Journal of Cycling and Micromobility Research最新文献_第3页

Detecting statistically significant annual changes in cycling volumes based on crowdsourced GPS-data 基于众包gps数据检测骑行量的统计显著年度变化

Journal of Cycling and Micromobility Research

Pub Date : 2025-08-25 DOI: 10.1016/j.jcmr.2025.100080

Joscha Raudszus , Emely Richter , Sven Lißner

It is essential for local authorities to conduct retrospective analyses of the impacts of infrastructure measures and barriers on cycling. Typically, such evaluations can only be performed at specific locations through permanent counting stations, or with the help of on site surveys. However, to gain a comprehensive overview across an entire network, extensive GPS track data proves invaluable. A bivariate correlation analysis is employed to examine the linear relationship between GPS tracks and data from permanent counting stations. To facilitate comparison, the annual GPS tracks are aggregated into hexagonal grids, and the annual changes are quantified using various approaches. A spatial correlation analysis is then conducted for each approach using Moran’s I, identifying clusters of significant changes. These results are compared and validated against known infrastructure measures and barriers, using a German City (Dresden) as a case study. The analysis reveals a moderate to strong linear correlation between GPS data and permanent counting station data. Infrastructure measures and barriers are identifiable across all methods of analyzing annual changes, and, in certain instances, shifts in cyclist routes to or from alternative nearby roads are also detected. Given that certain clusters of significant change cannot be directly attributed to specific infrastructure measures or barriers, it is crucial to incorporate multiple approaches to analyze annual change. This methodology helps mitigate the risk of false inferences, enhancing the robustness and reliability of the findings.

地方当局必须对基础设施措施和障碍对骑行的影响进行回顾性分析。通常，这种评价只能通过常设点票站或在现场调查的帮助下在特定地点进行。然而，要获得整个网络的全面概况，大量的GPS跟踪数据证明是无价的。本文采用双变量相关分析方法对GPS航迹与永久计数站数据之间的线性关系进行了检验。为了便于比较，将GPS年轨迹聚合成六边形网格，并采用多种方法对年变化进行量化。然后使用Moran 's I对每种方法进行空间相关性分析，确定显著变化的集群。将这些结果与已知的基础设施措施和障碍进行比较和验证，并以德国城市（德累斯顿）为例进行研究。分析表明，GPS数据与永久计数站数据之间存在中等到较强的线性相关性。通过分析年度变化的所有方法，可以识别基础设施措施和障碍，并且在某些情况下，还可以检测到骑自行车者往返于其他附近道路的路线的变化。鉴于某些重大变化集群不能直接归因于特定的基础设施措施或障碍，因此结合多种方法来分析年度变化至关重要。这种方法有助于降低错误推断的风险，增强研究结果的稳健性和可靠性。

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引用次数: 0

Safety and user perceptions of bike turnouts 安全和用户对自行车出勤率的看法

Journal of Cycling and Micromobility Research

Pub Date : 2025-08-22 DOI: 10.1016/j.jcmr.2025.100084

Helena Breuer, Hisham Jashami, David Hurwitz

At Mount Diablo State Park in Northern California, a local coalition of cyclists known as the Mount Diablo Cyclists observed an overrepresentation of driver-overtaking-cyclist collisions on curves with limited sight distance. In response, they adapted the design of a truck climbing/passing lane to propose a ‘bike turnout’ which provides cyclists with exclusive right-of-way and a dedicated space for drivers to safely pass cyclists on uphill grades. Since 2016, 67 bike turnouts have been installed in MDSP. In 2022, the Oregon Department of Transportation aimed to study the attitudes of drivers and cyclists to bike turnouts by deploying a statewide online video-based survey. The results from both surveys revealed overwhelming receptivity to implementing bike turnouts in Oregon – 88.3 % of cyclists and 83.6 % of drivers were supportive of the implementation of bike turnouts in Oregon. On average, the perceived potential impacts on safety and user comfort had the greatest degree of effectiveness. Collectively, these findings indicate the viability and potential for bike turnouts in Oregon.

