Cycling diversity, accessibility, and equality: An analysis of cycling commuting in Bogotá

Abstract

In a context of rising awareness for environmental concerns and promotion policies targeting nonmotorized travel as a sustainable mobility solution, the bicycle has increasingly become an attractive transport mode in cities. However, accessibility to opportunities for people who cycle is not necessarily the same across socioeconomically different population segments, and it tends to be further constrained by high costs associated with the travel distance through the road network.This research examines equality in the accessibility to employment and education among cycleuser adults in Bogotá. Using 968 reported bicycle trips with these travel purposes in the 2015 Bogotá Household Travel Survey, we estimate a potential accessibility indicator and horizontal and vertical equality indicators. First, we identify three clusters through the K-prototypes method to classify bicycle commuters based on trip and socioeconomic characteristics, and second, we calculate potential accessibility using GIS-based trip distance decay functions, which is later assessed through equality indices such as Lorenz Curves, Gini index and Palma Ratio. Results show marked differences in potential accessibility to work and study opportunities between and within clusters, where up to 90% of the analyzed population of a cyclists' cluster has access to 30% of the job and study opportunities, indicating social and spatial inequalities produced by the urban structure and individual and household characteristics of regular cyclists. Results can guide in the implementation of accurate transport policies towards more equitable and sustainable transport in cities that are experiencing increases in bicycle ridership.

Air Quality and Active Transportation Modes: A Spatiotemporal Concurrence Analysis in Guadalajara, Mexico

“…This trend confirms other studies' results showing that cycling and BRT trips are mainly used for commuting to work [54]. Second, results showed that active mobility was concentrated around the central AQSs, confirming that a high centrality in cities promotes mobility concentration in the downtown area where the main economic activity is concentrated [55], as in other metropolises in Latin America [56,57].…”

Is the built-environment at origin, on route, and at destination associated with bicycle commuting? A gender-informed approach

“…Additionally, this finding shows that bicycles may be a temporary commuting option as commuters work to acquire a motorized mode of transport. In the context of the rapid growth in the ownership of motorized vehicles, school-based programs such as al Colegio en Bici (“To school by bike”) and biking programs on the Sunday Ciclovia in Bogotá might increase interest in alternative means of transport during adulthood ( Rosas-Satizábal et al, 2020 ). Regarding our finding that increasing average terrain slope is negatively associated with bicycling, previous research has also found that the probability of bicycling decreases as the terrain slope becomes steeper ( Hunt and Abraham, 2007 ; Parkin et al, 2008 ; Rietveld and Daniel, 2004 ; Rodríguez and Joo, 2004 ; Stinson and Bhat, 2004 ).…”

“…Within this context, the bicycle becomes a more suitable and affordable option. Additionally, middle- and higher-SES men may not be interested in bicycle commuting as they are no longer budget-constrained to using public transport and might gain access to alternative transport modes, such as motorized vehicles, with a better personal cost-benefit ratio compared to bicycling ( Gómez-Gélvez and Obando, 2014 ; Rosas-Satizábal et al, 2020 ). The motivation for bicycle commuting among those in higher socio-economic groups might come from environmental awareness strategies as discussed by Rodriguez-Valencia, et al ( Rodriguez-Valencia et al, 2019 ).…”

“…After an initial large investment in bicycle infrastructure in the late 1990s, the city has constructed a network of dedicated bicycle lanes and pathways spanning 551 km, encouraging bicycle commuting and achieving an increase in bicycling's modal share from 0.58% in 1996 to 9.10% in 2017 ( Rosas-Satizábal and Rodriguez-Valencia, 2019 ), and positioning the city among the top 10 most bike-friendly cities in the world ( Yorck von Wartenburg, 2019 ). However, trips by women account for only 25.8% of such trips ( Rosas-Satizábal et al, 2020 ).…”

“…Additionally, men with lower income were more likely to engage in bicycle commuting than men with higher-income, and no such correlation was found in women ( Singleton and Goddard, 2016 ). Studies assessing accessibility to employment and education among bicycle users in Bogotá found marked differences in bicyclists based on class and gender ( Rosas-Satizábal et al, 2020 ). Thus, indicating the importance of addressing this topic with a gender informed approach in the region.…”