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An Analysis of Bicyclists and Bicycling Characteristics: Who, Why, and How Much are they Bicycling?
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... Bicycle commuting is thought to be an effective solution to transport-related problems because it has a very small carbon footprint since it does not consume fuel and it takes up very little road space due to its size (Blondel et al. 2011). Benefits of bicycle commuting such as improved mobility, reduction in the volume of vehicles on the streets, lesser carbon emissions, and healthier lifestyles have been documented in areas where both cycling infrastructure and policies have been successful (Sener et al. 2009;Pelzer 2010; CAI-Asia 2010; Lafaye 2011). ...
... Increasing concerns over vehicle congestion and pollution in urban areas have led to the promotion of the use of bicycles for utilitarian purposes. It could help reduce traffic congestion, address lack of urban parking, and decrease air pollution and energy consumption (Hanson and Young 2008;Sener et al. 2009). Successful bicycle commuting programs can be found throughout European nations, while North America, Australia, and the United Kingdom have made significant efforts in the same field, incorporating in their implementations the lessons learned in Europe (Lafaye 2011). ...
A vast amount of literature discusses the physical attributes of a built environment for the purposes of creating lively and inclusive public spaces for the sake of its temporary appropriation by citizens. Here, the term temporary appropriation is defined as the act in which people use public spaces to carry out individual or collective activities other than the purpose for which the space was originally designed. The paper reviews relevant literature and analyses urban design elements of the streetscape that are related to the temporary appropriation. This paper identifies elements supporting temporary appropriation in the context of Mexico City Centre. The main aim of the study is to explore this relationship by assessing the softness of the streetscape and the diversity index of temporary appropriation in Mexico City Centre. The analysis and the study of the selected area may provide insight and contribute to a better understanding of this relationship within heritage city centres in Latin American cities.
... Alguns ciclistas não fazem restrições ao compartilhamento das vias com veículos motorizados, desde que não haja circulação de veículos pesados (ônibus e caminhões), pois estes aumentam a sensação de insegurança (AULTMAN-HALL, 1996;SENER, et al., 2009;WINTERS et al., 2010;SEGADILHA, 2014). ...
... A existência de infraestrutura (ciclovias ou ciclofaixas) contínua para ciclistas é um aspecto determinante na escolha da rota (SENER, et al., 2009) ...
Resumo: Este artigo apresenta os resultados de uma pesquisa que teve como objetivo identificar quais os principais atributos que devem ser considerados para o projeto de uma rede cicloviária considerando a opinião de ciclistas e de especialistas. Com base em uma revisão da literatura foram selecionados 20 atributos que são considerados os mais importantes para a escolha da rota pelos ciclistas. Os fatores foram avaliados através de um questionário estruturado com base em escalas de diferencial semântico. Para avaliar a consistência da opinião de cada um dos grupos avaliados utilizou-se o Coeficiente de Correlação Interclasse e para avaliar a concordância entre os grupos estudados aplicou-se o teste kappa de Cohen. Verificou-se que consistência de opinião entre os ciclistas foi excelente, já entre os especialistas foi fraca. O kappa apresentou concordância “boa” para 16 dos 20 fatores analisados, indicando que os dois grupos compartilham as mesmas expectativas na maioria dos fatores.
Abstract: This article presents the results of research that aimed to identify which are the main attributes that should be considered for the design of a bicycle network considering the opinion of cyclists and specialists. Based on a literature review, 20 attributes were selected, which are considered the most important for the choice of route by cyclists. The factors were assessed using a structured questionnaire based on semantic differential scales. To assess the consistency of the opinion of each of the groups evaluated, the Interclass Correlation Coefficient was used, and to assess the agreement between the groups studied, the Cohen's kappa test was applied. It was found that the consistency of opinion among cyclists was excellent, whereas among specialists it was weak. The kappa showed "good" agreement for 16 of the 20 factors analyzed, indicating that the two groups share the same expectations in most factors.
... 'Improved' should be understood as a combination of factors, including separation from other types of traffic, improved surface, prioritization in intersections and/or widening of the lanes. Studies on bicycle route choice also find that, in addition to factors such as length and travel time, route choice is affected by the presence of bicycle infrastructure (Stinson and Bhat, 2003;Hunt and Abraham, 2007;Sener et al., 2009;Zimmermann et al., 2017;Standen et al., 2017). In particular, Standen et al. (2017) finds that the effect differs across trip purposes. ...
... Looking at research into cycling infrastructure, field studies have consistently found that cyclists rate coloured cycle lanes as safer than uncoloured ones (Hunter et al., 2000;Jensen, 2006;Bjørnskau et al., 2016). As many view cycling as dangerous (e.g., Sener et al., 2009) and perceived risk of injury is an important barrier to cycling (e.g., Manaugh et al., 2017;Iwiñska et al., 2018), increases in perceived safety might lead to increased cycling, which is an important policy goal in Norway (The Norwegian Public Roads Administration [NPRA], 2012). ...
