Cycling culture and socialisation: modelling the effect of immigrant origin on cycling in Denmark and the Netherlands

Haustein, Sonja; Kroesen, Maarten; Mulalic, Ismir

doi:10.1007/s11116-019-09978-6

Cited by 24 publications

(16 citation statements)

References 38 publications

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“…While we expect that this finding is transferable to other cities with a distinct cycling culture, in particular cities in the Netherlands (Carstensen and Ebert, 2019;Haustein et al, 2019b;Nello-Deakin and Nikolaeva, 2020), the bike does not play a relevant role as an alternative to the car in low-cycling countries. Thus, in lowcycling countries the relation we found between complex activity patterns, perceived mobility needs and the use of individual modes, is probably restricted to car use.…”

Section: Discussionmentioning

confidence: 79%

Mobility needs, activity patterns and activity flexibility: How subjective and objective constraints influence mode choice

Thorhauge

Kassahun

Cherchi

et al. 2020

Transportation Research Part A: Policy and Practice

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Section: Discussionmentioning

confidence: 79%

Mobility needs, activity patterns and activity flexibility: How subjective and objective constraints influence mode choice

Thorhauge

Kassahun

Cherchi

et al. 2020

Transportation Research Part A: Policy and Practice

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“…A possible explanation of this result might be the high modal share of cycling in the native-born population and the increased use of public transport from migrants. Besides, recent European empirical studies [29], [1] showed that migrants do not cycle and drive as much as non-migrants do, which in turn does not allow them to live great distances from the transportation hubs.…”

Section: Discussionmentioning

confidence: 99%

“…Travel behaviour may be influenced by ethnic background [1], [29]. Studies from the United States indicated that cities with a higher proportion of migrants also have higher transit ridership [3].…”

Section: Migrants and Transitmentioning

confidence: 99%

“…For example, a UK project [30] found that 54% of the non-European Economic Area (EEA) population use public or active transport, while 74% of the UK nationals use cars. A study from Denmark and the Netherlands found that migrants cycle less than non-migrants do [29]. At the local level, an empirical study in Offenbach am Main, Germany [1], found that migrants, especially women, use public transport or ride in a car as a passenger regularly, while the vast majority of migrants lack vehicle ownership.…”

Section: Migrants and Transitmentioning

confidence: 99%

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Measuring rapid transit accessibility and equity in migrant communities across 17 European cities

Bartzokas-Tsiompras¹,

Photis²

2019

Int. J. TDI

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Migrants in cities are highly dependent on frequent and fast public transport services. Easy access to rapid transit stations, such as subways or suburban rails, plays a crucial role in shaping migrants' daily lives and critically influences integration processes at the local level. Nevertheless, in Europe, little is known about migrants' access to rapid transport facilities. This article is the first one that provides comparable local indicators of rapid transit accessibility and equity in the supply of transit services for various migrant and non-migrant groups across 17 European cities. Our analysis was based primarily on an innovative European spatial dataset about migrants' concentration in cities as well as on several openly available general transit feed specification datasets. Methodologically, we used a classic gravity-based accessibility model, where the average frequency of daily departures was assumed as the attractiveness factor of the instrument. On the other hand, we performed Gini coefficient analysis and created Lorenz curve graphs to assess transit equity. The results allowed us to make inter-or intracity comparisons and to demonstrate some of the most transit disadvantaged migrant communities in Europe. Our findings suggest that Africans experience on average the worst access, while Americans, in the vast majority of cities, are located in high-access districts. Also, transit equity assessment demonstrated a high level of inequality across all population groups and cities, except Barcelona. A striking result was that 88% of African communities in Turin shared only 10% of rapid transit supply. However, it was confirmed that regardless of people's nationality, in many cities around Europe, it is difficult for many dwellers to live in close proximity to subways. Therefore, better land-use and mobility policies are required to guide cities towards more inclusive and sustainable urban development.

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“…Compared to studies focusing on newcomers in a city that indicate an adaption to existing cycling cultures, studies focusing on the general immigrant population find that immigrants to high cycling countries cycle less than natives, even after years of adaption (e.g., Welsch, Conrad and Wittowsky, 2016;Haustein, Kroesen and Mulalic, 2019). Differences may be based on differences in the social and cultural background, which needs further exploration.…”

Section: Migration As Part Of the Mobility Biographymentioning

confidence: 93%

Safety Perceptions and Cycling Frequency of Highly Educated Young People Who Grew Up in Different Mobility Cultures

Basaran

Kristoffersen

Haustein

2021

Active Travel Studies

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Denmark is one of the world’s leading cycling countries. For most new residents coming from abroad, the Danish cycling culture strongly contrasts with the mobility culture of their country of origin. Based on an online survey including students and knowledge workers who grew up in Denmark (n=106) and abroad (n=148), this study examined safety perception and cycling frequency of both groups. We found a significant increase of foreigner’s self-reported safety perceptions and cycling frequencies after moving to Denmark. In regression analyses, we found that age of learning to cycle, experiencing anger from car drivers, stress and being unaware of cycling rules had an effect on safety perception. Stress and driving anger were significant factors for the sub-sample of newcomers, but not for Danes. Attitude towards cycling and cycling norm in the country of origin (measured based on a new 6-item cycling norm index, CNI) were significant factors of cycling frequency. Unlike our expectations, a low CNI increased cycling frequency in Denmark. Newcomers’ cycling frequency was additionally influenced by the age of learning to cycle. Based on the results, it seems advisable to help newcomers to cycling countries to get familiar with formal and informal cycling rules to reduce their stress and make them feel safer when cycling. While this will probably reduce conflicts with car drivers, efforts to reduce car drivers’ anger expression against cyclists also need to be increased.

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Cycling culture and socialisation: modelling the effect of immigrant origin on cycling in Denmark and the Netherlands

Cited by 24 publications

References 38 publications

Mobility needs, activity patterns and activity flexibility: How subjective and objective constraints influence mode choice

Mobility needs, activity patterns and activity flexibility: How subjective and objective constraints influence mode choice

Measuring rapid transit accessibility and equity in migrant communities across 17 European cities

Safety Perceptions and Cycling Frequency of Highly Educated Young People Who Grew Up in Different Mobility Cultures

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