Pub Date : 2025-07-19DOI: 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.
{"title":"Cycling speed profiles from GPS data: Insights for conventional and electrified bicycles in Switzerland","authors":"Laurin F. Maurer, Adrian Meister, Kay W. Axhausen","doi":"10.1016/j.jcmr.2025.100077","DOIUrl":"10.1016/j.jcmr.2025.100077","url":null,"abstract":"<div><div>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.</div></div>","PeriodicalId":100771,"journal":{"name":"Journal of Cycling and Micromobility Research","volume":"5 ","pages":"Article 100077"},"PeriodicalIF":0.0,"publicationDate":"2025-07-19","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"144714590","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2025-07-17DOI: 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。
{"title":"The influence of neighbourhood walkability and bikeability on park visits using mobility data in Canada","authors":"Stephanie A. Prince , Nitharsana Manoharan , Gregory P. Butler , Sean Waites , Nauman Shakeel","doi":"10.1016/j.jcmr.2025.100079","DOIUrl":"10.1016/j.jcmr.2025.100079","url":null,"abstract":"<div><div>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.</div></div>","PeriodicalId":100771,"journal":{"name":"Journal of Cycling and Micromobility Research","volume":"5 ","pages":"Article 100079"},"PeriodicalIF":0.0,"publicationDate":"2025-07-17","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"144702529","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2025-07-08DOI: 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.
{"title":"Finding a place for the e-cargo bike: The parking and insurance practices of owners in Ireland","authors":"Robert Egan , Hannah Julienne , Brian Caulfield","doi":"10.1016/j.jcmr.2025.100078","DOIUrl":"10.1016/j.jcmr.2025.100078","url":null,"abstract":"<div><div>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 <em>find a place</em> 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: <em>standing out, official anchoring, improvised anchoring</em>, and <em>locking away</em>. In addition, we provide an analysis of <em>insurance measures</em> 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.</div></div>","PeriodicalId":100771,"journal":{"name":"Journal of Cycling and Micromobility Research","volume":"5 ","pages":"Article 100078"},"PeriodicalIF":0.0,"publicationDate":"2025-07-08","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"144596895","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2025-06-20DOI: 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.
{"title":"Unlocking multimodality: E-scooters as first/last mile connectors and multimodal hub exploration in Doha","authors":"Ioannis Tsouros , Amalia Polydoropoulou , Athena Tsirimpa , Ioannis Karakikes , Shahram Tahmasseby , Anas Mohammed , Wael Alhajyaseen","doi":"10.1016/j.jcmr.2025.100076","DOIUrl":"10.1016/j.jcmr.2025.100076","url":null,"abstract":"<div><div>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.</div></div>","PeriodicalId":100771,"journal":{"name":"Journal of Cycling and Micromobility Research","volume":"5 ","pages":"Article 100076"},"PeriodicalIF":0.0,"publicationDate":"2025-06-20","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"144366452","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2025-06-13DOI: 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.
{"title":"Helsinki’s cycling traffic trend in 2018–2024: Overall decline but growth in one cycling highway","authors":"Carlos Lamuela Orta","doi":"10.1016/j.jcmr.2025.100075","DOIUrl":"10.1016/j.jcmr.2025.100075","url":null,"abstract":"<div><div>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.</div></div>","PeriodicalId":100771,"journal":{"name":"Journal of Cycling and Micromobility Research","volume":"5 ","pages":"Article 100075"},"PeriodicalIF":0.0,"publicationDate":"2025-06-13","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"144308010","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2025-06-09DOI: 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.
{"title":"School bikeability index: A case study of primary schools in Stockholm","authors":"Ivana Paulusová, Fariya Sharmeen","doi":"10.1016/j.jcmr.2025.100074","DOIUrl":"10.1016/j.jcmr.2025.100074","url":null,"abstract":"<div><div>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.</div></div>","PeriodicalId":100771,"journal":{"name":"Journal of Cycling and Micromobility Research","volume":"5 ","pages":"Article 100074"},"PeriodicalIF":0.0,"publicationDate":"2025-06-09","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"144263467","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2025-06-07DOI: 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.
{"title":"The cars are going to be alright: Examining micromobility infrastructure space allocation and potential improvement scenarios in Montréal","authors":"Daniel Romm, José Arturo Jasso Chávez, Lexi Kinman, Pegah Salsabilian, Grant McKenzie, Kevin Manaugh","doi":"10.1016/j.jcmr.2025.100071","DOIUrl":"10.1016/j.jcmr.2025.100071","url":null,"abstract":"<div><div>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.</div></div>","PeriodicalId":100771,"journal":{"name":"Journal of Cycling and Micromobility Research","volume":"5 ","pages":"Article 100071"},"PeriodicalIF":0.0,"publicationDate":"2025-06-07","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"144263543","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2025-06-06DOI: 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.
{"title":"Assessing regression methods to estimate network-wide bicycle traffic volumes based on crowdsourced GPS and permanent counter data","authors":"Emely Richter , Joscha Raudszus , Sven Lißner","doi":"10.1016/j.jcmr.2025.100073","DOIUrl":"10.1016/j.jcmr.2025.100073","url":null,"abstract":"<div><div>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.</div></div>","PeriodicalId":100771,"journal":{"name":"Journal of Cycling and Micromobility Research","volume":"5 ","pages":"Article 100073"},"PeriodicalIF":0.0,"publicationDate":"2025-06-06","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"144271525","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2025-06-01DOI: 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.
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Pub Date : 2025-06-01DOI: 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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