在北加州的迪亚波罗山州立公园（Mount Diablo State Park），当地一个名为“迪亚波罗山骑行者联盟”（Mount Diablo cyclists）的骑行者联盟发现，在视线有限的弯道上，司机超车事故的发生率过高。作为回应，他们调整了卡车爬坡/超车车道的设计，提出了一个“自行车道口”，为骑自行车的人提供了专属的通行权，并为司机提供了一个专门的空间，让他们在上坡路段安全地超过骑自行车的人。自2016年以来，MDSP已经安装了67个自行车轮。2022年，俄勒冈州交通部（Oregon Department of Transportation）打算通过在全州范围内部署一项基于视频的在线调查，研究司机和骑自行车的人对自行车投票率的态度。两项调查的结果都显示，俄勒冈州对实施自行车投票率的接受度极高——88.3% %的骑自行车者和83.6% %的司机支持在俄勒冈州实施自行车投票率。平均而言，感知到的对安全和用户舒适度的潜在影响具有最大程度的有效性。总的来说，这些发现表明了俄勒冈州自行车投票率的可行性和潜力。

引用次数: 0

How to create a sustainable growth in bicycle traffic? The case of Paris 如何实现自行车交通的可持续增长？巴黎的案例

Journal of Cycling and Micromobility Research

Pub Date : 2025-08-14 DOI: 10.1016/j.jcmr.2025.100081

Alexandre Lanvin , Jean Charléty , Guillaume Ferreol , Anatole Homann , Elliot Massey , Alix Vermeulen , Alexandre Chasse

In recent years, cycling has received notable investments in response to the urge to decarbonize the transportation sector, leading to an increase in its modal share in many territories. The present article presents a longitudinal study that evaluates the impact of various public policies on bicycle growth in Paris over the period 2018–2023. Variables of interest can be classified according to five themes: targeted cycling policies, restrictions imposed on motorized vehicles, disruptions on other modes of transport, livability policies, and economic conditions. The methodology is based on dependence-aware sensitivity analysis techniques to assess the separate contributions of each of these variables on bicycle traffic, aggregated at the city scale, and extracted from ground counter data. In order to be exhaustive, variations due to weather and calendar dynamics are also controlled for. Results indicate that local authorities should primarily focus on the development of bicycle infrastructure, including bicycle lanes, parking slots, and effective bicycle-sharing systems. While these measures are instrumental, sustainable growth relies on the implementation of a diverse range of policies. Bicycle usage can be further expanded by making it more attractive, specifically through the creation of pedestrian zones and green spaces, or the promotion of e-bikes. Additionally, cycling tends to increase as car usage becomes more difficult, although this finding calls for equity considerations.

近年来，为了应对交通部门脱碳的迫切需求，自行车得到了显著的投资，导致其在许多地区的模式份额增加。本文提出了一项纵向研究，评估了2018-2023年期间各种公共政策对巴黎自行车增长的影响。感兴趣的变量可以根据五个主题进行分类：有针对性的自行车政策、对机动车辆的限制、对其他交通方式的干扰、宜居政策和经济状况。该方法基于依赖感知敏感性分析技术，评估每个变量对自行车交通的单独贡献，以城市规模汇总，并从地面计数器数据中提取。为了更加详尽，由于天气和日历动态的变化也被控制。结果表明，地方当局应主要关注自行车基础设施的发展，包括自行车道、停车位和有效的自行车共享系统。虽然这些措施是有用的，但可持续增长依赖于实施各种各样的政策。自行车的使用可以通过使其更具吸引力来进一步扩大，特别是通过创建步行区和绿地，或推广电动自行车。此外，随着汽车的使用变得更加困难，骑自行车的人往往会增加，尽管这一发现需要公平的考虑。

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引用次数: 0

What proportions of different transport modes do e-scooters replace? A meta-analysis 电动滑板车在不同的交通方式中所占的比例是多少？一个荟萃分析

