Journal of Cycling and Micromobility Research最新文献_第4页

The cars are going to be alright: Examining micromobility infrastructure space allocation and potential improvement scenarios in Montréal 汽车将会很好：检查微移动基础设施的空间分配和潜在的改进方案在montracimal

Journal of Cycling and Micromobility Research

Pub Date : 2025-06-07 DOI: 10.1016/j.jcmr.2025.100071

Daniel Romm, José Arturo Jasso Chávez, Lexi Kinman, Pegah Salsabilian, Grant McKenzie, Kevin Manaugh

Many cities today are redesigning their streetscapes to redress the historical privilege afforded to the automobile in planning and policy. Much streetscape redesign is around transport infrastructure space, which largely prioritizes car travel and marginalizes other travel modes. Attempts by planners and policy makers to this end often are met with public opposition by advocates of the car, protesting about losing space on the street. This is empirically investigated with the case of Montréal by determining the allocation of street space to transport infrastructures, deriving measures of infrastructure space per traveller, and devising an Equal Infrastructure Allocation score to measure the imbalance between infrastructure provision per travel mode. Per borough, the distribution of transport infrastructure is examined, alongside correlations with demographic, socio-economic, land use, and crash rate variables. Potential scenarios of significant micromobility infrastructure improvement are modelled to test how infrastructure space apportionment per mode changes. This investigation discovers that even large improvements to micromobility infrastructure have a minor effect on space allocated to automobiles. Equal Infrastructure Allocation score and associated indicators are presented as useful tools for planners and policy makers implementing micromobility infrastructure projects, to better communicate with the public and address potential opposition.

如今，许多城市都在重新设计街景，以纠正历史上在规划和政策上给予汽车的特权。许多街景的重新设计都是围绕交通基础设施空间展开的，这在很大程度上优先考虑了汽车出行，而将其他出行方式边缘化。规划者和政策制定者在这方面的尝试经常遭到汽车支持者的反对，他们抗议汽车会失去街道上的空间。通过确定街道空间对交通基础设施的分配，得出每个旅行者的基础设施空间的度量，并设计一个平等基础设施分配分数来衡量每个旅行模式的基础设施供应之间的不平衡，从而对montracimal案例进行了实证调查。每个行政区，交通基础设施的分布，以及与人口、社会经济、土地使用和碰撞率变量的相关性进行了检查。对微交通基础设施显著改善的潜在情景进行建模，以测试基础设施空间分配如何随模式变化。这项调查发现，即使对微型交通基础设施的大幅改善，对分配给汽车的空间的影响也很小。平等基础设施分配分数和相关指标是规划人员和政策制定者实施微交通基础设施项目的有用工具，可以更好地与公众沟通，解决潜在的反对意见。

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引用次数: 0

Assessing regression methods to estimate network-wide bicycle traffic volumes based on crowdsourced GPS and permanent counter data 评估基于众包GPS和永久计数器数据估算全网自行车交通量的回归方法

Journal of Cycling and Micromobility Research

Pub Date : 2025-06-06 DOI: 10.1016/j.jcmr.2025.100073

Emely Richter , Joscha Raudszus , Sven Lißner

GPS data offer an up-to-date, available, and easily processable database for bicycle traffic planning. Unlike permanent counters, they generally represent wide parts of the bicycle network. However, GPS data is derivable only from a subset of the cycling population and thus provides a limited overview of existing bicycle traffic volumes in a city at best. For planning or dimensioning of cycling infrastructure the data is only partially sufficient. Values such as the (annual) average daily number of bicycles (ADB/AADB) are more suitable. Using regression methods, GPS data in combination with (permanent) counter data can be utilized to model network-wide ADB. So far however, related studies mostly deal with only few counters in individual cities or metropolitan regions. Due to different modelling approaches and input variables, the results are neither comparable nor transferable. Therefore, no conclusion as to which models are most suited can be drawn. This study investigates the extrapolation of GPS data from a nationwide data set in Germany. First, six different types of regression models are trained based on the data set. Second, the trained models are utilized for network-wide AADB estimation in six municipalities. Thereby, this study provides a framework for comparable error metrics and investigates the suitability of the tested models for (1) estimation at permanent counters and (2) network-wide estimation. The models are divided into three classes: linear, tree-based and neural network models. We used 452 data points from permanent counters across Germany for model training. After assessing the model performances at the counters, they are applied to municipality-wide network sections. Comparing the overall performance, Support Vector Regression currently proves to be the most promising for extrapolating traffic volumes from GPS data to network-wide AADB.

