Pub Date : 2025-09-01Epub Date: 2025-07-19DOI: 10.1016/j.jcmr.2025.100077
Laurin F. Maurer, Adrian Meister, Kay W. Axhausen
Understanding cycling speed dynamics is crucial for effective transportation planning and infrastructure development. This study analyzes GPS-based cycling speed profiles in Zurich, Switzerland, focusing on conventional bicycles, e-bikes (25 km/h), and speed pedelecs (45 km/h). Using GPS data from 351 cyclists, we examine the influence of socio-demographic factors (age, gender, BMI), road infrastructure, gradients, and weather conditions on cycling speeds. Our findings reveal that speed pedelecs achieve the highest speeds, frequently exceeding residential speed limits, raising questions about their classification and integration into urban mobility networks. Machine learning models identify road gradients, BMI, and age as key determinants of cycling speed. Additionally, results show that e-bikes and speed pedelecs experience longer intersection delays. These insights offer valuable contributions to urban transport policies, cycling infrastructure planning, and traffic modeling, ensuring safer and more efficient mobility solutions.
{"title":"Cycling speed profiles from GPS data: Insights for conventional and electrified bicycles in Switzerland","authors":"Laurin F. Maurer, Adrian Meister, Kay W. Axhausen","doi":"10.1016/j.jcmr.2025.100077","DOIUrl":"10.1016/j.jcmr.2025.100077","url":null,"abstract":"<div><div>Understanding cycling speed dynamics is crucial for effective transportation planning and infrastructure development. This study analyzes GPS-based cycling speed profiles in Zurich, Switzerland, focusing on conventional bicycles, e-bikes (25 km/h), and speed pedelecs (45 km/h). Using GPS data from 351 cyclists, we examine the influence of socio-demographic factors (age, gender, BMI), road infrastructure, gradients, and weather conditions on cycling speeds. Our findings reveal that speed pedelecs achieve the highest speeds, frequently exceeding residential speed limits, raising questions about their classification and integration into urban mobility networks. Machine learning models identify road gradients, BMI, and age as key determinants of cycling speed. Additionally, results show that e-bikes and speed pedelecs experience longer intersection delays. These insights offer valuable contributions to urban transport policies, cycling infrastructure planning, and traffic modeling, ensuring safer and more efficient mobility solutions.</div></div>","PeriodicalId":100771,"journal":{"name":"Journal of Cycling and Micromobility Research","volume":"5 ","pages":"Article 100077"},"PeriodicalIF":0.0,"publicationDate":"2025-09-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"144714590","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2025-09-01Epub Date: 2025-07-17DOI: 10.1016/j.jcmr.2025.100079
Stephanie A. Prince , Nitharsana Manoharan , Gregory P. Butler , Sean Waites , Nauman Shakeel
Parks afford the opportunity to engage with nature and have physical, social and psychological benefits. It is important to understand whether neighbourhood design can influence park visits. This study’s objective was to examine the association between neighbourhood walkability/bikeability and park visits in Canada. Between January 2019 and October 2021, park visits from 215 municipal and dog parks were linked to neighbourhood walkability and bikeability. Negative binomial regressions estimated associations between walkability, bikeability, and visits controlling for year, park type, median neighbourhood income, median age of residents, and urban/rural location. Neighbourhood walkability and bikeability were moderately correlated and explored separately (r = 0.375, p < .001). Compared to the lowest, parks with the highest level of neighbourhood walkability (RR = 11.64, p < .001) and bikeability (RR = 2.29, p < .001) had significantly more visits. The results suggest that the walkability/bikeability surrounding parks may impact visits. Future studies would benefit from exploring the ways in which neighbourhood characteristics can promote park use.
