Factors and policies explaining the emergence of the bicycle commuter in Bogotá

Rosas-Satizábal, Daniel; Rodríguez-Valencia, Álvaro

doi:10.1016/j.cstp.2018.12.007

Cited by 39 publications

(27 citation statements)

References 36 publications

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“…The reductions in the overall collision rates could be explained, in part, due to the advocacy groups’ efforts, and policies and programs that have promoted safe bicycling in Bogotá. Policies and programs have differed between government periods ( Rosas-Satizabal and Rodriguez-Valencia, 2019 ). Between 2004 and 2012, the city governments’ priorities were limited in terms of promoting bicycling.…”

Section: Discussionmentioning

confidence: 99%

Bicycle safety in Bogotá: A seven-year analysis of bicyclists’ collisions and fatalities

Carvajal

Sarmiento

Medaglia

et al. 2020

Accident Analysis & Prevention

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Highlights Standardized bicycling collision rates have decreased in Bogotá in the last 7 years. Seven main geographic areas of bicycling risk were identified in Bogotá. Risk factors associated with bicycling mortality differ by sex. Findings support policy-making to implement targeted interventions to improve safety. Methodology based on open-data sources to permit replication and monitoring.

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Section: Discussionmentioning

confidence: 99%

Bicycle safety in Bogotá: A seven-year analysis of bicyclists’ collisions and fatalities

Carvajal

Sarmiento

Medaglia

et al. 2020

Accident Analysis & Prevention

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“…In many low-and-middle income countries, while land-use is comparatively less car dependent and ownership of vehicles is still low, transport policies are often car-centric and traffic danger is high. Bogota city, with the highest cycling level among low-cycling clusters, is an encouraging example, where cycling infrastructure supported by political will and advocacy groups have resulted in improved levels of cycling in the recent times (Rosas-Satizábal & Rodriguez-Valencia, 2019).…”

Section: Meaning Of Our Findingsmentioning

confidence: 99%

Cycling behaviour in 17 countries across 6 continents: levels of cycling, who cycles, for what purpose, and how far?

et al. 2021

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International comparisons of cycling behaviour have typically been limited to high-income countries and often limited to the prevalence of cycling, with lack of discussions on demographic and trip characteristics. We used a combination of city, regional, and national travel surveys from 17 countries across the six continents, ranging from years 2009 through 2019. We present a descriptive analysis of cycling behaviour including level of cycling, trip purpose and distance, and user demographics, at the city-level for 35 major cities (>1 million population) and in urbanised areas nationwide for 11 countries. The Netherlands, Japan and Germany are among the highest cycling countries and their cities among the highest cycling cities. In cities and countries with high cycling levels, cycling rates tend to be more equal between work and nonwork trips, whereas in geographies with low cycling levels, cycling to work is higher than cycling for other trips. In terms of cycling distance, patterns in high-and low-cycling geographies are more similar. We found a strong positive association between the level of cycling and women's representation among cyclists. In almost all geographies with cycling mode share greater than 7% women made as many cycle trips as men, and sometimes even greater. The share of cycling trips by women is much lower in geographies with cycling mode shares less than 7%. Among the geographies with higher levels of cycling, children (<16 years) are often ARTICLE HISTORY

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“…Existing evidence is not consistent, mainly because built-environment attributes are related to different domains of cycling behaviors ( Yang et al, 2019 ). However, those findings have provided relevant information for planning and policymaking, such as infrastructure decisions, urban planning, and public health actions ( DiGioia et al, 2017 ; Handy and Xing, 2011 ; Oliva et al, 2018 ; Pettit and Dogde, 2014 ; Rosas-Satizábal and Rodriguez-Valencia, 2019 ).…”

Section: Introductionmentioning

confidence: 99%

“…Latin American cities (LAC) provide some compelling examples of the rapid growth in bicycle use, including a six-fold increase in Bogotá (Colombia) and a two-fold increase in Santiago (Chile) over a decade ( Pucher and Buehler, 2017 ). This has motivated research throughout the region on the determinants of bicycle commuting, with recent studies in Colombia, Chile, and Brazil ( Becerra et al, 2013 ; Rosas-Satizábal and Rodriguez-Valencia, 2019 ). Despite the increase in research and bicycle use, the study regarding built-environment factors, such as the existence and location of bicycle infrastructure and accessibility to public transportation, accounted for gender differences in cycling.…”

Section: Introductionmentioning

confidence: 99%

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

Higuera-Mendieta

Uriza

Cabrales

et al. 2021

Journal of Transport Geography

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There is limited evidence on the gender differences and location-specific built-environment factors associated with bicycling in Latin American cities. This study aimed to assess commuting in Bogotá by (1) analyzing the gender-specific trend of the standardized number of bicycle commuters during 2005–2017; and (2) assessing the socio-demographic, community, built-environment and natural factors associated with bicycle commuting stratified by gender. This secondary-data analysis included data from the Household Travel Surveys and Multipurpose Surveys to calculate the number of bicycle commuters per habitant from 2005 to 2017 by gender. We assessed the socio-demographic and built-environment factors fitting generalized additive models stratified by gender using the 2015 Household Travel Survey. Although both women and men increased the standardized number of bicycle commuters, male commuters show a steeper trend than women, evidencing the widening gender gap in bicycle commuting over time. Bicycle commuting was negatively associated with household motor vehicle ownership, steeper terrain slope, longer commute distance, and scarce low-stress roads at trip origin and route. Among women, the availability of bike paths at the trip destination was positively associated with bicycling, while age and being a student were negatively associated with bicycling. Among men, living in areas with the lowest socio-economic status was positively associated with bicycling, while having a driver's license and living close to bus rapid transit stations were negatively associated with bicycling. In conclusion, bicycle and transport infrastructure play different roles in commuting by bicycle by gender and trip stages (origin – route – destination).

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Factors and policies explaining the emergence of the bicycle commuter in Bogotá

Cited by 39 publications

References 36 publications

Bicycle safety in Bogotá: A seven-year analysis of bicyclists’ collisions and fatalities

Bicycle safety in Bogotá: A seven-year analysis of bicyclists’ collisions and fatalities

Cycling behaviour in 17 countries across 6 continents: levels of cycling, who cycles, for what purpose, and how far?

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

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