Journal of Cycling and Micromobility Research

Pub Date : 2025-08-06 DOI: 10.1016/j.jcmr.2025.100082

Nils Fearnley, Knut Veisten

This paper presents a meta-analysis of stand-up e-scooters’ mode replacement, based on outcomes from one hundred studies and dataset collections. The material includes scientific publications and grey literature from Europe, North America and Oceania. We aggregate the various replaced transport modes into three groups: private motorized vehicles, public transport and active transport. The mode replacement outcomes are survey-based, primarily directed towards e-scooter users. The mode replacement question is either about what mode would have been used on the last trip if the e-scooter were not available or about general changes in trip frequency of other modes after starting using e-scooter. Site-specific characteristics are added to the characteristics of the surveys. Meta-regressions show that the proportions of replaced private motorized vehicles and public transport are primarily associated with the proportions of these modes in the cities’ transport/commuting at the outset. Active transport represents the largest proportion of modes replaced by the e-scooter, but with less explained variation with respect to site-specific characteristics. We derive quality-corrected meta-analytic estimates of e-scooter mode replacement proportions from a subset of the meta-data.

本文基于100项研究和数据集的结果，对站立式电动滑板车的模式替换进行了荟萃分析。这些材料包括来自欧洲、北美和大洋洲的科学出版物和灰色文献。我们将各种被取代的交通方式分为三类：私人机动车辆、公共交通和主动交通。模式替换结果是基于调查的，主要针对电动滑板车用户。模式替换问题是关于如果没有电动滑板车，最后一次出行会使用哪种模式，或者是关于开始使用电动滑板车后其他模式的出行频率的一般变化。特定地点的特征被添加到调查的特征中。元回归表明，被取代的私人机动车辆和公共交通的比例首先与这些模式在城市交通/通勤中的比例有关。主动交通代表了电动滑板车所取代的最大比例的模式，但相对于特定地点的特征，解释较少的变化。我们从元数据的子集中推导出电动滑板车模式替换比例的质量校正元分析估计。

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引用次数: 0

Cycling speed profiles from GPS data: Insights for conventional and electrified bicycles in Switzerland 来自GPS数据的骑行速度概况：对瑞士传统自行车和电动自行车的见解

Journal of Cycling and Micromobility Research

Pub Date : 2025-07-19 DOI: 10.1016/j.jcmr.2025.100077

Laurin F. Maurer, Adrian Meister, Kay W. Axhausen

Understanding cycling speed dynamics is crucial for effective transportation planning and infrastructure development. This study analyzes GPS-based cycling speed profiles in Zurich, Switzerland, focusing on conventional bicycles, e-bikes (25 km/h), and speed pedelecs (45 km/h). Using GPS data from 351 cyclists, we examine the influence of socio-demographic factors (age, gender, BMI), road infrastructure, gradients, and weather conditions on cycling speeds. Our findings reveal that speed pedelecs achieve the highest speeds, frequently exceeding residential speed limits, raising questions about their classification and integration into urban mobility networks. Machine learning models identify road gradients, BMI, and age as key determinants of cycling speed. Additionally, results show that e-bikes and speed pedelecs experience longer intersection delays. These insights offer valuable contributions to urban transport policies, cycling infrastructure planning, and traffic modeling, ensuring safer and more efficient mobility solutions.

