Prioritizing low-stress and equitable bicycle networks using neighborhood-based accessibility measures

Kent, Margaret; Karner, Alex

doi:10.1080/15568318.2018.1443177

Cited by 38 publications

(27 citation statements)

References 18 publications

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“…Many of the barriers to bikesharing are barriers to bicycling generally, which helps explain greater disparities for bikesharing versus carsharing. The lack of comfortable bicycle infrastructure in auto-dominated cities has been identified as a barrier to bicycling (Buehler and Dill 2016; Schoner and Levinson 2014) and research has shown that what limited infrastructure there is may not be equitably distributed (Kent and Karner 2019; Parra et al 2018; J. Wang and Lindsey 2017).…”

Section: Discussionmentioning

confidence: 99%

Are Shared Vehicles Shared by All? A Review of Equity and Vehicle Sharing

Dill

McNeil

2020

Journal of Planning Literature

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Vehicle sharing services (bikeshare, carshare, and e-scooters) offer the potential to improve mobility and accessibility for disadvantaged populations. This article reviews research related to equity and vehicle sharing, focusing on race/ethnicity, income, gender, age, and disability. We find evidence of disparities in use of shared vehicles, which is only partly explained by lack of physical proximity. Some studies reveal additional barriers to use, particularly for bikesharing. More research on barriers is necessary, particularly for carsharing. We identify several programs aimed at reducing barriers, though evidence of their impact is necessary to inform practice.

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Section: Discussionmentioning

confidence: 99%

Are Shared Vehicles Shared by All? A Review of Equity and Vehicle Sharing

Dill

McNeil

2020

Journal of Planning Literature

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“…Research should focus on different segments of the population, like women, older adults and those who do not currently cycle, in order to better understand the facilitators of mode shift [72]. As Kent and Karner pointed out in a recent paper, LTS should be used carefully to ensure that investments in infrastructure to lower traffic stress are done equitably and benefit disadvantaged communities [73]. In general, the incorporation of GPS route data could aid planners in understanding where cyclists ride and prioritizing improvements to the network that is most likely to shift transport mode from vehicles to cycling.…”

Section: Discussionmentioning

confidence: 99%

Fear Factor: Level of Traffic Stress and GPS Assessed Cycling Routes

Crist

Schipperijn²,

Ryan

et al. 2019

JTTs

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Background: Cycling currently comprises only 1% of transport trips in the U.S. despite benefits for air pollution, traffic congestion, and improved public health. Methods: Building upon the Level of Traffic Stress (LTS) methodology, we assessed GPS trip data from utilitarian cyclists to understand route preferences and the level of low stress cycling connection between origins and destinations. GPS data were obtained from adult transport cyclists over multiple days. All bikeable road segments in the network were assigned an LTS score. The shortest paths between each origin and destination along bikeable roadways and along low stress (LTS 1 or 2) routes were calculated. Route trajectories were mapped to the LTS network, and the LTS and distances of observed, the shortest and low stress routes were compared. LTS maps and animations were developed to highlight where low stress connections were lacking. Results: There were 1038 unique cycling trips from 87 participants included in the analysis. An exclusively low stress route did not exist for 51% of trips. Low stress routes that were possible were, on average, 74% longer than the shortest possible path and 56% longer than the observed route. Observed routes were longer and lower stress than the shortest possible route. Conclusions: Results indicate that transport cyclists traveled beyond low stress residential areas and that low stress routes with acceptable detour distances were lacking. Cyclists appeared to weigh both route distance and quality and were willing to trade maximum directness for lower stress. GPS data provide additional information to support planning decisions to increase the impact of infrastructure investments on cycling mode share.

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“… Canu et al (2018) proposed spatial MCA for the assessment of walkability of intersections and the prioritization of pedestrian-oriented policies. Kent and Karner (2018) explored the application of GIS-MCA to prioritize low-stress and pleasant bicycle routes. Besides traditional infrastructures, spatial MCA has been widely applied to bicycle share systems analyses ( Croci and Rossi, 2014 ; Kabak et al, 2018 ; Milakis and Athanasopoulos, 2014 ; Moshref Javadi et al, 2013 ).…”

Section: Applicationsmentioning

confidence: 99%

“…At a tactical-operational level (such as in Canu et al, 2018 ), more detailed criteria related to the specific context as well as technical aspects are included. Some studies have also explicitly included equity criteria in their own analysis (examples are Grisé and El-geneidy, 2018 ; Kent and Karner, 2018 ).…”

Section: Applicationsmentioning

confidence: 99%