Increase the Number of People Choosing Walking, Cycling and Wheeling in Scotland

This Active Travel Framework outcome consists of eight indicators covering the following key areas:

• Proportion of short everyday journeys by walking and cycling;
• Attitudes towards and propensity to walking, cycling, and wheeling;
• Proportion of journeys to school by walking, cycling, and wheeling;
• Frequency of walking, wheeling and cycling for pleasure or exercise; and
• Trends from Active Travel counter data.

Proportion of short everyday journeys

Data from the Scottish Household Survey presented in the Transport and Travel in Scotland publication, is used to monitor the progress of the proportion of everyday journeys. The agreed definition for a short journey is under two miles for walking and under five miles for cycling. The Scottish Household Survey collects data from those using wheelchairs and mobility scooters, however the sample size of these groups is too small and does not allow for robust analysis of wheeling.

Walking journeys under two miles

In 2024, 49.6% of journeys under two miles were undertaken on foot. Pre-pandemic, 48.8% of journeys under two miles done on foot. In 2023, 51.3% of total journeys under two miles were by walking (see Figure 1). Figures generally remain around the 50% mark throughout the years.

Walking journeys under two miles by sex

Figure 2 demonstrates the proportion of people walking for journeys under two miles by sex. Over time, walking journeys under tow miles tend to be slightly higher for men than women. In 2024, 52% of males opted for walking a short journey, compared to 47% of females.

Walking journeys under two miles by age

Figure 3 shows walking journeys under two miles by age for 2019 and 2024. For both years, the 16-19 year old group tend to be the one that walks more for journeys under two miles. While those 80 and over are walking a lesser proportion of journeys under two miles than any other age group in both 2019 and 2024.

Walking journeys under two miles by household income

Figure 4 shows the walking journeys under two miles by annual net household income. Those from the lower income background have the highest proportion of those undertaking journeys of under two miles on foot. Between 2019 and 2024, there has been an increase of those walking under two miles from those reporting an annual net household income of over £30,000 to £40,000 and over £60,000. Conversely, there was a decrease in the proportion of those walking under two miles for income groups between over £40,000 and £60,000.

Cycling journeys under five miles

In 2024, 1.4% of journeys under five miles were done by bicycle. In 2019, 1.7% of journeys under five miles were by bicycle and there was a decrease from 2.1% in 2023 (see Figure 5). Over time, the figures have remained relatively stable though 2024 figure is lower than the previous two years.

Cycling journeys under five miles by sex

In 2024, 2.1% men and 0.8% women undertook cycling journeys under five miles. Across all years, men are more likely to cycle for journeys of this distance than women (Figure 6).

Cycling journeys under five miles by age

In 2024, those aged 20 to 29 and 40 to 49 tend to be more likely to cycle for journeys under five miles (Figure 7). Pre-pandemic, those that tended to cycle more for journeys under five miles were in the 30 to 39 and 40 to 49 age groups. There has been a change between 2019 and 2024, younger individuals reported lower cycling under five miles, while for those in older age groups (excluding 80+) there was an increase. However, this is not a statistically significant change.

Cycling journeys under five miles by household income

Figure 8 shows cycling journeys under five miles by annual net household income for 2019 and 2024. For both years, those in the bracket over £15,000 to £20,000 reported the highest proportion of cycling journeys under five miles.

Attitudes towards and propensity to walking, cycling and wheeling

When it comes mode choice of travel, the Scottish Household Survey provides data about reasons that discourage people from walking more than they do. Consistent with previous years, the majority of respondents did not identify any specific reasons for not walking more. Weather and health, or being unable to walk far remain the top two reasons listed by respondents – 16% and 18% respectively (see Figure 9).

A comparison between the most recent data and pre-pandemic figures (i.e. 2019) and 2024, shows that there has been an increase in both health and/or being unable to walk far (16% to 18%) and weather (13% to 16%) as reasons discouraging people from walking more.

Similar to earlier in the report, the Scottish Household Survey collects data from those using wheelchairs and mobility scooters, however the sample size of these groups is too small and does not allow for robust analysis of wheeling.

Figure 10 reports on age differences across those that gave health or being unable to walk far as a barrier to walk more than they do. There is an increase of those reporting health or being unable to walk far as age increases for both 2019 and 2024.

When it comes to annual household income, the pattern is opposite to age. As income increases, the reporting of the barrier of health or being unable to walk far decreases in both 2019 and 2024 (Figure 11).

