Journal of Cycling and Micromobility Research最新文献

As many cities aim to increase cycling ridership, they turn to research for evidence on the effectiveness of building cycling infrastructure. Our study team of researchers and practitioners designed a natural experiment study to assess the impacts of cycling infrastructure on two outcomes: self-reported cycling activity and perceived safety. The intervention was a 33 kilometre ‘all ages and abilities’ (AAA) network in Victoria, British Columbia, Canada. We included Kelowna, British Columbia and Halifax, Nova Scotia as control cites. In 2016, 2019, and 2021, we conducted population surveys on transportation behaviours with ∼1000 respondents per wave, per city, using age and gender quotas. We measured exposure as the distance from each respondent’s postal code to the nearest AAA infrastructure. We completed a triple-difference analysis to estimate the effect of living closer to AAA infrastructure (≤ 500 m) on cycling activity and perceived safety over time. Across study cities, cycling increased marginally during the study period, although there was no statistical difference in the change over time between respondents living closer and farther from AAA infrastructure. Perceived safety increased over time in Victoria, but for people living > 500 m from AAA infrastructure (Odds Ratio: 1.59, 95% Confidence Interval: 1.01 – 2.50). Sensitivity analysis revealed a greater magnitude increase in perceived safety for women (Odds Ratio 2.08, 95% Confidence Interval: 1.07 – 4.04). The study results were influenced by a delay in the implementation of the AAA network in Victoria, substantial infrastructure investment in the control cities, and the COVID-19 pandemic. These unanticipated events likely affected cycling activity and the ability to assess impacts of cycling infrastructure interventions in this natural experiment study.

Users’ access distance to shared micromobility services is an important component of travel patterns, a determinant of travel choices, and input to determining service catchment areas. Users’ willingness to walk to shared micromobility vehicles is increasingly relevant as policymakers regulate shared free-floating e-scooters to designated parking zones. This paper proposes a novel approach to analyze access distances of e-scooters users based on e-scooter app use and trip data for Stockholm, Sweden. Euclidean access and map-based walking distances are derived from the distances between the location where the users opens the app to search for an e-scooter and the trip’s origin. Variations in access and walking distances are analyzed based on time of day, day of week, proximity to public transportation, and geographical distribution. Users walk on average 185 m and have an active walking time of 2.3 min with a median value of 95 m and 2.1 min. Shorter walking distances are observed for trips during the morning and lunch hours compared to the afternoon and at night. Furthermore, users walk slightly longer during the weekend compared to weekdays. Access distances are shortest within a 0–100 m radius to the nearest public transportation station. The suggested catchment area radius for shared e-scooters ranges from 128 m to 203 m, based on the 75th percentile of access distances. A policy implication is the importance of planning parking zones for e-scooters very close to public transportation to encourage multimodal trips.

The Indian central government has been trying to promote the use of bicycles in the Indian cities acknowledging its potential as a sustainable mode of transport. At the urban administrative level, however, there seems to be skepticism in accepting bicycle infrastructure development as an objective to be invested in. To overcome this, the urban local bodies need to be informed of the perceived social benefits of bicycle infrastructure as a rationale for investing in it. This study identifies the commuters’ idea of favourable cycling conditions through a discrete choice experiment conducted in Patna. Different sets of choice alternatives based on different levels of the six identified factors are presented to the commuters using a Stated Preference survey, and their choice data is collected. Using the Multinomial Logit Model, the coefficients and the willingness-to-pay (WTP) values for different levels of factors are determined. The WTP values depict the quantified perceived social benefit of bicycle-infrastructure development in Patna. Findings from the present study show that a reduction in Trip Length has the highest WTP, followed by better route visibility, segregation from motorized vehicles, improvement in road surface quality, and integration with Public Transport.

The integration of private and shared micromobility with existing public transport services is often presented as a valuable step to improve urban mobility systems. In this study, the combination of micromobility and active modes with public transport was examined through a survey that included a stated preference experiment. Normal error component mixed logit models were estimated to determine how commuters in County Dublin, Ireland, travel on the first- and last-mile of public transport trips. The survey results shed light on the influence of user characteristics and mobility patterns on mode choice for multimodal public transport trips including private and shared micromobility, allowing to analyse trade-offs between the different micromobility modes and active modes. The mixed logit model analysis shows that young (<35 years old) and male respondents present a strong preference for micromobility, while older and female respondents prefer walking. Overall, walking is preferred by most respondents both for the first- and the last-mile, even if the other options provide significant travel time reductions. The importance of secure parking availability at stations is also reflected in the results and shows that a seamless transition between the modes and an adequate provision of infrastructure are crucial to facilitate micromobility adoption. Age, gender, previous experience with micromobility, and interest in micromobility are found to be significant factors that influence mode choice. These results confirm a growing interest for micromobility in younger generations, while also showing that regulations and adequate infrastructure are needed to promote equitable access to these modes, with a particular focus on attracting users from more carbon-intensive modes such as private car and ride-hailing trips.