了解骑行速度动态对于有效的交通规划和基础设施建设至关重要。本研究分析了瑞士苏黎世基于gps的自行车速度分布，重点是传统自行车、电动自行车（25公里/小时）和速度自行车（45公里/小时）。利用351名骑行者的GPS数据，研究了社会人口因素（年龄、性别、BMI）、道路基础设施、坡度和天气条件对骑行速度的影响。我们的研究结果表明，速度自行车达到了最高的速度，经常超过住宅的速度限制，这就提出了关于它们的分类和融入城市交通网络的问题。机器学习模型将道路坡度、BMI和年龄识别为自行车速度的关键决定因素。此外，研究结果还表明，电动自行车和超速自行车在十字路口的延误时间更长。这些见解为城市交通政策、自行车基础设施规划和交通建模提供了宝贵的贡献，确保了更安全、更高效的出行解决方案。

引用次数: 0

The influence of neighbourhood walkability and bikeability on park visits using mobility data in Canada 利用加拿大的交通数据研究社区步行和骑自行车对公园参观的影响

Journal of Cycling and Micromobility Research

Pub Date : 2025-07-17 DOI: 10.1016/j.jcmr.2025.100079

Stephanie A. Prince , Nitharsana Manoharan , Gregory P. Butler , Sean Waites , Nauman Shakeel

Parks afford the opportunity to engage with nature and have physical, social and psychological benefits. It is important to understand whether neighbourhood design can influence park visits. This study’s objective was to examine the association between neighbourhood walkability/bikeability and park visits in Canada. Between January 2019 and October 2021, park visits from 215 municipal and dog parks were linked to neighbourhood walkability and bikeability. Negative binomial regressions estimated associations between walkability, bikeability, and visits controlling for year, park type, median neighbourhood income, median age of residents, and urban/rural location. Neighbourhood walkability and bikeability were moderately correlated and explored separately (r = 0.375, p < .001). Compared to the lowest, parks with the highest level of neighbourhood walkability (RR = 11.64, p < .001) and bikeability (RR = 2.29, p < .001) had significantly more visits. The results suggest that the walkability/bikeability surrounding parks may impact visits. Future studies would benefit from exploring the ways in which neighbourhood characteristics can promote park use.

公园提供了与自然接触的机会，对身体、社会和心理都有好处。了解社区设计是否会影响公园参观是很重要的。本研究的目的是研究加拿大社区步行/骑自行车与公园参观之间的关系。在2019年1月至2021年10月期间，215个市政公园和狗狗公园的公园访问量与社区的步行和骑自行车性有关。负二项回归估计了步行性、骑自行车性和访问次数之间的关联，控制了年份、公园类型、社区收入中位数、居民年龄中位数和城市/农村位置。邻里步行适宜性和骑自行车适宜性具有中等相关性，分别进行了探讨（r = 0.375,p <； .001）。与最低水平的公园相比，最高水平的社区步行（RR = 11.64, p <； .001）和自行车（RR = 2.29, p <； .001）的公园有更多的游客。结果表明，公园周边的步行性/骑自行车性可能会影响游客。未来的研究将受益于探索如何利用社区特色来促进公园的使用。

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引用次数: 0

Finding a place for the e-cargo bike: The parking and insurance practices of owners in Ireland 为电动载货自行车找个地方：爱尔兰车主的停车和保险实践

Journal of Cycling and Micromobility Research

Pub Date : 2025-07-08 DOI: 10.1016/j.jcmr.2025.100078

Robert Egan , Hannah Julienne , Brian Caulfield

E-bikes and e-cargo bikes can ‘extend’ the practice of cycling, reducing the physical demands of cycling further, cycling faster, cycling in varied topography and weather, and cycling with passengers and goods. However, while e-cycling can moderate the demands of cycling and expand its functional capabilities, it can also introduce new physical and technical competences. The competences of parking may be particularly intensified. The higher values, additional components, and heavier weights of an e-cycle can mean greater and more complex use of locks, more cautious placing, and more laborious manoeuvring. In this qualitative study, we explored e-cargo bike owner experiences and practices of parking in the context of Ireland. We found that participants struggled to find a place that was a secure and convenient to park their e-cargo bikes. This struggle shaped their everyday mobility, constraining how and where the e-cargo bike would be used. In this paper, we conceptualise the dominant parking styles that participants adopted at home, at work, and in public, to enable secure and convenient e-cargo bike parking: standing out, official anchoring, improvised anchoring, and locking away. In addition, we provide an analysis of insurance measures adopted by participants to safeguard the e-cargo bike in the instance of damage or theft, and how insurance measures – and the absence of insurance – can structure parking styles. To conclude, we make several observations on cycle parking planning that could help to advance more e-cargo-bike-inclusive cycle parking futures in the context of Ireland.