In order to understand propensity and attitudes towards walking, wheeling and cycling, it is useful to look at what travel method adults use when travelling to work. In 2024, the proportion of adults employed who were not working from home was 25% - higher than pre-pandemic in 2019. Of these, 66% usually travelled by car or van (either as a driver or passenger). Active travel (either walking or cycling) was the second most common mode of travel to work (14%) (see Figure 12).

The Scottish Household Survey includes estimates for barriers experienced by individuals cycling to work. Pre-pandemic, the main barrier identified for cycling to work was distance (i.e. too far to cycle, 40%). This remained the main barrier in 2024 at 42%. Other barriers include: concerns about cycling in traffic (16%), poor weather (20%) and inconvenience (17%). Between 2019 and 2024, there was a decrease in people reporting concerns about cycling in traffic (21% to 16%).

When looking at reasons for not cycling to work by sex, there are similar patterns in both 2019 and 2024 (see Figure 13). Women were more likely than men to report not owning a bike, not being able to ride a bike and citing health or fitness concerns as barriers to cycling to work.

Walk Wheel Cycle Trust’s Walking and Cycling Index 2025 also publishes data from their survey on walking, wheeling and cycling in urban areas across the UK and Ireland. Of the 9,305 people aged 16 or over surveyed in Scotland, 59% walk at least five days a week. Similar to previous years, respondents reported walking or wheeling more often than using any other mode of transport. In addition, 15% of respondents reported cycling at least once a week. The index reports on gender differences - 21% of men reported cycling at least once a week and only 10% of women reported doing so.

The 2025 index reported on four main factors that would enhance the individuals’ propensity to walk or wheel. The first one was the need to have better services and amenities within walking and wheeling distance. Similar to data presented in the baseline report, participants were in favour of creating nicer places on streets to stop and rest and were in favour of creating more 20-minute neighbourhoods with a variety of amenities and services within a 20-minute walk or wheel from their residence.

Participants highlighted the need for better integration between active travel and buses by increasing accessibility to and from bus stops (68%) and improved walking and wheeling crossing facilities near bus stops (73%). Additionally, improvements also included creating streets and neighbourhoods that are safe, welcoming and comfortable by improving pavements with less pavement parking (67%), wider pavements (71%) and better pavement accessibility (74%).

In terms of propensity to cycle, respondents highlighted that they would like more support to cycle by increased access to secure cycle parking at or near residence (56%), access to a bicycle (54%), and access to an electric bicycle (45%).

Proportion of journeys to school by walking, cycling and wheeling

Data from the Hands Up Scotland Survey is used to monitor the indicators related to journeys to school. This survey started in 2008, covers all 32 local authorities and is run every September by the Walk, Wheel and Cycle Trust (previously Sustrans). The coronavirus pandemic had a significant impact on travel to school data. Therefore, for the purposes of this report, time series date from 2020 and 2021 will not be presented. The comparison years will be pre-pandemic (2019) and 2025.

Main mode of travel to school (excluding nursery)

Similar to 2019 baseline report, walking continues to be the preferred way for pupils to travel to school (Figure 14). The proportion of other active modes used have been fairly stable over the past 10 years, with slight variations for children being driven to school and using the bus. Since 2022, there has been a decrease in the percentage of pupils walking to school and a slight increase of those taking the bus.

Mode of travel by school type

When looking at primary and secondary schools, similar to the 2019 baseline report, walking remains the preferred mode of travel for both school groups though this figure has been decreasing in recent years. Figure 15 shows a comparison between primary and secondary school across all travel modes. When comparing 2025 with pre-pandemic data, figures for the main mode of travel to and from primary school are similar to 2019. For secondary school travel, figures for being driven and taking the bus are higher than pre-pandemic, while walking has decreased from 2019.

Mode of travel by year group

Figure 16 shows that for primary school pupils, walking increases and being driven decreases as they get older. Between 2019 and 2025, figures have remained stable across all travel modes.

For secondary pupils, walking and taking the bus are shown to be the preferred ways of travelling to school in 2025 (Figure 17). When comparing 2025 with 2019 pre-pandemic, the figures are stable across the years.

For nursey, Figure 18 shows that car journeys to nursery are the highest out of the main modes of travel. Between 2019 and 2025, there has been an increase in traveling by car and a slight decrease in walking.

Main mode of travel to special educational needs schools

Children travelling to special educational needs schools are still mainly using private taxi or bus, which is similar to the 2019 baseline. Between 2025 and 2019, there has been a decrease in those using taxi and an increase in those travelling by bus (see Figure 19). Furthermore, there has been an increase in 2025 of those walking whilst being driven remained stable. For some of the travel modes, the sample size is too low to provide robust figures.