公园提供了与自然接触的机会，对身体、社会和心理都有好处。了解社区设计是否会影响公园参观是很重要的。本研究的目的是研究加拿大社区步行/骑自行车与公园参观之间的关系。在2019年1月至2021年10月期间，215个市政公园和狗狗公园的公园访问量与社区的步行和骑自行车性有关。负二项回归估计了步行性、骑自行车性和访问次数之间的关联，控制了年份、公园类型、社区收入中位数、居民年龄中位数和城市/农村位置。邻里步行适宜性和骑自行车适宜性具有中等相关性，分别进行了探讨（r = 0.375,p <； .001）。与最低水平的公园相比，最高水平的社区步行（RR = 11.64, p <； .001）和自行车（RR = 2.29, p <； .001）的公园有更多的游客。结果表明，公园周边的步行性/骑自行车性可能会影响游客。未来的研究将受益于探索如何利用社区特色来促进公园的使用。
{"title":"The influence of neighbourhood walkability and bikeability on park visits using mobility data in Canada","authors":"Stephanie A. Prince , Nitharsana Manoharan , Gregory P. Butler , Sean Waites , Nauman Shakeel","doi":"10.1016/j.jcmr.2025.100079","DOIUrl":"10.1016/j.jcmr.2025.100079","url":null,"abstract":"<div><div>Parks afford the opportunity to engage with nature and have physical, social and psychological benefits. It is important to understand whether neighbourhood design can influence park visits. This study’s objective was to examine the association between neighbourhood walkability/bikeability and park visits in Canada. Between January 2019 and October 2021, park visits from 215 municipal and dog parks were linked to neighbourhood walkability and bikeability. Negative binomial regressions estimated associations between walkability, bikeability, and visits controlling for year, park type, median neighbourhood income, median age of residents, and urban/rural location. Neighbourhood walkability and bikeability were moderately correlated and explored separately (r = 0.375, p < .001). Compared to the lowest, parks with the highest level of neighbourhood walkability (RR = 11.64, p < .001) and bikeability (RR = 2.29, p < .001) had significantly more visits. The results suggest that the walkability/bikeability surrounding parks may impact visits. Future studies would benefit from exploring the ways in which neighbourhood characteristics can promote park use.</div></div>","PeriodicalId":100771,"journal":{"name":"Journal of Cycling and Micromobility Research","volume":"5 ","pages":"Article 100079"},"PeriodicalIF":0.0,"publicationDate":"2025-09-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"144702529","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2025-09-01Epub Date: 2025-07-08DOI: 10.1016/j.jcmr.2025.100078
Robert Egan , Hannah Julienne , Brian Caulfield
E-bikes and e-cargo bikes can ‘extend’ the practice of cycling, reducing the physical demands of cycling further, cycling faster, cycling in varied topography and weather, and cycling with passengers and goods. However, while e-cycling can moderate the demands of cycling and expand its functional capabilities, it can also introduce new physical and technical competences. The competences of parking may be particularly intensified. The higher values, additional components, and heavier weights of an e-cycle can mean greater and more complex use of locks, more cautious placing, and more laborious manoeuvring. In this qualitative study, we explored e-cargo bike owner experiences and practices of parking in the context of Ireland. We found that participants struggled to find a place that was a secure and convenient to park their e-cargo bikes. This struggle shaped their everyday mobility, constraining how and where the e-cargo bike would be used. In this paper, we conceptualise the dominant parking styles that participants adopted at home, at work, and in public, to enable secure and convenient e-cargo bike parking: standing out, official anchoring, improvised anchoring, and locking away. In addition, we provide an analysis of insurance measures adopted by participants to safeguard the e-cargo bike in the instance of damage or theft, and how insurance measures – and the absence of insurance – can structure parking styles. To conclude, we make several observations on cycle parking planning that could help to advance more e-cargo-bike-inclusive cycle parking futures in the context of Ireland.