GPS数据为自行车交通规划提供了一个最新的、可用的、易于处理的数据库。与永久计数器不同，它们通常代表自行车网络的大部分。然而，GPS数据只能从骑车人口的一个子集中得出，因此最多只能提供一个城市现有自行车交通量的有限概况。对于循环基础设施的规划或量纲化，数据仅是部分充分的。像（年）平均每日自行车数量（ADB/AADB）这样的值更合适。使用回归方法，GPS数据与（永久）计数器数据相结合，可用于建立全网ADB模型。但到目前为止，相关研究大多只涉及个别城市或大都市区的少数柜台。由于不同的建模方法和输入变量，结果既没有可比性也没有可转移性。因此，对于哪种模式最适合，我们无法得出结论。本研究调查了从德国全国数据集的GPS数据的外推。首先，基于数据集训练六种不同类型的回归模型。其次，将训练好的模型用于六个城市的全网AADB估计。因此，本研究为可比较的误差度量提供了一个框架，并调查了测试模型的适用性：(1)永久计数器估计和(2)网络范围估计。模型分为三类：线性模型、树模型和神经网络模型。我们使用了来自德国永久计数器的452个数据点进行模型训练。在评估了模型在柜台上的表现后，它们被应用于全市范围的网络部分。比较整体性能，支持向量回归目前被证明是最有希望从GPS数据推断交通量到全网AADB的方法。

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引用次数: 0

Integrating shared electric micromobility and public transport – A practitioner’s perspective 整合共享电动微交通与公共交通——一个实践者的视角

Journal of Cycling and Micromobility Research

Pub Date : 2025-06-01 DOI: 10.1016/j.jcmr.2025.100069

Matthias Brüning , Philipp Scharfenberger , Philippe Stadler Benz

Despite the rapid growth of shared micromobility as an urban transport mode, its role in enhancing sustainable urban mobility remains contested, particularly concerning its competition with public transport and the congestion it causes in public space. This paper explores the integration of shared electric micromobility (e-scooters and e-bikes) with public transport systems to strengthen its role as a solution for the first/last mile. Through a thematic analysis of 23 semi-structured interviews with key stakeholders - including micromobility operators, public transport authorities, and city governments – we develop a framework for integrating shared electric micromobility with guiding principles and integration pillars. By providing a supply-side perspective, this article expands the predominantly user-centric literature, offering practical guidelines for stakeholders to build a multimodal urban transport network that combines the strengths of shared micromobility and public transport. We bridge academic research and implementation to uncover new paths for empirical research in the field of shared micromobility.

尽管共享微交通作为一种城市交通方式增长迅速，但其在促进可持续城市交通方面的作用仍存在争议，特别是与公共交通的竞争及其在公共空间造成的拥堵。本文探讨了共享电动微交通（电动滑板车和电动自行车）与公共交通系统的整合，以加强其作为第一/最后一英里解决方案的作用。通过对主要利益相关者（包括微型交通运营商、公共交通管理部门和市政府）进行的23次半结构化访谈的专题分析，我们制定了一个框架，将共享电动微型交通与指导原则和整合支柱结合起来。通过提供供给侧视角，本文扩展了主要以用户为中心的文献，为利益相关者提供实用指南，以建立一个结合共享微交通和公共交通优势的多式联运城市交通网络。我们在学术研究和实践之间架起桥梁，为共享微流动性领域的实证研究发现新的途径。

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引用次数: 0

Micro-mobility users’ exposure to PM2.5 pollution: A scoping review 微出行用户对PM2.5污染的暴露：一项范围审查

