Trails, lanes, or traffic: Valuing bicycle facilities with an adaptive stated preference survey

Tilahun, Nebiyou; Levinson, David; Krizek, Kevin J.

doi:10.1016/j.tra.2006.09.007

Cited by 208 publications

(188 citation statements)

References 4 publications

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“…A relatively large survey of 1,862 cyclists in Queensland, Australia found that women are more likely to cycle off-road than men; are less likely to commute by bicycle than men; and that, although factors related to traffic conditions, motorist aggression and safety are concerns for both women and men, women report a far greater number of these constraints (Heesch, Sahlqvist, and Garrard 2012). Similar findings were identified by Tilahun, Levinson, and Krizek (2007) in a study of participantsÕ stated preferences around route choice. Observational studies have also shown these preferences to be expressed in womenÕs real cycle behaviours.…”

Section: Related Work: Gender and Cycling Behaviourmentioning

confidence: 54%

Exploring gendered cycling behaviours within a large-scale behavioural data-set

Beecham

Wood

2013

Transportation Planning and Technology

134

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Exploring gendered cycling behaviours within a large-scale behavioural datasetAnalysing over 10 million journeys made by members of LondonÕs Cycle Hire Scheme, we find that female customersÕ usage characteristics are demonstrably different from those of male customers. Usage at weekends and within LondonÕs parks characterises womenÕs journeys, whereas for men, a commuting function is more clearly identified. Some of this variation is explained by geodemographic differences and by an atypical period of usage during the first 3 months after the schemeÕs launch. Controlling for each of these variables brings some convergence between men and women. However, many differences are preserved. Studying the spatio-temporal context under which journeys are made, we find that womenÕs journeys are highly spatially structured. Even when making utilitarian cycle trips, routes that involve large, multi-lane roads are comparatively rare, and instead female cyclists preferentially select areas of the city associated with slower traffic streets and with cycle routes slightly offset from major roads.

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Section: Related Work: Gender and Cycling Behaviourmentioning

confidence: 54%

Exploring gendered cycling behaviours within a large-scale behavioural data-set

Beecham

Wood

2013

Transportation Planning and Technology

134

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“…Ironically, Berlin owes its bicycle friendly urban form to planning agendas either contrary to, or detached from, cycling promotion. Studies suggest that in the context of low bicycle use (as Berlin had until the 1990s), segregated cycle lanes can nurture increased levels of cycling participation to a significant extent (Wardman et al, 2007;Tilahun et al, 2007). Given an inherited urban form conducive to high cycling rates-wide spacious streets, extensive segregated cycle infrastructure, and prevalent cycling appropriate journey lengths -pre-existing urban form seems to have played a key role.…”

Section: Re-examining Berlin's Cycling Transitionmentioning

confidence: 99%

Policy learning and sustainable urban transitions: Mobilising Berlin’s cycling renaissance

2016

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Cities are increasingly seeking to learn from experiences elsewhere when planning programmes of sustainable transition management, and the contingencies of policy-learning arrangements in this field are beginning to receive greater attention. This paper applies insights from the field of policy mobilities to the burgeoning field of transition management to critically explore a proposed ‘learning relationship’ between Berlin (Germany) and Manchester (UK) around cycling policy. Drawing on qualitative data, the paper casts doubt over the existing consensus attributing recent growth in bicycle use in Berlin to concerted governmental interventions. A multi-actor analysis suggests that contextual factors caused the growth in cycling and that policy has been largely reactive. The emergence and circulation of the Berlin cycling renaissance as a policy model is then traced through policy documents and interviews with actors in Manchester, UK, to understand why and how it has become a model for action elsewhere. It is concluded that Berlin’s cycling renaissance has been simplified and mobilised to demonstrate the requisite ambition and proficiency to secure competitive funds for sustainable urban transport. The paper develops an original study of the role policy knowledge and learning play in sustainable urban transition management, and argues that attending to the dynamics of policy learning can enhance our understanding of its successes and failures.

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“…Also, the zones of these models are poorly matched to the spatial scale of movement by these modes, resulting in a considerable number of intrazonal trips (Eash 1999). While vehicular travel tends to be most sensitive to travel times and levels of network congestion, non-motorized route choices tend to include factors that may be more qualitative, experiential or difficult to operationalize, such as facility design and aesthetic treatments that may fall under the broad category of "environmental factors" (Porter et al 1999,Tilahun 2007. That is not to suggest travel time is not an important determinant of route choice for non-motorized travelers (Stinson and Bhat 2003;Weinstein 2007)-just that it is not quite as decisive.…”

Section: Measuring Accessibility For Non-motorized Travelmentioning

confidence: 99%

Measuring non-motorized accessibility: issues, alternatives, and execution

Iacono

Krizek

El-Geneidy

2010

Journal of Transport Geography

Self Cite

264

143

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While the transportation planning literature contains many examples of the calculation of measures of accessibility for urban areas, these measures are largely restricted to motorized modes and to a handful of destination activities. This paper explores the issues related to the development of accessibility measures for non-motorized modes, namely bicycling and walking.We note that difficulties in calculating accessibility measures arise primarily from problems with data quality, the zonal structure of transportation planning models, and the adequacy of models and travel networks for describing and predicting travel by non-motorized modes. We present practical strategies for addressing these issues. The application of these methods is illustrated with the calculation of accessibility measures for a small study area in Minneapolis, MN (USA).The paper concludes with lessons learned from the process of developing non-motorized accessibility measures and ideas about their applicability to the practice of transportation planning.

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Trails, lanes, or traffic: Valuing bicycle facilities with an adaptive stated preference survey

Cited by 208 publications

References 4 publications

Exploring gendered cycling behaviours within a large-scale behavioural data-set

Exploring gendered cycling behaviours within a large-scale behavioural data-set

Policy learning and sustainable urban transitions: Mobilising Berlin’s cycling renaissance

Measuring non-motorized accessibility: issues, alternatives, and execution

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