{"title":"Finding a place for the e-cargo bike: The parking and insurance practices of owners in Ireland","authors":"Robert Egan , Hannah Julienne , Brian Caulfield","doi":"10.1016/j.jcmr.2025.100078","DOIUrl":"10.1016/j.jcmr.2025.100078","url":null,"abstract":"<div><div>E-bikes and e-cargo bikes can ‘extend’ the practice of cycling, reducing the physical demands of cycling further, cycling faster, cycling in varied topography and weather, and cycling with passengers and goods. However, while e-cycling can moderate the demands of cycling and expand its functional capabilities, it can also introduce new physical and technical competences. The competences of parking may be particularly intensified. The higher values, additional components, and heavier weights of an e-cycle can mean greater and more complex use of locks, more cautious placing, and more laborious manoeuvring. In this qualitative study, we explored e-cargo bike owner experiences and practices of parking in the context of Ireland. We found that participants struggled to <em>find a place</em> that was a secure and convenient to park their e-cargo bikes. This struggle shaped their everyday mobility, constraining how and where the e-cargo bike would be used. In this paper, we conceptualise the dominant parking styles that participants adopted at home, at work, and in public, to enable secure and convenient e-cargo bike parking: <em>standing out, official anchoring, improvised anchoring</em>, and <em>locking away</em>. In addition, we provide an analysis of <em>insurance measures</em> adopted by participants to safeguard the e-cargo bike in the instance of damage or theft, and how insurance measures – and the absence of insurance – can structure parking styles. To conclude, we make several observations on cycle parking planning that could help to advance more e-cargo-bike-inclusive cycle parking futures in the context of Ireland.</div></div>","PeriodicalId":100771,"journal":{"name":"Journal of Cycling and Micromobility Research","volume":"5 ","pages":"Article 100078"},"PeriodicalIF":0.0,"publicationDate":"2025-09-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"144596895","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2025-09-01Epub Date: 2025-06-13DOI: 10.1016/j.jcmr.2025.100075
Carlos Lamuela Orta
Urban mobility researchers have talked of cycling renaissance for more than a decade. Some of us even considered the COVID pandemic as an opportunity for pro-cycling behaviour and policy changes. But not all cities boosted their cycling policies during COVID, and infrastructure improvement does not necessarily result in sustained cycling traffic growth. This article responds to the tension between these optimistic messages and unfulfilled expectations with a case-study about Helsinki. The capital of Finland has a pro-cycling strategy, but it does not follow a conventional cycling renaissance path: it did not leverage the pandemic opportunity, and its cycling modal share is stable despite sustained investment in infrastructure. To understand its cycling dynamics across the COVID pandemic period (2018–2024), data from sixteen cycling counters are analysed, showing that in this period overall cycling trips declined (-15,7 %), with the exception of one route: a high-quality cycling highway with significant traffic growth since its expansion in 2018 (+50 %). Cycling counter data is complemented with in-situ observations (N = 7050) to quantify the levels of women participation and electrification in this route. While electrification appears to be stable at around 20 % of bicycles, women participation increased during the studied period and approaches gender-balance among e-bike users. The results indicate that a cycling highway can support cycling traffic increase beyond what can be explained by the introduction of e-bikes, population growth, or rerouting of previously existing bike trips. The discussion considers how in this context of overall cycling decline, seven specific characteristics associated with Helsinki’s North Cycling Highway may have contributed to its success, and require further research to determine their effects. This study also points out that the spatial polarization of cycling within a city poses a difficult question for policy: whether to distribute investments to avoid increasing polarization, or to further support the growing route(s) to further leverage the few successful cycling infrastructure policy cases.