Journal of Cycling and Micromobility Research

Pub Date : 2025-06-01 DOI: 10.1016/j.jcmr.2025.100072

Cheng-Kai Hsu

Micro-mobility (MM) modes, such as bicycles, e-scooters, and motor-scooters, offer sustainable transportation alternatives but may expose users to elevated levels of traffic-related air pollution, particularly fine particulate matter (PM2.5). Existing reviews have predominantly focused on bicyclists or comparisons between active and non-active transportation modes, with limited attention to the MM modes. This scoping review addresses this gap by synthesizing the literature on PM2.5 exposure among MM users. Peer-reviewed articles published in English between 2000 and 2021 were systematically identified through Web of Science, with inclusion criteria targeting studies that reported PM2.5 exposure in MM users. Data extraction emphasized geographic location, PM2.5 exposure metrics, and study design. Analysis of 52 eligible studies revealed a strong geographic bias toward the Global North, with minimal representation from the Global South. The findings also uncovered disparities in PM2.5 exposure levels across MM modes and regions, indicating that the assumed universal health benefits associated with MM might not be equally experienced. Most studies relied on pre-determined measurement routes under controlled conditions to ensure consistency in exposure assessments; however, a smaller subset used free-living settings, likely offering more realistic insights into user behavior and exposure profiles. While PM2.5 concentration was the primary focus, an increasing number of studies incorporated inhalation exposure metrics by estimating or measuring ventilation rates. Future research should prioritize underrepresented MM modes and regions, employing inclusive methodologies that account for behavioral and environmental contexts. This approach is essential for understanding diverse usage patterns and exposure risks, ultimately informing strategies to mitigate the health impacts of PM2.5 on MM users.

微型交通（MM）模式，如自行车、电动滑板车和电动滑板车，提供了可持续的交通选择，但可能会使用户暴露在与交通相关的空气污染水平升高的环境中，特别是细颗粒物（PM2.5）。现有的评论主要集中在骑自行车者或主动和非主动交通方式的比较上，对MM模式的关注有限。本综述通过综合MM使用者PM2.5暴露的文献来弥补这一空白。通过Web of Science系统地识别了2000年至2021年间发表的同行评议的英文文章，纳入标准针对报告MM用户PM2.5暴露的研究。数据提取强调地理位置、PM2.5暴露指标和研究设计。对52项符合条件的研究的分析显示，全球北方存在强烈的地理偏见，全球南方的代表性很小。研究结果还揭示了PM2.5暴露水平在MM模式和地区之间的差异，表明假设的与MM相关的普遍健康益处可能并不相同。大多数研究依赖于受控条件下预先确定的测量路线，以确保暴露评估的一致性；然而，一小部分使用自由生活设置，可能提供更现实的用户行为和曝光概况。虽然PM2.5浓度是主要关注的焦点，但越来越多的研究通过估计或测量通风率来纳入吸入暴露指标。未来的研究应优先考虑代表性不足的MM模式和地区，采用考虑行为和环境背景的包容性方法。这种方法对于了解不同的使用模式和暴露风险至关重要，最终为减轻PM2.5对MM用户健康影响的策略提供信息。

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引用次数: 0

Examining bicyclist safety inequities across neighborhoods of different income levels in Florida 在佛罗里达州不同收入水平的社区中检查骑自行车者的安全不平等