Cities and road authorities in many countries have started colouring their cycle lanes. Some road authorities choose red, some blue, and some green. The reasoning behind this choice is not clear, and it is uncertain whether some colours are superior to others. The current study aims to examine whether coloured cycle lanes are viewed more positively than uncoloured lanes, and whether one of the typically chosen colours is perceived as safer and more inviting to cyclists or more deterring to motorists. Participants were invited to respond to a web survey. Respondents (N = 560) were from the four largest cities in Norway, both genders (42.1% women), and of a wide age range (79.6% between 30 and 70). Depending on cycling frequency, respondents were categorised as either motorist (n = 354) or cyclist (n = 206). All respondents rated different cycle lanes (uncoloured, blue, green, and red) on different attributes. The uncoloured lane was consistently rated least positively, with the lowest scores on visibility, perceived safety for both motorists and cyclist and how inviting it seemed to cycle in the lane. It was also estimated to be the lane that would experience the greatest degree of violation from motorists, in terms of driving or stopping in the cycle lane. The green and red lanes were consistently rated more positively than the blue lane, but whether green or red was preferred depended on whether the respondent had lived a place with coloured cycle lanes. People familiar with coloured cycle lanes, which in Norway are red, rated the red lane more positively than the green lane, while the opposite was true for people who were not used to coloured cycle lanes. The difference in ratings between different colours were similar to, or greater than, the difference from uncoloured to coloured, which implies that it not only matters that a lane is coloured, but also which colour it has.
... Os fatores relacionados como mais importantes na influência do comportamento ao determinar o percurso são o tempo de viagem e a distância percorrida (SENER et al., 2009;MENGHINI et al., 2010;BEHESHYTABAR, 2014;SONG, 2016). Há uma relação entre esses itens, já que, indiretamente, a distância a ser percorrida influi no tempo de deslocamento. ...
... Previously, many studies have developed mode choice models to evaluate the effect of contributing factors and estimate the demands of trip modes. [1][2][3][4][5][6][7][8] In most of these studies, the mode choices were analyzed for particular purpose of trips such as commuting trips or recreational trips. Some other studies focused on all trip purposes without distinguishing commuting and non-commuting trips. ...
The main purpose of this article is to compare the mode choice decisions between commuting and non-commuting trip chains and evaluate the uncertainties in the mode choice process. According to household survey data from a medium-sized city in China, the whole day of travel is divided into several types of travel chains. We used the multinomial logit model to estimate the impacts of factors on the choices of trip modes, which included walk, bike, public transit, and car. The entropy theory was introduced to evaluate the uncertainty of each traveler’s mode choice decision. The results indicate that there are great differences in mode choice between commuting and non-commuting trip chains. It is found that the causes and effects of different chains are different. The results help to understand the decision-making process of mode.
... Ce lien avec le niveau de scolarité et le revenu peut refléter le fait de demeurer dans des quartiers où l'on trouve des voies cyclables, des mesures de modération de la circulation et de faibles niveaux de criminalité perçus, ainsi que des milieux de travail dotés d'installations (p. ex., supports à vélos) et de politiques qui facilitent les déplacements actifs entre la maison et le travail [21][22][23] . ...
L’étude fournit un aperçu de la situation relativement à la pratique de la bicyclette, notamment en ce qui a trait aux décès et au port du casque, à partir des
données tirées de l’Enquête nationale sur la santé de la population de 1994-1995, de l’Enquête sur la santé dans les collectivités canadiennes de 2013-2014
et de la Base de données sur les décès de la Statistique de l’état civil. En 2013-2014, environ 7,0 millions de Canadiens âgés de 12 ans et plus (24 %) ont
déclaré avoir fait de la bicyclette au cours des trois mois précédant l’enquête, par rapport à 6,5 millions de Canadiens (29 %) en 1994-1995. Le taux de
prévalence de l’utilisation de la bicyclette diminuait avec l’âge et était plus élevé chez les hommes et chez les personnes vivant dans les ménages ayant un
revenu et un niveau de scolarité élevés. De 1994 à 2012, 1 408 cyclistes ont été tués, ce qui représente une moyenne annuelle de 74 personnes. La plupart
des victimes étaient des hommes (84 %). En 2013-2014, 45 % des personnes ayant fait du vélo au cours des trois mois précédents ont déclaré toujours porter
un casque.