{"title":"Helsinki’s cycling traffic trend in 2018–2024: Overall decline but growth in one cycling highway","authors":"Carlos Lamuela Orta","doi":"10.1016/j.jcmr.2025.100075","DOIUrl":"10.1016/j.jcmr.2025.100075","url":null,"abstract":"<div><div>Urban mobility researchers have talked of cycling renaissance for more than a decade. Some of us even considered the COVID pandemic as an opportunity for pro-cycling behaviour and policy changes. But not all cities boosted their cycling policies during COVID, and infrastructure improvement does not necessarily result in sustained cycling traffic growth. This article responds to the tension between these optimistic messages and unfulfilled expectations with a case-study about Helsinki. The capital of Finland has a pro-cycling strategy, but it does not follow a conventional cycling renaissance path: it did not leverage the pandemic opportunity, and its cycling modal share is stable despite sustained investment in infrastructure. To understand its cycling dynamics across the COVID pandemic period (2018–2024), data from sixteen cycling counters are analysed, showing that in this period overall cycling trips declined (-15,7 %), with the exception of one route: a high-quality cycling highway with significant traffic growth since its expansion in 2018 (+50 %). Cycling counter data is complemented with in-situ observations (N = 7050) to quantify the levels of women participation and electrification in this route. While electrification appears to be stable at around 20 % of bicycles, women participation increased during the studied period and approaches gender-balance among e-bike users. The results indicate that a cycling highway can support cycling traffic increase beyond what can be explained by the introduction of e-bikes, population growth, or rerouting of previously existing bike trips. The discussion considers how in this context of overall cycling decline, seven specific characteristics associated with Helsinki’s North Cycling Highway may have contributed to its success, and require further research to determine their effects. This study also points out that the spatial polarization of cycling within a city poses a difficult question for policy: whether to distribute investments to avoid increasing polarization, or to further support the growing route(s) to further leverage the few successful cycling infrastructure policy cases.</div></div>","PeriodicalId":100771,"journal":{"name":"Journal of Cycling and Micromobility Research","volume":"5 ","pages":"Article 100075"},"PeriodicalIF":0.0,"publicationDate":"2025-09-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"144308010","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2025-09-01Epub Date: 2025-08-06DOI: 10.1016/j.jcmr.2025.100082
Nils Fearnley, Knut Veisten
This paper presents a meta-analysis of stand-up e-scooters’ mode replacement, based on outcomes from one hundred studies and dataset collections. The material includes scientific publications and grey literature from Europe, North America and Oceania. We aggregate the various replaced transport modes into three groups: private motorized vehicles, public transport and active transport. The mode replacement outcomes are survey-based, primarily directed towards e-scooter users. The mode replacement question is either about what mode would have been used on the last trip if the e-scooter were not available or about general changes in trip frequency of other modes after starting using e-scooter. Site-specific characteristics are added to the characteristics of the surveys. Meta-regressions show that the proportions of replaced private motorized vehicles and public transport are primarily associated with the proportions of these modes in the cities’ transport/commuting at the outset. Active transport represents the largest proportion of modes replaced by the e-scooter, but with less explained variation with respect to site-specific characteristics. We derive quality-corrected meta-analytic estimates of e-scooter mode replacement proportions from a subset of the meta-data.
{"title":"What proportions of different transport modes do e-scooters replace? A meta-analysis","authors":"Nils Fearnley, Knut Veisten","doi":"10.1016/j.jcmr.2025.100082","DOIUrl":"10.1016/j.jcmr.2025.100082","url":null,"abstract":"<div><div>This paper presents a meta-analysis of stand-up e-scooters’ mode replacement, based on outcomes from one hundred studies and dataset collections. The material includes scientific publications and grey literature from Europe, North America and Oceania. We aggregate the various replaced transport modes into three groups: private motorized vehicles, public transport and active transport. The mode replacement outcomes are survey-based, primarily directed towards e-scooter users. The mode replacement question is either about what mode would have been used on the last trip if the e-scooter were not available or about general changes in trip frequency of other modes after starting using e-scooter. Site-specific characteristics are added to the characteristics of the surveys. Meta-regressions show that the proportions of replaced private motorized vehicles and public transport are primarily associated with the proportions of these modes in the cities’ transport/commuting at the outset. Active transport represents the largest proportion of modes replaced by the e-scooter, but with less explained variation with respect to site-specific characteristics. We derive quality-corrected meta-analytic estimates of e-scooter mode replacement proportions from a subset of the meta-data.</div></div>","PeriodicalId":100771,"journal":{"name":"Journal of Cycling and Micromobility Research","volume":"5 ","pages":"Article 100082"},"PeriodicalIF":0.0,"publicationDate":"2025-09-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"144829638","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2025-09-01Epub Date: 2025-08-28DOI: 10.1016/j.jcmr.2025.100083