电动自行车和电动货运自行车可以“扩展”自行车的实践，进一步减少骑自行车的体力需求，骑得更快，在不同的地形和天气下骑自行车，并与乘客和货物一起骑自行车。然而，尽管电动自行车可以缓和骑行的需求并扩展其功能，但它也可以引入新的物理和技术能力。停车的权限可能会特别加强。更高的值、额外的组件和更重的电子自行车可能意味着更多和更复杂的锁的使用，更谨慎的放置和更费力的操作。在这个定性研究中，我们探讨了在爱尔兰背景下的电动载货自行车车主停车的经验和做法。我们发现，参与者很难找到一个安全方便的地方停放他们的电动货运自行车。这种挣扎影响了他们的日常出行，限制了电动货运自行车的使用方式和地点。在本文中，我们概念化了参与者在家中、工作场所和公共场所采用的主要停车方式，以实现安全方便的电子货运自行车停放：突出、正式锚定、临时锚定和锁定。此外，我们还分析了参与者在损坏或被盗的情况下为保护电动货运自行车而采取的保险措施，以及保险措施（以及没有保险）如何构建停车风格。综上所述，我们对自行车停车规划进行了一些观察，这些观察可能有助于在爱尔兰的背景下推进更多的包括电子货物自行车在内的自行车停车未来。

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引用次数: 0

Unlocking multimodality: E-scooters as first/last mile connectors and multimodal hub exploration in Doha 解锁多模式：电动滑板车作为第一/最后一英里连接器和多哈多模式枢纽探索

Journal of Cycling and Micromobility Research

Pub Date : 2025-06-20 DOI: 10.1016/j.jcmr.2025.100076

Ioannis Tsouros , Amalia Polydoropoulou , Athena Tsirimpa , Ioannis Karakikes , Shahram Tahmasseby , Anas Mohammed , Wael Alhajyaseen

Overcoming Doha's "first/last-mile" gap is critical if its new metro is to win riders in a car-oriented, hot-climate city. We therefore combined over 44,000 anonymised e-scooter GPS traces collected between December 2020 and August 2021 with hourly metro-gate counts and network-based walksheds around every station. Descriptive statistics, correlation tests and travel behaviour-centred user segmentation revealed how the two modes interact in space and time. Fifty-seven per cent of scooter trips began or ended within a short walk of a metro entrance, indicating significant spatial proximity between micromobility usage and transit infrastructure. Five distinct rider groups emerged: "frequent commuters" concentrate at central business-district stations, while "infrequent weekend riders" cluster at leisure destinations. Temporal analysis revealed strong integration potential across diverse station types: 8 out of 10 stations demonstrated temporal alignment between scooter activity and metro ridership, including business districts, cultural destinations, and residential areas. This alignment typically followed a logical pattern with ridership peaks, followed by scooter activity peaks consistent with multimodal trip-making. Only stations with minimal scooter activity showed patterns inconsistent with transit connectivity. These findings demonstrate that successful multimodal integration extends beyond business districts to include diverse urban contexts when supported by appropriate infrastructure. The Doha case shows that even in extreme heat climates, spatiotemporal analysis can guide effective micromobility policies that enhance both transit connectivity and broader urban accessibility.

