The potential for bike riding across entire cities: Quantifying spatial variation in interest in bike riding

Do cycling facilities matter during the COVID-19 outbreak? A stated preference survey of willingness to adopt bicycles in an Indonesian context

“…Previous extensive studies have investigated the relationship of various factors or variables influencing bicycle choice, in particular the role of the built environment and road infrastructure. The findings of cross-sectional research reveal a significant correlation between cycling rates and the availability of bike lanes and paths ( Buehler and Pucher, 2012 ; Clark et al, 2021 ; Karpinski, 2021 ; Parkin et al, 2008 ; Pearson et al, 2022 ). Based on a sample of 37 Local Government Areas (LGAs) in the state of Victoria, Australia, Pearson et al (2022) found that the majority of Victoria inhabitants are motivated by cycling, but only if the protected infrastructure is available.…”

“…The findings of cross-sectional research reveal a significant correlation between cycling rates and the availability of bike lanes and paths ( Buehler and Pucher, 2012 ; Clark et al, 2021 ; Karpinski, 2021 ; Parkin et al, 2008 ; Pearson et al, 2022 ). Based on a sample of 37 Local Government Areas (LGAs) in the state of Victoria, Australia, Pearson et al (2022) found that the majority of Victoria inhabitants are motivated by cycling, but only if the protected infrastructure is available. Karpinski (2021) also found that the bike-share ridership of Boston's bicycle sharing system tripled on routes using the dedicated bike lane after its installation.…”

Developing urban biking typologies: Quantifying the complex interactions of bicycle ridership, bicycle network and built environment characteristics

“…Understanding this variation is important for benchmarking and identifying inequities in participation and access to safe and connected bicycling infrastructure for all ages and abilities. It is well-known that the presence and quality of bicycling infrastructure has a significant impact on bicycle ridership (Pucher and Buehler, 2017), and there is considerable scope for increases in bicycle ridership participation when high-quality and connected infrastructure is provided (Pearson et al, 2022). In Melbourne, Australia, only 1.7% of trips are made by bike (Beck et al, 2021b), despite 78% of the population expressing an interest in riding a bike, but only in the presence of infrastructure that separates riders from motor vehicles (Pearson et al, 2022).…”

“…It is well-known that the presence and quality of bicycling infrastructure has a significant impact on bicycle ridership (Pucher and Buehler, 2017), and there is considerable scope for increases in bicycle ridership participation when high-quality and connected infrastructure is provided (Pearson et al, 2022). In Melbourne, Australia, only 1.7% of trips are made by bike (Beck et al, 2021b), despite 78% of the population expressing an interest in riding a bike, but only in the presence of infrastructure that separates riders from motor vehicles (Pearson et al, 2022). Advancing knowledge on the role of the built environment in supporting cycling is necessary to increase bicycling mode share.…”

“…Clustering approaches, such as those used to develop urban form typologies, have been used in cycling research as applied to classifying mode share (Goel et al, 2021), bike share schemes (Ma et al, 2019) and bicycle crashes (Sivasankaran and Balasubramanian, 2020). Previous research has also developed bicyclist/population typologies based on individual characteristics, such as the Geller Typology, which characterises individuals based on their confidence in riding in a variety of road/street/path configurations (Dill and McNeil, 2013; Hosford et al, 2020; Pearson et al, 2022). However, to our knowledge, typologies have not previously been used to measure the complexity of the interaction between bicycle mode share, bicycle infrastructure and population and land use characteristics.…”