This study explores which factors influence bicycle sharing systems acceptance as a new transportation technology by identifying and describing their relationships to intention and usage behaviour. Using the latest version of technology acceptance models (UTAUT2), this study examines the effect of Performance Expectancy, Effort Expectancy, Facilitating Conditions, Social Influence, Price Value and Perceived Safety on acceptance and usage of a newly introduced bicycle sharing system in Mashhad (MBSS), Iran. The mediating effect of intention to use MBSS on the relationship between these constructs and use behaviour was examined. A total of 600 questionnaires were distributed at 128 MBSS stations of which 271 users responded. The result of a regression analysis indicated that intention to use MBSS was predicted by all the studied constructs except for Price Value, while a path analysis showed that through the Behavioural Intention, Facilitating Conditions was the only significant construct to influence Use Behaviour. Findings did not support age, income, education, and experience as moderating the relationships between the constructs and Behavioural Intention. This study recommends tracking the barriers of acceptance of bicycle sharing system by those population groups who do not use the system or use it less than the others. Moreover, findings of this study suggest improvements to Facilitating Conditions such as integration of public transport and MBSS, relocation of the stations to improve their (equity of) accessibility and, introducing motivational promotion campaigns, improving cycling social status, and improved customer service of staff may make MBSS more interesting for citizens.

The aim of this study is to investigate the factors affecting the acceptability of a bicycle sharing system (BSS) in Mashhad, which is the first BSS to be introduced in Iran. Given the low usage rated of the BSS, we distributed a survey in all stations. 134 users answered the questionnaire. We clustered the potentially relevant factors in five dimensions: Socio-cultural, Economic, Infrastructure, System function and Environmental. We eliminated the Environmental dimension because of invalid loading factors. Next, we evaluated the importance and significance of these factors and the four remaining dimensions for the acceptance of BSS in Mashhad. Furthermore, MANOVA was used to evaluate the relationship between the demographic characteristics and dimensions. The findings indicate that the system is mainly used by young people, students, people with a low-income and those without a vehicle. The results of the evaluations show that all four dimensions are effective, the impact of the Economic dimension being less important than the three other dimensions. The most important factors are the authorities' use of the system and driving behavior (Socio-cultural dimension), easy use and registration, and proper and timely maintenance (System function) and the availability of bike lanes and suitable bike equipment (Infrastructure). This study is the first attempt to investigate different factors and dimensions important for BSS acceptability in Iran. It can be said that the factors affecting the acceptability of BSS is different in different contexts. Nevertheless, we expect our results to be useful for the design and implementation of BSSs in other cities in Iran, and likely also in other developing countries. applies to sustainable urban mobility (Berloco and Colonna, 2012;Ahmad and de Oliveira, 2016). In addition to public transportation urban cycling can play an important role in sustainable mobility, partly

Research studies on mode shift toward sustainable transport, particularly cycling, have become more common in the last decade. Despite some success in increasing cycling usage, there exist many barriers, both environmental and societal. This study provides a review of the key equity findings to date in cycling usage and identifies knowledge gaps. Barriers to cycling from an equity perspective are examined from three perspectives: policy and planning, infrastructure and cycling facilities, and population groups. The review includes both peer-reviewed and grey papers. Using a systematic review process, out of 73 documents, 33 which met the scope of the study were carefully examined. The review showed that accessibility is the most common measure for bicycling equity. A key knowledge gap is the lack of robust measures to determine inequities in cycling and evaluate the distribution of benefits across population groups. This is attributed to the lack of measures to effectively evaluate a program or policy from an equity perspective. Consequently, this review emphasizes the need to develop and evaluate equity measures for effective policymaking, to ensure that the needs of different population groups are met. The paper concludes with recommendations for future research, given the identified knowledge gaps.

Ensuring equity is considered in all types of decision making, including with respect to cycling provision, is important. Studies have investigated equity in relation to provision of cycling infrastructure and facilities. However, identifying other factors that need consideration in cycling equity is important. This study explored the impact of cycling infrastructure provision on individual perceptions of cycling infrastructure in relation to sociodemographic characteristics in Auckland, New Zealand. The results indicated that bicycle lane availability did not significantly influence perceptions of cycling infrastructure; however, ethnicity and whether a person was a regular cyclist did. Among noncyclists and potential cyclists, ethnicity was the only factor found to significantly influence perceptions of cycling infrastructure. Māori, the indigenous people of New Zealand, and Pacific Islanders rated the provision of cycling infrastructure higher than others for the same level of bicycle infrastructure in their community. Whereas Māori had the highest percentage of potential cyclists among all ethnicities, Pacific Islanders had the highest percentage of noncyclists (64.9%), the lowest percentage of potential cyclists, and one of the lowest percentages of regular cyclists. The study showed that cycling provision perceptions were more affected by factors like ethnicity, education, and bicycle user type than objective measures of bicycle infrastructure. Following the capabilities approach of justice, this study suggests that equitable provision of cycling infrastructure may not lead to an equitable cycling environment. To achieve this, interpersonal and intrapersonal indicators such as ethnicity and community-related factors must also be considered to encourage and empower all population groups to cycle.