如果多哈的新地铁要在这个以汽车为主、气候炎热的城市赢得乘客，克服“第一英里/最后一英里”的差距至关重要。因此，我们将2020年12月至2021年8月期间收集的超过44,000个匿名电动滑板车GPS痕迹与每小时的地铁出入口计数和每个车站周围基于网络的步行次数相结合。描述性统计、相关性测试和以旅行行为为中心的用户细分揭示了这两种模式在空间和时间上的相互作用。57%的踏板车出行在距离地铁入口很短的步行范围内开始或结束，这表明微型交通工具的使用与交通基础设施之间存在显著的空间接近性。出现了五种不同的乘客群体：“频繁通勤者”集中在中央商务区的车站，而“不频繁的周末乘客”集中在休闲目的地。时间分析揭示了不同站点类型之间强大的整合潜力：10个站点中有8个站点显示了滑板车活动和地铁乘客之间的时间一致性，包括商业区、文化目的地和住宅区。这种排列通常遵循一个逻辑模式，即乘客高峰，其次是与多式联运旅行一致的滑板车活动高峰。只有滑板车活动最少的车站显示出与交通连接不一致的模式。这些发现表明，在适当的基础设施的支持下，成功的多模式整合超越了商业区，包括不同的城市环境。多哈案例表明，即使在极端炎热的气候下，时空分析也可以指导有效的微交通政策，增强交通连通性和更广泛的城市可达性。

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引用次数: 0

Helsinki’s cycling traffic trend in 2018–2024: Overall decline but growth in one cycling highway 赫尔辛基2018-2024年的自行车交通趋势：整体下降，但一条自行车公路有所增长

Journal of Cycling and Micromobility Research

Pub Date : 2025-06-13 DOI: 10.1016/j.jcmr.2025.100075

Carlos Lamuela Orta

Urban mobility researchers have talked of cycling renaissance for more than a decade. Some of us even considered the COVID pandemic as an opportunity for pro-cycling behaviour and policy changes. But not all cities boosted their cycling policies during COVID, and infrastructure improvement does not necessarily result in sustained cycling traffic growth. This article responds to the tension between these optimistic messages and unfulfilled expectations with a case-study about Helsinki. The capital of Finland has a pro-cycling strategy, but it does not follow a conventional cycling renaissance path: it did not leverage the pandemic opportunity, and its cycling modal share is stable despite sustained investment in infrastructure. To understand its cycling dynamics across the COVID pandemic period (2018–2024), data from sixteen cycling counters are analysed, showing that in this period overall cycling trips declined (-15,7 %), with the exception of one route: a high-quality cycling highway with significant traffic growth since its expansion in 2018 (+50 %). Cycling counter data is complemented with in-situ observations (N = 7050) to quantify the levels of women participation and electrification in this route. While electrification appears to be stable at around 20 % of bicycles, women participation increased during the studied period and approaches gender-balance among e-bike users. The results indicate that a cycling highway can support cycling traffic increase beyond what can be explained by the introduction of e-bikes, population growth, or rerouting of previously existing bike trips. The discussion considers how in this context of overall cycling decline, seven specific characteristics associated with Helsinki’s North Cycling Highway may have contributed to its success, and require further research to determine their effects. This study also points out that the spatial polarization of cycling within a city poses a difficult question for policy: whether to distribute investments to avoid increasing polarization, or to further support the growing route(s) to further leverage the few successful cycling infrastructure policy cases.

城市交通研究人员谈论自行车复兴已经十多年了。我们中的一些人甚至认为COVID大流行是支持骑自行车行为和政策变化的机会。但并非所有城市在新冠疫情期间都加强了自行车政策，基础设施的改善并不一定会导致自行车交通的持续增长。本文以一个关于赫尔辛基的案例研究来回应这些乐观信息与未实现的期望之间的紧张关系。芬兰首都有一个支持骑自行车的战略，但它没有遵循传统的自行车复兴之路：它没有利用大流行的机会，尽管对基础设施进行了持续投资，但其自行车模式的份额仍然稳定。为了了解其在COVID大流行期间（2018 - 2024年）的骑行动态，分析了来自16个自行车计数器的数据，结果显示，在此期间，总体骑行次数下降（- 15.7 %），但一条路线除外：一条高质量的自行车高速公路，自2018年扩建以来交通量大幅增长（+ 50% %）。自行车计数器数据辅以现场观察（N = 7050），以量化这条路线上妇女参与和电气化的水平。虽然电动自行车似乎稳定在20% %左右，但在研究期间，女性的参与有所增加，并且在电动自行车用户中接近性别平衡。研究结果表明，自行车公路可以支持自行车交通的增长，而不是通过引入电动自行车、人口增长或改变现有自行车旅行路线来解释。讨论考虑了在自行车整体减少的背景下，赫尔辛基北部自行车公路的七个具体特征可能有助于其成功，并需要进一步研究以确定其影响。该研究还指出，城市内自行车的空间极化给政策提出了一个难题：是分配投资以避免两极分化加剧，还是进一步支持不断增长的路线，以进一步利用少数成功的自行车基础设施政策案例。