El ciclismo como modo de transporte urbano es cada vez más importante para alcanzar un desarrollo sostenible. Es común el estudio de características de ruta que influyen en la decisión de pedalear. Sin embargo, no lo es el uso de variables configuracionales, pese a su utilidad. Este trabajo explora un enfoque metodológico más integrado considerando tanto variables clásicas de ruta ciclista, como variables apoyadas en la forma urbana. Para ello (i) se realizó un cuestionario; (ii) se mapearon las rutas según preferencias de los usuarios; (iii) se estudió la asociación entre uso frecuente de bicicleta y variables de ruta. El caso de estudio se centra en la comunidad universitaria de una ciudad intermedia española. Los resultados mostraron la relevancia de variables configuracionales para estimar probabilidades de ciclismo, incluso por delante de otras más comunes. Además, se discutieron políticas de planificación urbana para fomentar este medio de transporte.
This paper explores how bicycle commuting can be improved as a mode of transportation for work trips in Metro Manila through the provision of bicycle commuting facilities. Bicycle commuting can address transport-related problems brought about by the dependence on motorized transport. One of its direct benefits is that it allows for faster travel times for distances considered as bikeable. However, there are several deterrents to bicycle commuting—primary of which is the lack of proper bicycle lanes. Despite this, it can be observed that there are people that continue to commute via bicycles. This can be seen as an opportunity to provide other types of bicycle commuting facilities that address other deterrents such as the inconvenience brought about by the humid climate, and concerns on security due to the lack of bicycle parking at destination points.
The study was conducted in the Sylhet City of Bangladesh. The purpose of the study is to explore the motivational factors behind bicycling habit in Sylhet. Analysis of secondary data and a focus group session with pioneer cyclists contributed in obtaining variables for the study. A sample of 100 respondents of Sylhet participated in this study. Judgemental sampling technique has been used to obtain data from self-administered structured questionnaire. Statistical analyses used in the survey are Exploratory Factor Analysis to identify factors and Frequencies for analysing demographic variables. The result of the study explains four factors. Findings show that the favorable factors towards cycling are Factor 1, Health and Factor 2, Convenience. Factor 3, Weather and Factor 4 Security are deterrent factors in cycling.The research findings provide wider scope for urban planning and catering of promotional strategies by bicycle marketers. In an overly populated country like Bangladesh, bicycling can give us a congestion free road and the plociy makers can grab this opportunity to make a better strategy for urban planning. JEL Classification Code: M31
Automobile dependency consists of high levels of per capita automobile travel, automobile oriented land use patterns and limited transport alternatives. Automobile dependency has many impacts on consumers, society and the economy. It increases mobility and convenience to motorists. It increases consumers' transportation costs and resource consumption, requires significant financial and land resources for roads and parking facilities, and it increases traffic congestion, roadway risk and environmental impacts. It reduces the viability of other travel modes and leads to more dispersed land use and mobility intensive economic patterns that require more vehicle travel for access. This paper examines macroeconomic impacts of automobile dependency (impacts on overall economic development, productivity, competitiveness and employment). Both economic theory and empirical evidence indicates that excessive automobile dependency reduces economic development. Several current market distortions result in automobile dependency beyond what is economically optimal. Policies that encourage more efficient transportation and land use patterns can provide economic benefits.
The importance of factors affecting commuter bicyclists' route choices was evaluated. Both route-level (e.g., travel time) and link-level (e.g., pavement quality) factors are examined. Empirical models are estimated using data from a stated preference survey conducted via the Internet. The models indicate that, for commuter bicyclists, travel time is the most important factor in choosing a route. Presence of a bicycle facility ( especially a bike lane or separate path), the level of automobile traffic, pavement or riding surface quality, and presence of a bicycle facility on a bridge are also very important determinants. Furthermore, there are policy implications of these results for bicycle facility planning.
The 2001 National Household Travel Survey (NHTS) confirms most of the same travel trends and variations among socioeconomic groups documented by its predecessors, the Nationwide Personal Transportation Surveys (NPTS) of 1969, 1977, 1983, 1990, and 1995. The private car continues to dominate urban travel among every segment of the American population, including the poor, minorities, and the elderly. By comparison, public transport accounts for less than 2% of all urban travel. Even the lowest-income households make only 5% of their trips by transit. The most important difference in the 2001 NHTS is the doubling in modal share of walk trips in cities, due to a much improved survey technique that captured previously unreported walks. While the private car dominates travel, there are important variations in auto ownership and travel behavior by income, race, ethnicity, sex, and age. Overall, the poor, racial and ethnic minorities, and the elderly have much lower mobility rates than the general population. Moreover, the poor, blacks, and Hispanics are far more likely to use transit than other groups. Indeed, minorities and low-income households account for 63% of the nation's transit riders. Different socioeconomic groups also have different rates of carpooling, taxi use, bicycling, and walking. In addition, they travel different distances and at different times of day. Many of these socioeconomic variations in travel behavior have important consequences for public policy.
