track-some of the young guys go really fast and should not be expected to have to anticipate and negotiate obstacles on a dedicated cycle track. Similarily, cyclists should not be cycling on the pavements as they are traffic. Finally, how about turning off the wind on the cycle track!! More dedicated cycle lanes or tracks that are properly paved suitable for all types of bicycles. More dedicated cycle paths, preferably tarmac, not gravel More education for motorists; more cycle lanes and routes generally; off road cycle routes (to limit use of North Coast path by mountain bikes). more notices or adds to get car drives to give more room and respect More off road roads and dedicated road space, potentially utilising green lanes. more off road routes More on road cycle lanes more room and more patient car drivers more routes around st helier more secure areas for parking your bike
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More tarmaced (not gravel) cycle tracks particularly top the east. Better cycle racks in town current ones are very poor design. Driver awareness campaigns regarding giving cyclists space, especially when overtaking Motor vehicle drivers to be educated about giving adequate space when overtaking. Cyclists to be educated about following rules of the road e.g. using bike lights, stopping at red traffic lights! n/a Need to complete the eastern cycle route to town and to consider future routes (in the lanes) which are cycle zones (with access to premises only). New track in Gorey is worse than useless needs Tarmac no No. none None that I can think of. Not areas, just other road users attitude towards bike riders. not doing that much cycling outside of work route Notice/Signs.Filter in turns/Roads.Often Cars wont allow me my turn and when questioned say "Your not a car"! Some streets are No entry but Entry to cyclists ,not well marked/sign posted I often get irrate motorist shouting its one way,no entry not realising it is open to cyclists. On all the roads in town - I've been hit several by wing mirrors on vehicles when they speed past me. Prioirty should be given to pedestrians & cyclists in town & on the surrounding roads. More cycle lanes must be introduced to make cycling safer. Parents do not allow their children to cycle to school due to the safety issues - we need to get the Island roads cycle friendly. Lets introduce green routes & safe (well lit) path ways. If we can't achieve this on our small Island it's a very sorry affair. Once you come through the tunnel away from town you do not have any cycle routes that you can use. I have a 7 year old daughter and when we cycle we must pack the car with the bikes then travel to use the bikes as I would not want to cycle on either the inner out outer road in St clements with a & year old. Paved cycle routes and more of them pay cyclists for mileage and subsidised bike maintenance if used for work. Provide interest free loans and work bikes schemes. Abolish free States parking (excluding disabled) and use the money to pay for cyclists benefits. Possibly consider bike zones at the stop lines to minimise cyclists jumping lights or using pavement. I.e Gloucester street POT HOLES FILLED.ROAD AWARENESS FOR MOTORISTS.LOOK AT THE SOUTH AFRICA SAFTY CAMPAIGN 1.5 TO TO STAY ALIVE. LEAVE 1.5M DISTANCE FROM CYCLISTS Put cycle paths or lanes where ever possible (even if it means compulsory purchase of land) all over the island Racks on the buses! railway walk needs a zebra crossing between la moye golf club and la moye school due to lots of traffic which sometimes speeds Resurfacing of some main roads where damaged by the snow in March Road condition very bad it is only when you have ridden on the roads you realise how bad they are. Road surfaces could be improved. Roads which are wide enough should have a separated area for cyclists. Copenhagen have excellent models of this both for the integration of pedestrians and cyclists as well as motorists i believe achieving a 45% commute even from outside the city. People involved in cycling should be confronted before areas are altered. e.g. road cyclists won't ride on hardcored areas provided in gorey. the cycle area alongside normans is too narrow and few cyclists use this as a result. Poor road quality and pot holes may put people off. Route from anywhere outside South coast is too dangerous. I have the option of Beaumont Hill or St Peter's valley, both too dangerous routes in from the east Safer roads and more cycle ways. Drivers drive too close Shower, changing and storage facilities at work places Some of the cycle tracks are too course for road tyres Some of the roads are poor More knowledge is needed for car drivers about cyclists More cycle routes st clement coast road St Clement Coast Road St Clements Coast Road St Ouens Bay
