This page contains data downloads for the whole of England. These are available as CSV files containing the zone and line baseline and scenario data, and in geographic files that can be read by R (.Rds) or GIS programs such as QGIS (.geojson). Very large geographic files are available in R format only.
+This page contains data downloads for the whole of England and Wales. These are available as CSV files containing the zone and line baseline and scenario data, and in geographic files that can be read by R (.Rds) or GIS programs such as QGIS (.geojson). Very large geographic files are available in R format only.
Please be aware that equivalent files for different geographies have the same file name when downloaded (e.g. ‘z_all.geojson’ for both the MSOA and LSOA national zones files). To avoid confusion you may want to rename those files or save them in labelled folders. Note also that when downloading 'csv' files using a Firefox browser, the file will open onscreen in a new webpage. If you then type "Ctrl + S" the onscreen data will download as a csv file.
Download the Census 2011 and scenario attribute data for all zones in England.
+Download the Census 2011 and scenario attribute data for all zones in England and Wales.
Download the Census 2011 and scenario data for all flows starting or ending in England.
+Download the Census 2011 and scenario data for all flows starting or ending in England or Wales.
In the ‘All flows’ files, destinations are grouped as ‘Other’ for origin-destination pairs with a fastest-route distance >30km, or with a destination outside England or Wales. In addition, for the LSOA ‘All flows’ file, destinations are grouped as ‘Under 3’ for origin-destination pairs where the bidirectional number of commuters (by any mode) would be 1 or 2. This is done for data protection reasons.
The ‘Straight lines’, ‘Fast route’ and ‘Quieter routes’ files only include between-zone flows with fast route distance under 20km. In addition, the minimum number of commuters (by any mode, in either direction) must be 10 (MSOA) or 5 (LSOA).
The LSOA route network includes all between-zone LSOA flows with fast route distance under 20km (with no minimum number of commuters).
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53.307108783315464 ], [ -3.026139522596778, 53.297748692094054 ], [ -3.07416549049198, 53.316380908019056 ], [ -3.103733121138837, 53.299994354276727 ], [ -3.109014716657826, 53.297257507456393 ], [ -3.116634355843911, 53.311718655709861 ], [ -3.122336556752299, 53.32253388267948 ], [ -3.186277019464458, 53.364446031007347 ], [ -3.200369334312616, 53.387514329959508 ], [ -3.173632630587143, 53.401435830864266 ], [ -3.040320321436734, 53.442896549533948 ], [ -3.01645759994499, 53.410577110896554 ], [ -3.002522132920189, 53.374732452146638 ], [ -2.934169251041866, 53.313288041250125 ], [ -2.928756466815117, 53.308412993049409 ] ] ] ] } }, diff --git a/regions_www/tabs/about_body.html b/regions_www/tabs/about_body.html index 89db8e8e..ee92f0e5 100644 --- a/regions_www/tabs/about_body.html +++ b/regions_www/tabs/about_body.html @@ -175,7 +175,7 @@The PCT was designed to assist transport planners and policy makers to prioritise investments and interventions to promote cycling.The PCT answers the question: 'where is cycling currently common and where does cycling have the greatest potential to grow?'. The PCT can be used at different scales.
-First, the PCT is a strategic planning tool. Different visons of the future are represented through various scenarios of change,including the government’s draft Cycling Delivery Plan target to double cycling in a decade and the more ambitious ‘Go Dutch’ scenario, whereby cycling levels are reached in England (allowing for English hilliness and trip distances). By showing what the rate of cycling could feasibly look like in different parts of cities and regions, and illustrating the associated increase in cycle use on the road network, the PCT should inform policies that seek a wider shift towards sustainable transport.
+First, the PCT is a strategic planning tool. Different visons of the future are represented through various scenarios of change,including the Department for Transport’s draft Cycling Delivery Plan target to double cycling in a decade and the more ambitious ‘Go Dutch’ scenario, whereby cycling levels are reached in England (allowing for English hilliness and trip distances). By showing what the rate of cycling could feasibly look like in different parts of cities and regions, and illustrating the associated increase in cycle use on the road network, the PCT should inform policies that seek a wider shift towards sustainable transport.
Second, the PCT can also be used at a smaller scale. The scenario level of commuter cycling along a particular road can be used to estimate future mode share for cycling on that corridor. This can be compared with current allocation of space to different modes, and used to consider re -allocation from less sustainable modes to cater for cycling growth. In other cases, low current or potential flows may indicate a barrier, such as a major road or rail line, causing severance and lengthening trips. This could be addressed through new infrastructure such as a pedestrian and cycle bridge.
Central both to strategic and smaller-scale use is the question of where to prioritise high quality cycling infrastructure of sufficient capacity for a planned growth in cycling (Aldred et al 2017).
In summary the PCT is a planning support system to improve cycling provision at many levels from regions to specific points on the road network. For further information on the thinking underlying the tool's design, and the methodology used to create it, please see Lovelace et al. (2017). You can get updates about the tool on, the PCT's blog series. To view the underlying source code, please visit Github/npct.
@@ -183,9 +183,9 @@The work was initially funded by the Department for Transport (DfT) to create the National Propensity to Cycle Tool for England (PCT-England). We would also like to thank the EPSRC and ESRC for Impact Acceleration funding.
+The work was initially funded by the English Department for Transport (DfT) to create the National Propensity to Cycle Tool for England (2015-2017). The Welsh government then funded the extension to Wales in 2018. We would also like to thank the EPSRC and ESRC for Impact Acceleration funding (2016-2017).
We would like to thank Brook Lyndhurst for facilitating Phase 1 of the DfT contract and Atkins for facilitating Phase 2.
-We would also like to acknowledge the support and encouragement we have had from Shane Snow, who initially commissioned and championed the PCT, and from Philipp Thiessen, who has been leading DfT involvement in the PCT since September 2016.
+We would also like to acknowledge the support and encouragement we have had from Shane Snow, who initially commissioned and championed the PCT, and from Philipp Thiessen, who in September 2016 took over in leading on DfT involvement in the PCT.
Finally, we would like to thank CycleStreets for providing data on routes.