The primary focus of this study by Sprinkle Consulting Engineers, Inc. is to develop a bicycle-quality, or level-of-service, model for applications in U.S. metropolitan areas. Although there are several model forms being used throughout the United States that attempt to quantify road suitability or the quality of service afforded bicyclists traveling the street and roadway networks of urbanized areas, to date there have been no statistically calibrated models published. The statistically calibrated level-of-service model described here is based on real-time perceptions from bicyclists traveling in actual urban traffic and roadway conditions. The study's participants represented a cross section of age, gender, experience level, and geographic origin of the population of cyclists that use the metropolitan road networks in the United States. The test course is representative of the collector and arterial street systems of North American urban areas. Although further hypothesis testing is being conducted and additional studies are planned to test the need tor disaggregate models for central business district streets with high turnover parking, truck routes, and two-lane high-speed rural high-ways the general bicycle level-of-service model reported here is highly reliable has a high correlation coefficient (R2 = 0.73), and is transferable to the vast majority of United States metropolitan areas. The study reveals that pavement-surface conditions and striping of bicycle lanes are important factors in the quality of service.
Conventional wisdom suggests that if bicycle pathways are provided, people will use them. This assertion is based on a combination of anecdotes, a few case studies, and mostly wishful thinking. Until now, there have been no cross-sectional studies of the association between bicycle pathway supply and commuting by bicycle that control for a variety of factors. Cross-sectional analysis, controlling for a variety of extraneous factors, can help to attribute differences in bicycle commuting to the overall supply of pathways. Cross-sectional data are applied here to 18 U.S. cities to help fill this gap in research. After considering such factors as weather, terrain, and number of college students, a positive association was found between miles of bicycle pathways per 100,000 residents and the percentage of commuters using bicycles. It is speculated that one problem with shifting the mode of commuting away from automobiles may simply be an inadequate supply of bicycle facilities. Although this work is the first of its kind, more systematic research is needed to confirm its findings.
Some surveys indicate that providing bicycle lanes and paths may encourage more people to commute by bicycle. The presence of a striped lane or separated path can increase a cyclist's perception of safety. With growing concerns over traffic congestion and vehicle pollution, public policy makers are increasingly promoting bicycling as an alternative for commuting and other utilitarian trip purposes. State and local spending on bicycle facilities has increased significantly over the past decade. Previous studies have linked higher levels of bicycle commuting to various demographic and geographic variables. At least one analysis showed that cities with higher levels of bicycle infrastructure (lanes and paths) witnessed higher levels of bicycle commuting. Research was conducted that affirms that finding by analyzing data from 43 large cities across the United States. This cross-sectional analysis improves on previous research by including a larger sample of cities, not including predominantly college towns, and using consistent data from the Bureau of the Census 2000 Supplemental Survey. Although the analysis has limitations, it does support the assertion that new bicycle lanes in large cities will be used by commuters.
The relationship between the demographic attributes and spatial clus- tering of individuals making a weekday bicycle journey-to-work com- mute and their commuting travel time is explored. The study uses data from a 1993 bicycle-intercept survey distributed in Seattle, Washington, in which individual bicycle-travel behavior characteristics were col- lected. The data include socioeconomic information, such as age, gen- der and income. The results indicate that these three factors may play unexpected roles in the length of bicycle commuting travel times for the journey-to-work trips. This study also suggests that separated bicycle paths play an integral part in the overall bicycle transportation network. Statistical analysis also indicated that cyclists traveling primarily on separated paths tend to make significantly longer trips. In 1991 Congress passed the Intermodal Surface Transportation Effi- ciency Act (ISTEA) mandating the implementation of multimodal transportation planning, which included assessment and integration of nonmotorized forms of transportation. The act represented the first major federal legislation to promote and encourage bicycling in the United States. Although the implementation of ISTEA has dramati- cally enhanced bicycle-funding opportunities and facilitated recog- nition of the bicycle as an integral part of the modern American transportation system (1), there remains an urgent need to better understand how to integrate and estimate bicycle travel in bicycle travel-demand models.
Through a survey of expert cyclists, the relationship between the actual routes cyclists traveled and existing street conditions was documented, and bicycle commuters of the Phoenix metropolitan area were profiled. Data were collected on individual commuting routes between home and work. Additional data collected include age and gender characteristics. Frequency analysis in a geographic information system compared the number of common street segments among actual and alternative routes to determine cyclists' use of existing street facilities. Findings are reported for actual routes compared with shortest distance, shortest time, and safest route alternatives on street facilities between the same origin and destination. Spatial analysis identified local gaps in arterial street bicycle facilities at municipal boundaries. These findings include evidence that cyclists adjust their routes to use current street bicycle facilities, and suggest that policy makers should concentrate on linking bicycle facilities across jurisdictions.