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St Peter's Valley is used by so many cyclists, which evidently always causes traffic for cars, and is more dangerous for the cyclists as cars become impatient and take over in dangerous situations. Therefore I think if there was a small path alongside the valley from Bel Royal up to the end of the valley near St Georges School, it would be much safer, and would help traffic flow. There is already a overgrown walkway on some parts with a fence but it's not a cycle path and is barely used by pedestrians. Perhaps this could be modified? St Saviours hill. Very busy with cars, all overtaking on blind areas. Stop wasting money on red gravel for the tracks and lay TARMAC i.e. the Airport road track. Encourage businesses to improve their facilities like showers etc Install a traffic queue warning screen on Beaumont Hill before the last bend where the recent fatality was- I broke my shoulder many years ago here due to oil on the road but I always wear my helmet. Stretch before the bottom bend of Beaumont hill needs re-surfacing as it's very bumpy - rather painful to cycle over. Tarmac cycle paths not gravel (Unsuitable for road bikes) tarmac instead of gravel - new cycle paths uneven surfaces on the st audin track dangerous grouting and brocken surfaces infront of grand hotel bicycle parking should be covered The condition of the road surfaces on almost all main roads are dangerous for cyclists, Especially the 1 m from the curb, full of holes and poorly resurfaced utility patches. These cause riders to be bounce and swerve further out into the road causing frustration and potential RTAâ&#x20AC;&#x2122;s. I.E cyclist severely injured or killed! Time this was addressed, lots of talk but little action on the part of TTS! Happy to email photos of particularly bad section of grand rout St.Martins if it helps!! Other radical solution would be to use some of the hundreds of miles of lanes that crisscross the island and actually create a dedicated cycle network, not this disjointed system of green lanes we currently have. This would keep cyclist, walkers, and horses of the main roads and also be a strong tourism marketing opportunity. Please let me know if my assistance on this would be of help. Chris_oprey@hotmail.com The cycel route alongside the harbour on Commercial Street is hazardous, so many walkers with headphones in oblivious of cyclists and its just not safe for either pedestrian or cyclist. Harve des Pas much better but still needs better signage. The cycle routes around the island (e.g. No.1 round the island) are excellent but there are quite a few missing sign or damaged singles which can be problem, i have mainly noticed this on the route which goes through the middle of the island from Gorey to St Ouens bay. The cycle routes don't always have the best signage and can be easy to miss or take a wrong turning. I think St Helier could be made more cycle-friendly particularly regarding a flexible common sense approach to certain one way streets. The cycle track at Les Quennevais is appauling full of lumps and bumps probably from the tree roots under the track The cycle track from St Aubin to Corbiere needs to be regritted - it has dangerous pot holes - We need more cycle paths along the North Coast as hybrid bikes struggle along the cliff paths - We need a safe cycle path along the St Clements Coast Road i.e. from Town to Gorey The cycle track is an excellant way to cycle to work and more should be available The gravel surfaced cycle tracks out east and west are only usable on a mountain bike and useless for road bikes of any description. The inner road west is I find a very dangerpous road for cyclist due to the heavy traffic and road signals. The new cycle path around Commercial Buildings. At the moment cyclists have to try and cross the busy road (on a corner) when cycling eastwards (otherwise we would have to cycle down the slipway by La Folie - not recommended at high tide!) The on road parts of the cycle route that pass the old Harbours are unsatisfactory and spoil an otherwise excellent network from Havre Des Pas to Corbiere. The public cycle racks should have covers over to provide some protection from rain, them not just open to all the elements, puts me off leavein gmy bike outside all day everyday. In the USA they have racks that you can put your bike in and it closes down to cover the bike and secures it. You have to pay a fee to use like a parking meter. The road from red houses to the synagogue is littered with potholes and in a very poor, dangerous condition The road with 'The Bridge' and Grainville school needs a cycle track - its such a fast road and cars are not forgiving to cyclists for being on it. the roads could be improved pot holes The St Clements coast road is dangerous for cyclists, it's no point placing more resstrictions on cars, a dedicated cycle track with no other trafic on them needs to be created to go around the entire island. Cyclists must stop pretending that they own the road and have more rights than any other user on the road, I have witnessed on multiple occasions cyclists cutting up cars and then blaming the car driver, zigzagging between cars at traffic lights and zigzagging between people on the roads and pavements.
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The town, underpass and tunnel area it would be great if you had cycle lanes to use there is a cut off between Havre des Pas track and Esplanade, quite tricky in some areas Town when shopping no where to put your helmet Urgently need cycle only lanes into town from Trinity and St Johns Waiting for Eastern Cycle Trak to be completed, hopefully will give safer journey to town We need more changing a showering facilities, espcially in and around town. We need proper 'cycle superhighways' like they have in London covering all the main routes to and from town. To be effective, these need to run ALL the way into town; have decent tarmac suface (not gravel!) and be wide enough to be two way safely. We also need to encourage more parents to get their kids riding to/from school! WE require far more cycle paths. I live at Le Hocq and the stretch from Le Hocq Inn to Pontac is particularly problematic for pedestrians so I small gravel cycle path for both cyclists and pedestrian use would be good. Widen the pavement along Beaumont hill. Would definately help if you can make the hills a bit shorter.
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