Danil Belikhov , Guillermo Pérez Castro , Mathis Titgemeyer , Fredrik Johansson , Heather Kaths , Johan Olstam
Understanding free riding behavior—where bicyclists are unconstrained by other road users or traffic control measures—is essential for planning efficient and appealing bicycle traffic systems. Bicyclist behavior is shaped by a combination of environmental conditions and individual preferences. This study examines free riding behavior, and identifies correlations with individual characteristics and contextual features such as infrastructure design (slopes and curves) and wind speed. We introduce a method using instrumented bicycles in a semi-controlled experiment to collect data describing the speed, power output, and heart rate of commuting bicyclists. Participants in two study populations (28 in Sweden and 29 in Germany) ride their bicycles equipped with sensors along designated routes during off-peak demand periods, enabling comparative analysis of different trip features. Results highlight significant inter- and intrapersonal variations in speed and power output along a trip. Approximately 80 percent of the variation in free riding speed and power output over a trip, and over both populations of bicyclists, is explained by gender, individual preferences, topography, curvature, crossing intersections, and wind speeds. Headwinds and uphills generally reduce speeds but bicyclists increase power output to partially offset these effects. Downhills lead to high speed variation and distinct tactical behaviors, such as braking, coasting, and accelerating. These findings underscore the complexity of bicycling behavior and quantify how bicyclists adapt to varying features of the trip.
{"title":"Exploring free riding behavior: An instrumented bicycle study on the impact of infrastructure and wind on bicycling","authors":"Danil Belikhov , Guillermo Pérez Castro , Mathis Titgemeyer , Fredrik Johansson , Heather Kaths , Johan Olstam","doi":"10.1016/j.jcmr.2025.100083","DOIUrl":"10.1016/j.jcmr.2025.100083","url":null,"abstract":"<div><div>Understanding free riding behavior—where bicyclists are unconstrained by other road users or traffic control measures—is essential for planning efficient and appealing bicycle traffic systems. Bicyclist behavior is shaped by a combination of environmental conditions and individual preferences. This study examines free riding behavior, and identifies correlations with individual characteristics and contextual features such as infrastructure design (slopes and curves) and wind speed. We introduce a method using instrumented bicycles in a semi-controlled experiment to collect data describing the speed, power output, and heart rate of commuting bicyclists. Participants in two study populations (28 in Sweden and 29 in Germany) ride their bicycles equipped with sensors along designated routes during off-peak demand periods, enabling comparative analysis of different trip features. Results highlight significant inter- and intrapersonal variations in speed and power output along a trip. Approximately 80 percent of the variation in free riding speed and power output over a trip, and over both populations of bicyclists, is explained by gender, individual preferences, topography, curvature, crossing intersections, and wind speeds. Headwinds and uphills generally reduce speeds but bicyclists increase power output to partially offset these effects. Downhills lead to high speed variation and distinct tactical behaviors, such as braking, coasting, and accelerating. These findings underscore the complexity of bicycling behavior and quantify how bicyclists adapt to varying features of the trip.</div></div>","PeriodicalId":100771,"journal":{"name":"Journal of Cycling and Micromobility Research","volume":"5 ","pages":"Article 100083"},"PeriodicalIF":0.0,"publicationDate":"2025-09-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"144916528","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2025-09-01Epub Date: 2025-08-22DOI: 10.1016/j.jcmr.2025.100084
Helena Breuer, Hisham Jashami, David Hurwitz
At Mount Diablo State Park in Northern California, a local coalition of cyclists known as the Mount Diablo Cyclists observed an overrepresentation of driver-overtaking-cyclist collisions on curves with limited sight distance. In response, they adapted the design of a truck climbing/passing lane to propose a ‘bike turnout’ which provides cyclists with exclusive right-of-way and a dedicated space for drivers to safely pass cyclists on uphill grades. Since 2016, 67 bike turnouts have been installed in MDSP. In 2022, the Oregon Department of Transportation aimed to study the attitudes of drivers and cyclists to bike turnouts by deploying a statewide online video-based survey. The results from both surveys revealed overwhelming receptivity to implementing bike turnouts in Oregon – 88.3 % of cyclists and 83.6 % of drivers were supportive of the implementation of bike turnouts in Oregon. On average, the perceived potential impacts on safety and user comfort had the greatest degree of effectiveness. Collectively, these findings indicate the viability and potential for bike turnouts in Oregon.