Journal of Cycling and Micromobility Research

Pub Date : 2025-05-23 DOI: 10.1016/j.jcmr.2025.100070

Xingjing Xu , Xiang (Jacob) Yan , Jia Fang , Ilir Bejleri

Bicyclist crashes have increased in recent years. While previous studies have found that crashes involving bicyclists have disproportionately happened in lower-income neighborhoods, there is a limited understanding of the risk factors and how they affect the safety of bicyclists in neighborhoods of different income levels. This study examines this gap by investigating the risk factors contributing to bicyclist crashes in Florida from 2014 to 2019 at the census block group level and exploring the safety-in-numbers phenomenon, using Poisson lognormal spatial regression models. These factors include bicyclist exposure, roadway characteristics, intersection-related factors, land use features, and socioeconomic status. The results reveal that lower-income neighborhoods experience more bicyclist crashes, with distinct risk factors compared to higher-income areas. More specifically, in lower-income neighborhoods, a higher number of signalized intersections and mixed land use are associated with increased fatal and serious injury crashes, while urban areas and larger elderly populations contribute to overall crash risks. In higher-income neighborhoods, stop-sign controlled intersections, and a larger Black population are associated with more bicyclist crashes. Additionally, the safety-in-numbers effect is observed for fatal and injury bicyclist crashes in lower-income neighborhoods, meaning that the presence of more bicyclists is associated with a reduction in fatal and serious injury crashes in such neighborhoods. These findings highlight the need for targeted safety interventions, such as improving intersections, addressing roadway design, and implementing safety strategies tailored to neighborhood income levels. By aligning safety interventions with neighborhood-specific risk factors, transportation agencies can more effectively prioritize resources and create safer cycling for all communities.

自行车事故近年来有所增加。虽然之前的研究发现，涉及骑自行车者的撞车事故在低收入社区发生的比例过高，但人们对风险因素以及它们如何影响不同收入水平社区骑自行车者的安全的了解有限。本研究使用泊松对数正态空间回归模型，通过调查2014年至2019年佛罗里达州人口普查组水平上导致骑自行车者撞车的风险因素，并探索数量安全现象，来检验这一差距。这些因素包括骑自行车者暴露、道路特征、交叉口相关因素、土地利用特征和社会经济状况。结果显示，与高收入地区相比，低收入社区经历了更多的自行车事故，其风险因素明显。更具体地说，在低收入社区，更多的信号交叉路口和混合土地使用与致命和严重伤害事故的增加有关，而城市地区和更多的老年人口增加了总体事故风险。在高收入社区，停车标志控制的十字路口和更多的黑人人口与更多的自行车事故有关。此外，在低收入社区的致命和伤害自行车事故中观察到数量安全效应，这意味着更多骑自行车的人的存在与这些社区致命和严重伤害事故的减少有关。这些发现强调了有针对性的安全干预措施的必要性，例如改善十字路口，解决道路设计问题，以及实施适合社区收入水平的安全策略。通过将安全干预措施与社区特定的风险因素结合起来，交通机构可以更有效地优先考虑资源，并为所有社区创造更安全的骑行。

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引用次数: 0

Investigating bicycle crash frequency, severity, and safety in numbers at signalized intersections in Utah using crowdsourced data 使用众包数据调查犹他州信号交叉口的自行车碰撞频率、严重程度和安全性

Journal of Cycling and Micromobility Research

Pub Date : 2025-04-17 DOI: 10.1016/j.jcmr.2025.100068

Ahadul Islam , Michelle Mekker , Patrick A. Singleton

This study’s objectives were to (1) understand (geometric, traffic, operational, and other) factors associated with bicycle safety (crash frequency and severity) at signalized intersections; and (2) investigate whether the “safety in numbers” phenomenon applies to bicycling in the US. To accomplish these objectives, data for 2312 bicycle crashes over a ten-year (2010–2019) period were linked to crowdsourced Strava ridership data (as a measure of bicycle exposure) and other information at 2232 signalized intersections in Utah. Zero-inflated negative binomial models of bicycle crash frequencies and ordered logit models of bicycle crash severities were estimated, accounting for different levels of data availability. Also, an aggregate time period analysis compared bicycle crash rates and severity levels for different weekdays and months. Bicycle crashes were more frequent at signals with four legs, longer crossing distances, no channelized right turn lanes, more far-side bus stops, higher population densities, no places of worship, and in neighborhoods with lower incomes and greater shares of people of Hispanic or non-White race/ethnicity. Bicycle crashes were more severe when involving larger or left-turning vehicles, road users who disregarded the traffic control device, on arterial roadways, and at locations with vertical grades and without street lighting. Bicycle crash rates and the share of fatal/serious injury crashes were lower during the highest-ridership months of the year (May–August). Overall, the study found strong support for the “safety in numbers” effect, in which bicycle crash rates decrease with increasing bicycle volumes, when looking both across locations and over time.

