Bikeability – Urban structures supporting cycling. Effects of local, urban and regional scale urban form factors on cycling from home and workplace locations in Denmark

Nielsen, Thomas Alexander Sick; Skov-Petersen, Hans

doi:10.1016/j.jtrangeo.2018.04.015

Cited by 62 publications

(32 citation statements)

References 17 publications

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“…Second, the working POI accessibility, leisure POI accessibility, and road density are important built environment indicators that affect bicycle-metro trips. Similar results were found in that the availability of cycling infrastructure [31,60] and accessibility to jobs [61] can promote the use of cycling. However, residential accessibility was not associated with the number of cycling trips in this study, which is in contrast to previous findings [53].…”

Section: Discussionsupporting

confidence: 78%

Measuring the Destination Accessibility of Cycling Transfer Trips in Metro Station Areas: A Big Data Approach

Lü

Lin

et al. 2019

IJERPH

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Cycling is a green, sustainable, and healthy choice for transportation that has been widely advocated worldwide in recent years. It can also encourage the use of public transit by solving the “last-mile” issue, because transit passengers can cycle to and from transit stations to achieve a combination of speed and flexibility. Cycling as a transfer mode has been shown to be affected by various built environment characteristics, such as the urban density, land-use mix, and destination accessibility, that is, the ease with which cyclists can reach their destinations. However, cycling destination accessibility is loosely defined in the literature and the methods of assessing cycling accessibility is often assumed to be equivalent to walking accessibility using the same decay curves, such as the negative exponential function, which ignores the competitive relationship between cycling and walking within a short distance range around transit stations. In this study, we aim to fill the above gap by measuring the cycling destination accessibility of metro station areas using data from more than three million bicycle-metro transfer trips from a dockless bicycle-sharing program in Shenzhen, China. We found that the frequency of bicycle-metro trips has a positive association with a trip distance of 500 m or less and a negative association with a trip distance beyond 500 m. A new cycling accessibility metric with a lognormal distribution decay curve was developed by considering the distance decay characteristics and cycling’s competition with walking. The new accessibility model outperformed the traditional model with an exponential decay function, or that without a distance decay function, in predicting the frequency of bicycle-metro trips. Hence, to promote bicycle-metro integration, urban planners and government agencies should carefully consider the destination accessibility of metro station areas.

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Section: Discussionsupporting

confidence: 78%

Measuring the Destination Accessibility of Cycling Transfer Trips in Metro Station Areas: A Big Data Approach

Lü

Lin

et al. 2019

IJERPH

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“…As the present study indicates, such policies could also be beneficial to increase cycling among people of immigrant background, in particular when combined with targeted offers, such as cycling courses and campaigns. However, as we only controlled for city size (DK)/level of urbanisation (NL), other bikeability variables (e.g., Nielsen and Skov-Petersen, 2018) might explain some of the differences related to residential location and should additionally be taken into account in future studies.…”

Section: Discussionmentioning

confidence: 99%

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

2019

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“…Winters et al (2013) menyebutkan bahwa bikeability dipengaruhi oleh lima faktor, yaitu topografi, kepadatan jalur sepeda, kepadatan destinasi, konektivitas jalur sepeda, dan ketersediaan jalur sepeda yang terpisah. Nielsen and Skov-Petersen (2018) mengemukakan bahwa bikeability dipengaruhi oleh struktur kota. Sementara itu, Lowry et al (2012) berpendapat bahwa konektivitas infrastruktur bersepeda merupakan faktor utama penentu bikebaility di suatu kota.…”

Section: Pendahuluanunclassified

Identifikasi Bikeability Sebagai Pendukung Kebijakan Transportasi Berkelanjutan di Kota Yogyakarta

Kurniadhini

Roychansyah

2020

pwk

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Transportasi berkelanjutan menjadi kebutuhan baru Kota Yogyakarta untuk mengatasi permasalahan transportasi seperti kemacetan lalu lintas dan meningkatnya polusi udara. Memiliki sejarah sebagai kota sepeda, Kota Yogyakarta memiliki semangat untuk mengembalikan citra tersebut di tengah meningkatnya jumlah kendaraan bermotor di Kota Yogyakarta. Tahun 2008, pemerintah Kota Yogyakarta mengampanyekan sebuah semangat untuk mengajak penduduk menggunakan sepeda dalam bekerja dan sekolah. Namun demikian, semangat mengembalikan citra sebagai kota sepeda akan menjadi lebih baik jika pemerintah telah siap dalam hal kelembagaan dan infrastruktur untuk sepeda. Lalu, bagaimana kesiapan Kota Yogyakarta dalam memfasilitasi ajakan bersepeda tersebut? Penelitian ini bertujuan untuk mengidentifikasi kemampuan Kota Yogyakarta dalam hal keramahan untuk bersepeda atau disebut sebagai bikeability. Bikeability Kota Yogyakarta dapat dilihat melalui aspek spasial dan kelembagaan yang ada. Aspek spasial dalam bikeability diketahui dengan menggunakan metode Spatial Multi Criteria Analysis (SMCA) dan aspek kelembagaan diketahui dengan Ecomobility Readiness Assessment. Ketiga analisis tersebut memberikan hasil bahwa Kota Yogyakarta memiliki karakteristik fisik yang mendukung transportasi sepeda. Selain itu, perjalanan penduduk yang banyak dilakukan di dalam Kota Yogyakarta memberikan optimisme Kota Yogyakarta kembali menjadi kota sepeda. Hal ini diperjelas dengan komitmen pemerintah dalam memprioritaskan pesepeda dan pejalan kaki dalam kebijakan transportasi di Kota Yogyakarta. Sustainable transportation is a new necessity for Yogyakarta to overcome transportation problems such as traffic congestion and increased air pollution. Having a history as cycling city, Yogyakarta has a spirit to restore the image although it experiences the increasing number of motorized vehicles. In 2008, the government campaigned for inviting residents to use bicycle to go to work and schools. However, the spirit of returning the image of cycling city will be better if the government is capable in terms of institution and infrastructure for cycling. According to that, how is the bikeability condition and the readiness of Yogyakarta in accommodating cycling movement? This research aims to identify the ability of Yogyakarta in terms of friendliness for cycling or called bikeability. Bikeability of Yogyakarta can be identified by looking at the existing spatial and institutional aspects. The spatial aspect of bikeability is identified using the Spatial Multi-Criteria Analysis (SMCA) method while the institutional aspects is known by using Ecomobility Readiness Assessment Scorecard. Both analysis result that Yogyakarta has a good condition of physical characteristic that can promote cycling. It is strengthened by the government’s commitment in prioritizing cyclists and pedestrians in transportation policies of Yogyakarta.

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Bikeability – Urban structures supporting cycling. Effects of local, urban and regional scale urban form factors on cycling from home and workplace locations in Denmark

Cited by 62 publications

References 17 publications

Measuring the Destination Accessibility of Cycling Transfer Trips in Metro Station Areas: A Big Data Approach

Measuring the Destination Accessibility of Cycling Transfer Trips in Metro Station Areas: A Big Data Approach

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

Identifikasi Bikeability Sebagai Pendukung Kebijakan Transportasi Berkelanjutan di Kota Yogyakarta

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