在北加州的迪亚波罗山州立公园（Mount Diablo State Park），当地一个名为“迪亚波罗山骑行者联盟”（Mount Diablo cyclists）的骑行者联盟发现，在视线有限的弯道上，司机超车事故的发生率过高。作为回应，他们调整了卡车爬坡/超车车道的设计，提出了一个“自行车道口”，为骑自行车的人提供了专属的通行权，并为司机提供了一个专门的空间，让他们在上坡路段安全地超过骑自行车的人。自2016年以来，MDSP已经安装了67个自行车轮。2022年，俄勒冈州交通部（Oregon Department of Transportation）打算通过在全州范围内部署一项基于视频的在线调查，研究司机和骑自行车的人对自行车投票率的态度。两项调查的结果都显示，俄勒冈州对实施自行车投票率的接受度极高——88.3% %的骑自行车者和83.6% %的司机支持在俄勒冈州实施自行车投票率。平均而言，感知到的对安全和用户舒适度的潜在影响具有最大程度的有效性。总的来说，这些发现表明了俄勒冈州自行车投票率的可行性和潜力。
{"title":"Safety and user perceptions of bike turnouts","authors":"Helena Breuer, Hisham Jashami, David Hurwitz","doi":"10.1016/j.jcmr.2025.100084","DOIUrl":"10.1016/j.jcmr.2025.100084","url":null,"abstract":"<div><div>At Mount Diablo State Park in Northern California, a local coalition of cyclists known as the Mount Diablo Cyclists observed an overrepresentation of driver-overtaking-cyclist collisions on curves with limited sight distance. In response, they adapted the design of a truck climbing/passing lane to propose a ‘bike turnout’ which provides cyclists with exclusive right-of-way and a dedicated space for drivers to safely pass cyclists on uphill grades. Since 2016, 67 bike turnouts have been installed in MDSP. In 2022, the Oregon Department of Transportation aimed to study the attitudes of drivers and cyclists to bike turnouts by deploying a statewide online video-based survey. The results from both surveys revealed overwhelming receptivity to implementing bike turnouts in Oregon – 88.3 % of cyclists and 83.6 % of drivers were supportive of the implementation of bike turnouts in Oregon. On average, the perceived potential impacts on safety and user comfort had the greatest degree of effectiveness. Collectively, these findings indicate the viability and potential for bike turnouts in Oregon.</div></div>","PeriodicalId":100771,"journal":{"name":"Journal of Cycling and Micromobility Research","volume":"5 ","pages":"Article 100084"},"PeriodicalIF":0.0,"publicationDate":"2025-09-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"144903093","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2025-09-01Epub Date: 2025-06-06DOI: 10.1016/j.jcmr.2025.100073
Emely Richter , Joscha Raudszus , Sven Lißner
GPS data offer an up-to-date, available, and easily processable database for bicycle traffic planning. Unlike permanent counters, they generally represent wide parts of the bicycle network. However, GPS data is derivable only from a subset of the cycling population and thus provides a limited overview of existing bicycle traffic volumes in a city at best. For planning or dimensioning of cycling infrastructure the data is only partially sufficient. Values such as the (annual) average daily number of bicycles (ADB/AADB) are more suitable. Using regression methods, GPS data in combination with (permanent) counter data can be utilized to model network-wide ADB. So far however, related studies mostly deal with only few counters in individual cities or metropolitan regions. Due to different modelling approaches and input variables, the results are neither comparable nor transferable. Therefore, no conclusion as to which models are most suited can be drawn. This study investigates the extrapolation of GPS data from a nationwide data set in Germany. First, six different types of regression models are trained based on the data set. Second, the trained models are utilized for network-wide AADB estimation in six municipalities. Thereby, this study provides a framework for comparable error metrics and investigates the suitability of the tested models for (1) estimation at permanent counters and (2) network-wide estimation. The models are divided into three classes: linear, tree-based and neural network models. We used 452 data points from permanent counters across Germany for model training. After assessing the model performances at the counters, they are applied to municipality-wide network sections. Comparing the overall performance, Support Vector Regression currently proves to be the most promising for extrapolating traffic volumes from GPS data to network-wide AADB.