Frequency of walking and cycling for pleasure or exercise

Information on the proportion of the population walking and cycling for pleasure or exercise is taken from the Scottish Household Survey. This data has been collected every two years since 2012.

Walking for pleasure or to keep fit

Walking for pleasure or to keep fit by sex

Walking for pleasure or to keep fit has risen with 69% of people doing so at least weekly in 2024, compared to 62% in 2019. Figure 20 shows that men tend to walk more than women for pleasure or to keep fit. (Note: the Y axis in Figure 20 has been adjusted to start at 40% to showcase the trend more clearly.)

Walking for pleasure or to keep fit by age

Looking at age differences, in 2024 those 16 to 19 and over 60 years olds, tend to walk less than the national average. In comparison to 2019, Figure 21 demonstrates that there is a statistically significant increase in the proportion of individuals walking for pleasure or to keep fit in 2024 across all age ranges with the exception of 16-19 and 40-49 year olds.

Walking for pleasure or to keep fit by household income

Figure 22 shows the proportion of those walking at least once a week for pleasure or to keep fit by annual net household income. Those from higher income households are more likely to walk at least once a week for pleasure or to keep fit. This is the case for 2024 and pre-pandemic. When comparing household income bands with 2019 figures, there was an increase between 2019 and 2024 for all figures (though up to £15,000 and over £15,000 to £20,000 were not statistically significant at a 95% level).

Walking for pleasure or to keep fit by location

Looking at location, Figure 23 shows that those from rural areas report walking at least once per week for pleasure or to keep fit more often than those from urban areas. Comparing 2024 with pre-pandemic figures, there was an increase across all areas (only one of these changes was not statistically significant at 95% level – “accessible” small towns). Between 2023 and 2024 there was a drop in figures across all areas – though this is not statistically significant at the 95% level (Note: the Y axis in Figure 23 has been adjusted to start at 50% to showcase the trend more clearly.)

Cycling for pleasure or to keep fit

Cycling for pleasure or to keep fit by sex

In 2024, 5% of people cycled at least one day of the week for pleasure or to keep fit. Figure 24 shows that men report cycling for pleasure or to keep fit more often than women.

Cycling for pleasure or to keep fit by age

Figure 25 shows interesting differences between age groups cycling for pleasure or fitness. In 2024, 40 to 49 year olds were the group that reported the highest level of cycling for pleasure or to keep fit. Those over 60 reported lower levels of cycling as compared to the national figure. In terms of comparison between 2019 and 2024, there was a decrease of those in the 16 to 19, 40 to 49 and the 20 to 29 year old age groups. Conversely, the proportion of cycling for pleasure or to keep fit increased in 2024 for those in the 30 to 39 and 60 to 69 age groups.

Cycling for pleasure or to keep fit by household income

Figure 26 shows the proportion of those cycling at least once a week for pleasure or to keep fit by annual net household income. In both 2019 and 2024, individuals earning over £60,000 represented the highest proportion of those cycling at least once a week for pleasure or to keep fit. In contrast, those earning under £20,000 are among the lowest cycling at least once a week for pleasure or to keep fit.

Cycling for pleasure or to keep fit by location

Considering location, Figure 27 shows that differences between urban and rural areas are small. In 2024, proportions for those cycling for pleasure or to keep fit were higher for those from rural areas as compared with urban areas.

Trends from active travel counter data

Counter data trends are being added as a new indicator under this outcome for the 2026 update. Automatic counters across Scotland record data on different routes or schemes and continuously monitor cycle and/or pedestrian user numbers. This data is then added to the Cycling Open Data portal. The platform publishes real-time data gathered via over 800 counters across Scotland. Counters are managed by a variety of organisations and providers. The portal gathers data from Cycling Scotland, Walk Wheel Cycle Trust, Local Authorities, the Scottish Trunk Road Network and other active travel organisations.

Cycling Scotland conducts all-mode traffic surveys by using their existing counter cycling infrastructure. These surveys are done twice a year (usually May and September) over a 48 hour period. The Annual Cycling Monitoring Report 2025 shows that in September 2024 there was a total of 30,464 observed cycle counts. This corresponds to 92 counters across 32 local authorities (these figures include all modes of transport).

This source of evidence was not available for the 2019 Framework and it supports measurement under this new indicator. Further research and development is needed to better understand this data source, its limitations and capabilities when supporting and monitoring this overall outcome.