本研究的目的是：(1)了解信号交叉口与自行车安全（碰撞频率和严重程度）相关的因素（几何、交通、操作和其他）；(2)调查“人多安全”现象是否适用于美国的骑自行车。为了实现这些目标，在10年（2010-2019年）期间，2312起自行车事故的数据与犹他州2232个信号十字路口的众包Strava乘客数据（作为自行车暴露的衡量标准）和其他信息相关联。考虑到不同的数据可用性，估计了自行车碰撞频率的零膨胀负二项模型和自行车碰撞严重程度的有序logit模型。此外，还对不同工作日和月份的自行车碰撞率和严重程度进行了汇总分析。在有四条腿的信号灯、较长的交叉距离、没有通道化的右转弯车道、较远的公交车站、较高的人口密度、没有礼拜场所、以及收入较低、西班牙裔或非白种人/族裔人口较多的社区，自行车事故发生的频率更高。在主干道上，以及在垂直坡度和没有路灯的地方，大型车辆或左转车辆、无视交通控制装置的道路使用者发生的自行车事故更为严重。在一年中乘客人数最多的月份（5月至8月），自行车碰撞率和致命/严重伤害事故的比例较低。总的来说，研究发现了“数量安全”效应的有力支持，即在不同地点和时间内，自行车碰撞率随着自行车数量的增加而下降。

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引用次数: 0

Cyclists’ evaluation of routes using ride-along questionnaires 骑车人使用骑行问卷对路线进行评估

Journal of Cycling and Micromobility Research

Pub Date : 2025-04-14 DOI: 10.1016/j.jcmr.2025.100067

Frauke Luise Berghoefer, Vivien Miether, Mark Vollrath

The bicycle is a healthy and environmentally friendly mode of transport and one of the most important components of sustainable urban transport. To make cycling more attractive and convenient, cycling infrastructures and routes should be designed to allow safe, comfortable, stress-free, and convenient cycling. But which infrastructures are attractive for cycling? What are the similarities and differences between attractive and unattractive infrastructures for cycling? In a cycling study with ride-along questionnaires, 41 participants cycled route segments that varied in infrastructural characteristics such as the cycling facility, surface, or gradient. Each segment was evaluated on multiple criteria and the ride was followed by a short, structured interview to examine the participants’ reasons for the given evaluations. The results of two cluster analyses of the criteria revealed that infrastructures can be characterized by their evaluation on the mental effort required, the cycling comfort, and the attractiveness of the surrounding. The results strengthen the positive effects of wide and traffic-calmed infrastructure, even if it has to be shared with pedestrians, but they also emphasize the negative impact of adjacent motor traffic on cyclists’ perception of the environment. The findings of our study provide valuable insights into cyclists’ perception and evaluation of various cycling infrastructures. Furthermore, they elaborate similarities and dissimilarities between infrastructures that help to identify the specific characteristics that increase the attractiveness of cycling infrastructure.

自行车是一种健康、环保的交通方式，是可持续城市交通的重要组成部分之一。为了使骑行更具吸引力和便利性，骑行基础设施和路线的设计应使骑行安全、舒适、无压力、方便。但是，哪些基础设施对骑自行车有吸引力呢？有吸引力和没有吸引力的自行车基础设施有什么异同？在一项骑行问卷调查中，41名参与者骑行了基础设施特征（如骑行设施、路面或坡度）不同的路线段。每个部分都是根据多种标准进行评估的，然后是一个简短的结构化访谈，以检查参与者对给定评估的原因。两个聚类分析的结果表明，基础设施可以通过对所需脑力劳动、骑行舒适性和周围环境吸引力的评价来表征。研究结果强调了广泛且交通平稳的基础设施的积极影响，即使它必须与行人共享，但他们也强调了相邻机动交通对骑自行车者对环境感知的负面影响。我们的研究结果为骑车人对各种自行车基础设施的感知和评估提供了有价值的见解。此外，他们详细阐述了基础设施之间的异同，有助于确定增加自行车基础设施吸引力的具体特征。

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引用次数: 0

Barriers to cycling, barriers to health equity: Disparities in perceived cycling environments in the U.S. 骑自行车的障碍，健康公平的障碍：在美国感知骑车环境的差异