{"title":"Assessing regression methods to estimate network-wide bicycle traffic volumes based on crowdsourced GPS and permanent counter data","authors":"Emely Richter , Joscha Raudszus , Sven Lißner","doi":"10.1016/j.jcmr.2025.100073","DOIUrl":"10.1016/j.jcmr.2025.100073","url":null,"abstract":"<div><div>GPS data offer an up-to-date, available, and easily processable database for bicycle traffic planning. Unlike permanent counters, they generally represent wide parts of the bicycle network. However, GPS data is derivable only from a subset of the cycling population and thus provides a limited overview of existing bicycle traffic volumes in a city at best. For planning or dimensioning of cycling infrastructure the data is only partially sufficient. Values such as the (annual) average daily number of bicycles (ADB/AADB) are more suitable. Using regression methods, GPS data in combination with (permanent) counter data can be utilized to model network-wide ADB. So far however, related studies mostly deal with only few counters in individual cities or metropolitan regions. Due to different modelling approaches and input variables, the results are neither comparable nor transferable. Therefore, no conclusion as to which models are most suited can be drawn. This study investigates the extrapolation of GPS data from a nationwide data set in Germany. First, six different types of regression models are trained based on the data set. Second, the trained models are utilized for network-wide AADB estimation in six municipalities. Thereby, this study provides a framework for comparable error metrics and investigates the suitability of the tested models for (1) estimation at permanent counters and (2) network-wide estimation. The models are divided into three classes: linear, tree-based and neural network models. We used 452 data points from permanent counters across Germany for model training. After assessing the model performances at the counters, they are applied to municipality-wide network sections. Comparing the overall performance, Support Vector Regression currently proves to be the most promising for extrapolating traffic volumes from GPS data to network-wide AADB.</div></div>","PeriodicalId":100771,"journal":{"name":"Journal of Cycling and Micromobility Research","volume":"5 ","pages":"Article 100073"},"PeriodicalIF":0.0,"publicationDate":"2025-09-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"144271525","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2025-09-01Epub Date: 2025-06-07DOI: 10.1016/j.jcmr.2025.100071
Daniel Romm, José Arturo Jasso Chávez, Lexi Kinman, Pegah Salsabilian, Grant McKenzie, Kevin Manaugh
Many cities today are redesigning their streetscapes to redress the historical privilege afforded to the automobile in planning and policy. Much streetscape redesign is around transport infrastructure space, which largely prioritizes car travel and marginalizes other travel modes. Attempts by planners and policy makers to this end often are met with public opposition by advocates of the car, protesting about losing space on the street. This is empirically investigated with the case of Montréal by determining the allocation of street space to transport infrastructures, deriving measures of infrastructure space per traveller, and devising an Equal Infrastructure Allocation score to measure the imbalance between infrastructure provision per travel mode. Per borough, the distribution of transport infrastructure is examined, alongside correlations with demographic, socio-economic, land use, and crash rate variables. Potential scenarios of significant micromobility infrastructure improvement are modelled to test how infrastructure space apportionment per mode changes. This investigation discovers that even large improvements to micromobility infrastructure have a minor effect on space allocated to automobiles. Equal Infrastructure Allocation score and associated indicators are presented as useful tools for planners and policy makers implementing micromobility infrastructure projects, to better communicate with the public and address potential opposition.
