Environmental determinants of cycling: Not seeing the forest for the trees?

Nello-Deakin, Samuel

doi:10.1016/j.jtrangeo.2020.102704

Cited by 41 publications

(15 citation statements)

References 22 publications

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“…Many cities are moving quickly to take advantage of the opportunities offered by this state of lower mobility, especially low car volumes, by implementing quality affordable mass transit and pedestrian and cycling facilities. The aim is to drastically curb traffic and, in turn, providing more road space for cycling and walking [36].…”

Section: Breaking Car Dependence To Recover From the Crisismentioning

confidence: 99%

The Post Pandemic City: Challenges and Opportunities for a Non-Motorized Urban Environment. An Overview of Italian Cases

Barbarossa

2020

Sustainability

133

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COVID-19 has forced city governments to reconsider the relationship between mobility, urban space and health in order to ensure physical distancing while meeting the travel needs of inhabitants. Therefore, cities around the world are already involved in the transformation of mobility through new models of sustainable transport. The World Health Organization (WHO) guidelines on mobility during the COVID outbreak are mostly directed at creating more spaces for cyclists and pedestrians, especially in densely populated urban areas, thus avoiding the overloading of public transport and the use of private cars. Through the analysis of the programs set up by the 10 main Italian metropolitan cities, chosen as a case study, this research evaluates the response implemented by local governments in order to transform urban environments in one of the world’s most pandemic-affected countries in detail. Starting from the current mobility model, this paper focuses on local government policies concerning post-COVID sustainable mobility to understand policies, approaches and measures in depth, as well as the effectiveness of the ongoing actions in shaping future urban mobility. From the research, an almost homogeneous awareness among policy makers and planners emerges concerning the need to rethink urban spaces and mobility, to make up for lost time and to start a green revolution that is aimed at quickly decarbonizing urban transport and enhancing cycling and walking through the city.

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Section: Breaking Car Dependence To Recover From the Crisismentioning

confidence: 99%

The Post Pandemic City: Challenges and Opportunities for a Non-Motorized Urban Environment. An Overview of Italian Cases

Barbarossa

2020

Sustainability

133

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“…There is widespread agreement in the literature on a positive relationship between cycling (and active travel in general) and the characteristics of the built environment (Arellana et al, 2020;Castañeda, 2021;Heinen et al, 2010;Muhs & Clifton, 2015;Nello-Deakin, 2020;Salvo et al, 2018;Wang & Wen, 2017).…”

Section: Characteristics Of the Built Environment That Contribute To Bikeabilitymentioning

confidence: 99%

“…Strengthening cycling competitiveness to that of driving requires increased population density (e.g. through central urban densification), localisation of activities and destinations (including workplaces) within cycling distance, cycling connections to transit, improved conditions and network connectivity for cycling, safe and aesthetic surroundings, and restrictions on car use to reduce the overall driveability 2 (Muhs & Clifton, 2015;Naess, 2012;Nello-Deakin, 2020;Salvo et al, 2018;Tennøy et al, 2016;Wang & Wen, 2017). Built environment characteristics that influence cycling shares and experiences can be structured into four categories: Natural and place-specific preconditions, Infrastructure and traffic, Urbanity, and Surroundings and activities.…”

Section: Characteristics Of the Built Environment That Contribute To Bikeabilitymentioning

confidence: 99%

Promoting cycling through urban planning and development: a qualitative assessment of bikeability

Hagen

Rynning

2021

Urban, Planning and Transport Research

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To increase cycling shares through urban planning and development, planners need sound tools to assess the built environment. This article presents a methodology to qualitatively determine bikeability, the extent to which it is possible and pleasurable to bike in or through a given area. It is a holistic assessment of four categories of built environment characteristics that affect bikeability. An assessment follows an iterative process combining secondary data and registrations from maps, aerial photos and fieldwork. The methodology does not require specialised tools and is applicable to different urban contexts and purposes. Two examples are included to demonstrate possible uses: assessment of existing built environments to establish a knowledge base when developing short-and long-term cycling plans and strategies, and assessment of planned urban transformations for use in planning processes to ensure new urban developments with a high level of bikeability. Possible methodological improvements are identified. Surveys and interviews with cyclists can provide further understandings of local context. Geographical information systems can inform an assessment but require specialist knowledge, better datasets, and more empirical data on cycling and the built environment from various contexts. As new insights emerge, the methodology must be continually updated to remain valid and reliable.

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“…1 Burgeoning research, for example, helps planners and researchers to understand bicycling's role in satisfying different travel markets. Matched with past knowledge, this research provides even more certainty to the already known environmental determinants that help to spur more bicycle use (Nello-Deakin, 2020). This research provides ample guidance on how to design streets and the factors that undermine cycling safety.…”

Section: Bicycles Are Valuable Modes To Plan Formentioning

confidence: 83%

Channelling human scaled modes to build repurposed street networks

Krizek¹,

King²

2021

Transport in Human Scale Cities

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City leaders are pressed to consider how emerging transport technologies will change existing urban transport portfolios. New types of vehicles -automated cars, scooters, electric bikes -will continue to emerge in innovative new forms. Yet any new vehicles will need to integrate with existing transport modes on the streets, which are currently dominated by large cars and sport utility vehicles (SUVs). This leaves fundamental questions of how to appropriate space in streets to different forms of movement. Any transport planning decision, ideally, would ensure future conditions with high levels of accessibility (King and Krizek, 2020), while also stewarding the environment and promoting justice. This chapter posits how and why planning for bicycles and bicycle-like vehicles can be used as a guiding principle to enhance both mobility and cities' overall welfare.We argue that many urban settlements, even most North American cities, belie their bicycling potential. They are closer to being set up for easy bicycling than most people recognize; a change that is much needed is based on designing streets differently. In this chapter we present a perspective drawing largely from North American contexts but with applicability elsewhere, to describe a rationale and strategy that underscores the merits of bicycle-like transport in future considerations and its feasibility. The last section outlines a strategy built on network development to seed changes that can spark a transport revolution in many cities across the globe.

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Environmental determinants of cycling: Not seeing the forest for the trees?

Cited by 41 publications

References 22 publications

The Post Pandemic City: Challenges and Opportunities for a Non-Motorized Urban Environment. An Overview of Italian Cases

The Post Pandemic City: Challenges and Opportunities for a Non-Motorized Urban Environment. An Overview of Italian Cases

Promoting cycling through urban planning and development: a qualitative assessment of bikeability

Channelling human scaled modes to build repurposed street networks

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