Journal of Cycling and Micromobility Research

Pub Date : 2025-04-12 DOI: 10.1016/j.jcmr.2025.100066

Lindsay M. Braun

Marginalized groups often face disproportionate environmental barriers to cycling, which could contribute to sociodemographic disparities in safety and health. Studies of these barriers typically rely on objective measures of infrastructure access, which are useful but may not capture important factors such as infrastructure quality and traffic safety. I address this gap by examining perceived barriers to cycling in a nationally representative sample of U.S. adults (n = 222,344) drawn from the 2017 National Household Travel Survey, asking three research questions through an equity lens: (1) Who cycles? (2) Which types of cyclists report environmental barriers? (3) Do these barriers moderate the potential health benefits of cycling? Using Heckman selection and multinomial logistic regression models, I find that marginalized groups (i.e., people of color and those with low socioeconomic status) are less likely to cycle, and more likely to face infrastructure- and safety-related barriers when they do. I also find that associations between cycling and self-reported health, while generally positive, are weaker among cyclists who report environmental barriers. These results suggest that there are sociodemographic disparities in perceived barriers to cycling in the U.S., and that addressing these disparities should be a critical focus for equitable cycling promotion.

边缘化群体骑自行车往往面临不成比例的环境障碍，这可能导致安全和健康方面的社会人口差异。对这些障碍的研究通常依赖于对基础设施可及性的客观衡量，这是有用的，但可能无法捕捉到基础设施质量和交通安全等重要因素。为了解决这一差距，我从2017年全国家庭旅行调查中选出了一个具有全国代表性的美国成年人样本（n = 222,344），通过公平的视角提出了三个研究问题：(1)谁骑自行车？(2)哪种类型的骑自行车的人报告环境障碍？(3)这些障碍是否抑制了骑车的潜在健康益处？使用Heckman选择和多项逻辑回归模型，我发现边缘化群体（即有色人种和社会经济地位低的人）不太可能骑自行车，而且更有可能在骑自行车时面临与基础设施和安全相关的障碍。我还发现，骑车和自我报告的健康状况之间的联系虽然总体上是积极的，但在报告环境障碍的骑车者中，这种联系较弱。这些结果表明，在美国，人们对骑行障碍的认知存在社会人口差异，解决这些差异应该是公平推广骑行的关键焦点。

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引用次数: 0

How e-scooter riders navigate road safety hazards –Understanding the perceptions and strategies of regular riders 电动摩托车骑手如何应对道路安全隐患 - 了解普通骑手的看法和策略

Journal of Cycling and Micromobility Research

Pub Date : 2025-04-10 DOI: 10.1016/j.jcmr.2025.100065

Juliane Anke, Madlen Ringhand, David Schackmann, Tibor Petzoldt

The popularity of e-scooter riding and the massive climb of related crashes has brought up new challenges for road safety, contradicting the potential benefits of more sustainable transport. While the current literature already draws a picture of e-scooter-related road safety issues, the underlying perceptions and motives of the riders have been hardly considered. An online survey and focus group interviews with regular e-scooter riders (owners of private e-scooters, frequent users of rental vehicles) were set out to obtain insights into the perceptions of hazards and safety-critical events, as well as immediate reactions and long-term protective strategies thereof. Results show that road safety campaigning should consider infrastructure hazards and hazards related to interactions with other road users. Furthermore, the results reveal an overlap regarding road safety problems between e-scooter riding and cycling, implying a potential for joint efforts. Individual behavioral strategies that the riders reported, like immediate reactions and long-term protective strategies, present input for education and training. Moreover, courses of action for traffic planning or maintenance, vehicle manufacturers, and driver education were identified, raising awareness of road infrastructure deficiencies, needed improvements in vehicle design, and the promotion of being considerate of each other in traffic. The findings highlight the benefits of drawing on the road users themselves to get a more complete picture and understanding of the underlying motives to enhance the safety of e-scooter riding.