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引用次数: 0

School bikeability index: A case study of primary schools in Stockholm 学校骑自行车指数：斯德哥尔摩小学的案例研究

Journal of Cycling and Micromobility Research

Pub Date : 2025-06-09 DOI: 10.1016/j.jcmr.2025.100074

Ivana Paulusová, Fariya Sharmeen

In most developed countries, active travel to and from school has declined over the past few decades. In Sweden, active travel among children and young adults declined by 40 % between 1995 and 2014. To remedy and reverse this trend, it is crucial to understand and establish the necessary preconditions for promoting active school travel, i.e. built environment and infrastructural provisions. Within that context, this paper presents a school bikeability index for Stockholm, focusing primarily on built environment indicators. These indicators were weighted according to their importance as perceived by children’s guardians in Stockholm. The study provides insights into possible correlates of importance of bikeability indicators, suggesting different valuations by guardians depending on their gender and children’s age. The spatial analysis shows a variability of school bikeability across the city. Findings suggest that overall many of the primary schools could significantly enhance their bikeability by implementing measures such as, bicycle parking, traffic calming signage and connecting school entrances directly to cycle paths. Closer investigations of some of the highest- and lowest-scoring schools and selected school pairs inform that even the high-scoring schools are often lacking in implementation of some children-friendly cycling infrastructure, and that low-scoring schools could benefit from implementing some, relatively low-cost improvements. An equity analysis shows no significant differences between school bikeability scores and average income. Open access data were utilised, allowing the methodology to be replicable in other cities. For future iterations of the index, it would be beneficial to refine and validate the index weights while incorporating additional indicators. This process should account for their complexity and the varying valuations assigned by different groups, including children themselves.

在大多数发达国家，在过去的几十年里，频繁往返学校的人数已经减少了。在瑞典，儿童和年轻人的积极旅行在1995年至2014年间下降了40% %。为了纠正和扭转这一趋势，至关重要的是要了解和建立促进积极的学校旅行的必要先决条件，即建筑环境和基础设施的规定。在此背景下，本文提出了斯德哥尔摩的学校自行车指数，主要关注建筑环境指标。这些指标是根据斯德哥尔摩儿童监护人所认为的重要性进行加权的。该研究提供了对可骑自行车指标重要性的可能相关性的见解，表明监护人根据其性别和儿童年龄的不同估值。空间分析显示了整个城市的学校骑自行车的可变性。研究结果表明，总体而言，许多小学可以通过实施措施，如自行车停放、交通平静标志和将学校入口直接连接到自行车道等，显著提高骑自行车的适宜性。对一些得分最高和最低的学校以及选定的学校对进行的更深入的调查表明，即使是得分高的学校也往往缺乏一些儿童友好型自行车基础设施的实施，而得分低的学校可以从实施一些相对低成本的改进中受益。一项公平分析显示，学校骑自行车得分和平均收入之间没有显著差异。使用了开放获取数据，使该方法可以在其他城市复制。对于索引的未来迭代，在合并其他指标的同时改进和验证索引权重将是有益的。这一过程应考虑到它们的复杂性和不同群体，包括儿童本身所赋予的不同价值。

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引用次数: 0