Influence of the built environment on E-scooter sharing ridership: A tale of five cities

OBJECTIVE

Interest is growing in promoting utility cycling (i.e., for transport) as a means of incorporating daily physical activity (PA) into people’s lives, but little is known about correlates of utility cycling. Our primary aim was to examine cross-sectional relationships between socio-economic characteristics, neighborhood environment perceptions and psychological disposition with utility cycling (with or without additional recreational cycling). A secondary aim was to compare these relationships with those for recreation-only cycling. 

METHOD

Baseline survey data (2007) from 10,233 participants in HABITAT, a multilevel longitudinal study of PA, sedentary behavior, and health in Brisbane adults aged 40-65 years, were analysed using multinomial regression modelling. 

RESULTS

Greater income, habitual PA, and positive beliefs about PA were associated with utility and recreation-only cycling (p<0.05). Always having vehicle access and not in the labor force were associated with recreation-only cycling (p<0.05). Some or no vehicle access, part-time employment, and perceived environmental factors (little crime, few cul-de-sacs, nearby transport and recreational destinations) were associated with utility cycling (p<0.05).

CONCLUSION

Our findings suggest differences in associations between socio-economic, neighborhood perceptions and psychological factors and utility and recreation-only cycling in Brisbane residents aged 40-65 years. Tailored approaches appear to be required to promote utility and recreational cycling.

Cycling for transport and recreation : associations with socio-economic position, environmental perceptions, and psychological disposition

The Sustainable Urban Mobility Plan (SUMP) has been identified as the privileged tool for addressing economic, social, and environmental issues in transport policy at the urban scale from a long-term strategic perspective. Indeed, urban policymakers intend adopting measures to cope with the negative externalities generated by transport. The focus is on reducing traffic flows (number and length) of motorized-trips and minimize their related impact. Among these measures, together with electric vehicles promotion, active travel (AT) – including walking and cycling – represents an interesting strategy. This is especially true as local public transport (LPT) is progressively less attractive, also due to overcrowding and lower service quality, since the outbreak of Covid-19 pandemic. AT, moreover, creates the preconditions for a healthier life. Within this context, it is interesting to investigate to what extent SUMPs promote AT as a solution for achieving sustainable mobility (SM) at the urban scale. The paper analyses, by looking at SUMPs adopted in major Italian cities, the AT measures undertaken. The Italian case is of particular interest since its motorization rate is second only to Luxembourg in the whole European Union. Specifically, the paper exploits a multiple case-study comparative approach allowing to identify the correlation between main SUMP characteristics and AT-related initiatives. The main findings of the paper show that infrastructural AT projects play the lion role thus casting a shadow on the likely effectiveness of AT promotion. In fact, a comprehensive package approach (e.g. citizens engagement, land-use planning, gamification, data collection, etc.) for AT promotion is still lacking.

Active Travel in Sustainable Urban Mobility Plans. An Italian overview

In Oregon, as in other areas of the United States, a greater percentage of men than women bicycle. This study illuminates the gender gap in bicycling by exploring differences in bicycling between women and men in Oregon. A one-day statewide travel survey of more than 30,000 adults was examined. Comparisons between individual, household, and trip and activity characteristics for people grouped by gender (women versus men) and bicycling (made a bicycle trip or normally commuted by bicycle versus did not bicycle) were assessed using chi-square tests of independence. Many significant differences were found. In particular, women who lived alone, were not working, had no high school degree or driver’s license, and lived in low-income households or zero-vehicle households were less likely to bicycle than other women. Men with similar characteristics did not exhibit the same trends; sometimes they were even more likely to bicycle. These findings are consistent with a perspective that women who bicycle are more li...

Cycling by Choice or Necessity? Exploring the Gender Gap in Bicycling in Oregon

Although cycling has benefits to environment and physical health, bicyclists are vulnerable road users. Prior studies have identified the environment, traffic and road user factors that affect the risk of bicycle-related crashes. However, it is rare that difference in their effects on the risk amongst different bicycle crash types is investigated. For instance, there is possible correlation between counts of different crash types. In this study, multivariate Poisson-lognormal regression method is applied to examine the relationship between bicycle crash frequencies and possible explanatory factors, with which the correlation between bicycle-vehicle and bicycle-bicycle crashes is considered, using the crash data from London in 2018 and 2019. In addition, effects of road network characteristics on bicycle crash frequencies are also considered. Results indicate that proposed multivariate Poisson-lognormal model outperforms conventional univariate Poisson-lognormal models, in term of the metrics like deviance information criterion (DIC). In addition, factors including population socio-economics, land use, and road network characteristics that affect bicycle crash risk are identified. For instance, effects of traffic flow, residential area, network connectivity, and intersection density on the crash counts are different between bicycle-vehicle and bicycle-bicycle crashes. Findings are useful for the implementation of remedial measures that can improve overall bicycle safety in the long run. 

Effects of road network characteristics on bicycle safety: A multivariate Poisson-lognormal model

In this paper, we develop comparable multilevel logistic models predicting whether a sample of 5.7 million workers commute by bicycle in the hundred largest urban areas in the US and Mexico. In both contexts, men in relatively poor households without motor vehicles are likeliest to cycle. The similarities in cycling commuters generally stop with these commonalities, however. The archetypal US bike commuter is a recent college graduate, lives by himself in a centrally located apartment in a moderate-to- high density city, like Portland, OR, and works in a relatively low-paying service sector job, perhaps at a restaurant or a not-for-profit. The archetypal Mexican bike commuter, by contrast, is in his mid-forties, has only a few years of formal education, lives with a large family in a house in the suburbs of either a small city or a dense metropolitan area, and commutes to a relatively low-paying agriculture, construction, or manufacturing job. Local context matters and the most effective public policies to promote urban cycling will almost certainly vary across national borders. For example, our analysis suggests that suburban cycling investments will likely do a lot more to support Mexican cyclists than US ones. Last, we conclude that there is a need for studies that include comparable measures of cycling infrastructure, local built environments, and non-work trips across national contexts.

Who cycles to work and where? A comparative multilevel analysis of urban commuters in the US and Mexico

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Who cycles to work and where? A comparative multilevel analysis of urban commuters in the US and Mexico