Bicycle Commuting and Facilities in Major U.S. Cities: If You Build Them, Commuters Will Use Them

Dill, Jennifer; Carr, Theresa

doi:10.3141/1828-14

Cited by 512 publications

(354 citation statements)

References 7 publications

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“…While these results are consistent with other ecological studies (Dill et al, 2003, Buehler and Pucher, 2012, Krizek et al, 2009, their replication in a new geographical context adds to the generalisability of this phenomenon. This replication also suggests the relevance of our approach of using the local density of cycling infrastructure as a meaningful basis for assessing socioeconomic barriers to cycling participation.…”

Section: Implications Of the Study With Respect To Cycling Infrastrucsupporting

confidence: 80%

The link between socioeconomic position, access to cycling infrastructure and cycling participation rates: An ecological study in Melbourne, Australia

Pistoll

Goodman

2014

Journal of Transport & Health

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Objective: Promoting cycling has moved up the policy agenda in recent years, but debate still exists surrounding the role played by socioeconomic barriers to participation in low cycling countries. This ecological study aimed to examine whether there are systematic socioeconomic disparities in access to cycling infrastructure and investment in Melbourne, Australia. Methods:We used Geographic Information System (GIS) techniques to measure the density of on-road, off-road and informal cycling routes in 58 neighbourhoods of inner Melbourne. We examined whether small-area socioeconomic indicators were associated with the density of these three types of cycling infrastructure or with local government spending on cycling. We additionally examined how small-area socio-economic position and infrastructure density were associated with the prevalence of cycling to work in the 2011 census. Results:The density of on-and off-road cycling infrastructure was positively associated with cycle modal share (both p<0.0001), and there was no evidence that the strength of this association differed between the two infrastructure types. The density of informal routes was not associated with cycling to work. There was no evidence that small-area socioeconomic position was systematically associated with the presence of on-road or quiet roads cycling infrastructure or with levels of investment. Levels of off-road infrastructure were somewhat higher in richer areas (r=0.32, p=0.02), although much of this was located in parkland and may have a predominant recreational function. Conclusion:In Melbourne, cycling infrastructure is positively correlated with cycle prevalence and is generally distributed equitably with respect to area-level socioeconomic position. In part this reflects the high levels of cycling infrastructure and spending in some relatively disadvantaged areas. Further studies that seek to understand the drivers behind successful policies in these areas may provide lessons for other areas, and aid our understanding of the complex relationships between cycling infrastructure, cycling behavior and socioeconomic position.

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Section: Implications Of the Study With Respect To Cycling Infrastrucsupporting

confidence: 80%

The link between socioeconomic position, access to cycling infrastructure and cycling participation rates: An ecological study in Melbourne, Australia

Pistoll

Goodman

2014

Journal of Transport & Health

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“…One cross-sectional study analyzing data from 43 large cities in the USA found that for every 1-mile increase in the length of on-street bike lanes, there was a 1 % increase in bike commuters [12]. Previous research on factors affecting cycling found that cyclists prefer bike lanes to riding on open streets [13].…”

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confidence: 99%

Effect of Bike Lane Infrastructure Improvements on Ridership in One New Orleans Neighborhood

et al. 2013

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Background Incorporating cycling into daily life is one way to increase physical activity. Purpose This study examined the impact of building new bike lanes in New Orleans to determine whether more people were cycling on the street and with the flow of traffic after bike lanes were built. Methods Through direct observation of one intervention and two adjacent streets, observers counted cyclists riding on the street and sidewalk, with and against traffic, before and after installation of the lanes. Data were tallied separately for adults, children, males, females, and by race for each location.Results There was an increase in cyclists on all three streets after the installation of the bike lanes, with the largest increase on the street with the new lane. Additionally, the proportion of riders cycling with traffic increased after the lanes were striped. Conclusions Bike lanes can have a positive impact in creating a healthy neighborhood.

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“…Using predetermined criteria, each segment of the network is given an LTS rating from 1 to 4, resulting in a map that shows which The value of such infrastructure for increasing cycling is mixed. While many studies have found a positive correlation between levels of bicycle infrastructure and bicycle commuting [15][16][17] others have found little correlation [18][19][20][21]. What is certain is that many cyclists prefer routes with bicycle facilities [22][23][24][25][26][27][28] and bicycle infrastructure encourages non-cyclists to try cycling [14].…”

Section: Audit Instruments For Bicycle Networkmentioning

confidence: 99%

Assessing the Bicycle Network in St. Louis: A PlaceBased User-Centered Approach

2017

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Abstract:To transition towards sustainability and increase low-impact transportation, city planners are integrating bicycle infrastructure in urban landscapes. Yet, this infrastructure only promotes cycling according to how well it is sited within a specific city. How to best site bicycle facilities is essential for sustainability planning. We review approaches to assessing and siting new bicycle facilities. Following sustainability science, we argue that active cyclists should be consulted to incorporate users' site-specific knowledge into bicycle infrastructure assessments. We then pilot an approach that surveys cyclists concerning level of stress along routes ridden in St. Louis, MO, USA. Among the active cyclists surveyed (n = 89), we found stress correlates with speed limit, roadway classification, and number of lanes. Although cyclists surveyed in St. Louis prefer roads with bike lanes over roads with sharrows or no infrastructure, the presence of bicycle infrastructure had no correlation with reported levels of stress. The piloted survey and spatial analytic tool are transferable to other localities. For planners, the maps generated by this participant data approach identify high-stress routes as targets of new infrastructure or information to direct cyclists to safer routes. For bicyclists, the maps generated identify low-stress routes for recreation and commuting.

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Bicycle Commuting and Facilities in Major U.S. Cities: If You Build Them, Commuters Will Use Them

Cited by 512 publications

References 7 publications

The link between socioeconomic position, access to cycling infrastructure and cycling participation rates: An ecological study in Melbourne, Australia

The link between socioeconomic position, access to cycling infrastructure and cycling participation rates: An ecological study in Melbourne, Australia

Effect of Bike Lane Infrastructure Improvements on Ridership in One New Orleans Neighborhood

Assessing the Bicycle Network in St. Louis: A PlaceBased User-Centered Approach

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