电动摩托车的普及和相关交通事故的大幅攀升给道路安全带来了新的挑战，这与更可持续的交通方式可能带来的益处相矛盾。尽管现有文献已经描绘了与电动摩托车相关的道路安全问题，但几乎没有考虑到骑行者的基本看法和动机。我们对经常骑电动摩托车的人（私人电动摩托车车主、租赁车辆的经常使用者）进行了在线调查和焦点小组访谈，以深入了解他们对危险和安全关键事件的看法，以及对这些问题的即时反应和长期保护策略。结果表明，道路安全宣传活动应考虑基础设施危险以及与其他道路使用者互动相关的危险。此外，研究结果还揭示了骑电动摩托车和骑自行车之间在道路安全问题上的重叠，这意味着双方有可能共同努力。骑行者报告的个人行为策略，如即时反应和长期保护策略，为教育和培训提供了参考。此外，还确定了交通规划或维护、车辆制造商和驾驶员教育的行动方针，提高了对道路基础设施缺陷、车辆设计所需改进以及促进交通中相互体谅的认识。研究结果凸显了从道路使用者自身出发，更全面地了解和理解提高电动摩托车骑行安全的潜在动机的益处。

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引用次数: 0

Estimating bicycle route choice model in value-of-time space, a case study for Gothenburg 基于时间空间价值的自行车路径选择模型估计——以哥德堡市为例

Journal of Cycling and Micromobility Research

Pub Date : 2025-03-27 DOI: 10.1016/j.jcmr.2025.100064

Chengxi Liu , Fredrik Johansson , Ida Kristoffersson , Clas Rydergren

Previous studies that have estimated bicycle route choice models have focused on the preference valuations in the Value-of-distance space (VoD), i.e., the valuation of a potential investment in infrastructure relative to the reference infrastructure is measured in the unit of travel distance. That is to say, one meter of cycling on separated bike path is equivalent to x meters of cycling in mixed traffic (reference). This paper presents an effort to estimate a bicycle route choice model in Greater Gothenburg area where the utility is specified in the Value-of-Time space (VoT), which assumes that cyclists primarily aim to minimize travel time rather than distance per se. Estimation in VoT space also allows for the use of model estimation results in Cost-benefit analysis (CBA) given that most benefits in CBA are measured in terms of travel time savings. To achieve this, travel time, desired speed and delays at intersections are estimated from GPS data. A Path-size Logit model is developed where a utility function for each alternative (route) is formulated using travel time rather than distance. Desired speed and delay at intersections are estimated at trip level and intersection level. The estimated preference weights in the VoT space are compared with the estimates in the VoD space using the same data and from the literature. Results suggest that valuation of separated bike path in VoT space is comparable to VoD space using the same dataset but lower than the ones in VoD space in literature. The valuation of very steep slope (>5 %) in VoT space is substantially lower. Commuting cyclists slightly more prefer separated bike path and have a substantially stronger preference for avoiding signalized intersections than non-commuting trips.

以往估算自行车路线选择模型的研究主要集中在距离价值空间（Value-of-distance space, VoD）中的偏好估值，即以旅行距离为单位衡量基础设施相对于参考基础设施的潜在投资估值。也就是说，在分开的自行车道上骑行1米，相当于在混合交通中骑行x米（参考文献）。本文提出了一种估算大哥德堡地区自行车路线选择模型的努力，该模型的效用是在时间空间价值（VoT）中指定的，该模型假设骑自行车者的主要目标是最小化旅行时间而不是距离本身。VoT空间中的估计还允许在成本效益分析（CBA）中使用模型估计结果，因为CBA中的大多数效益是根据节省的旅行时间来衡量的。为了实现这一目标，从GPS数据中估计旅行时间、期望速度和十字路口的延误。开发了路径大小Logit模型，其中每个备选（路线）的效用函数使用旅行时间而不是距离来制定。期望的速度和延迟在交叉口估计在旅行水平和交叉口水平。将VoT空间中估计的偏好权重与使用相同数据和来自文献的VoD空间中的估计进行比较。结果表明，在相同数据集下，VoT空间中分离自行车道的估值与VoD空间相当，但低于文献中VoD空间的估值。非常陡斜率（>5 %）在VoT空间中的估值要低得多。通勤骑自行车的人比非通勤骑自行车的人更喜欢独立的自行车道，并且更倾向于避开有信号的十字路口。

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引用次数: 0