{"title":"The cars are going to be alright: Examining micromobility infrastructure space allocation and potential improvement scenarios in Montréal","authors":"Daniel Romm, José Arturo Jasso Chávez, Lexi Kinman, Pegah Salsabilian, Grant McKenzie, Kevin Manaugh","doi":"10.1016/j.jcmr.2025.100071","DOIUrl":"10.1016/j.jcmr.2025.100071","url":null,"abstract":"<div><div>Many cities today are redesigning their streetscapes to redress the historical privilege afforded to the automobile in planning and policy. Much streetscape redesign is around transport infrastructure space, which largely prioritizes car travel and marginalizes other travel modes. Attempts by planners and policy makers to this end often are met with public opposition by advocates of the car, protesting about losing space on the street. This is empirically investigated with the case of Montréal by determining the allocation of street space to transport infrastructures, deriving measures of infrastructure space per traveller, and devising an Equal Infrastructure Allocation score to measure the imbalance between infrastructure provision per travel mode. Per borough, the distribution of transport infrastructure is examined, alongside correlations with demographic, socio-economic, land use, and crash rate variables. Potential scenarios of significant micromobility infrastructure improvement are modelled to test how infrastructure space apportionment per mode changes. This investigation discovers that even large improvements to micromobility infrastructure have a minor effect on space allocated to automobiles. Equal Infrastructure Allocation score and associated indicators are presented as useful tools for planners and policy makers implementing micromobility infrastructure projects, to better communicate with the public and address potential opposition.</div></div>","PeriodicalId":100771,"journal":{"name":"Journal of Cycling and Micromobility Research","volume":"5 ","pages":"Article 100071"},"PeriodicalIF":0.0,"publicationDate":"2025-09-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"144263543","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2025-09-01Epub Date: 2025-06-20DOI: 10.1016/j.jcmr.2025.100076
Ioannis Tsouros , Amalia Polydoropoulou , Athena Tsirimpa , Ioannis Karakikes , Shahram Tahmasseby , Anas Mohammed , Wael Alhajyaseen
Overcoming Doha's "first/last-mile" gap is critical if its new metro is to win riders in a car-oriented, hot-climate city. We therefore combined over 44,000 anonymised e-scooter GPS traces collected between December 2020 and August 2021 with hourly metro-gate counts and network-based walksheds around every station. Descriptive statistics, correlation tests and travel behaviour-centred user segmentation revealed how the two modes interact in space and time. Fifty-seven per cent of scooter trips began or ended within a short walk of a metro entrance, indicating significant spatial proximity between micromobility usage and transit infrastructure. Five distinct rider groups emerged: "frequent commuters" concentrate at central business-district stations, while "infrequent weekend riders" cluster at leisure destinations. Temporal analysis revealed strong integration potential across diverse station types: 8 out of 10 stations demonstrated temporal alignment between scooter activity and metro ridership, including business districts, cultural destinations, and residential areas. This alignment typically followed a logical pattern with ridership peaks, followed by scooter activity peaks consistent with multimodal trip-making. Only stations with minimal scooter activity showed patterns inconsistent with transit connectivity. These findings demonstrate that successful multimodal integration extends beyond business districts to include diverse urban contexts when supported by appropriate infrastructure. The Doha case shows that even in extreme heat climates, spatiotemporal analysis can guide effective micromobility policies that enhance both transit connectivity and broader urban accessibility.
{"title":"Unlocking multimodality: E-scooters as first/last mile connectors and multimodal hub exploration in Doha","authors":"Ioannis Tsouros , Amalia Polydoropoulou , Athena Tsirimpa , Ioannis Karakikes , Shahram Tahmasseby , Anas Mohammed , Wael Alhajyaseen","doi":"10.1016/j.jcmr.2025.100076","DOIUrl":"10.1016/j.jcmr.2025.100076","url":null,"abstract":"<div><div>Overcoming Doha's \"first/last-mile\" gap is critical if its new metro is to win riders in a car-oriented, hot-climate city. We therefore combined over 44,000 anonymised e-scooter GPS traces collected between December 2020 and August 2021 with hourly metro-gate counts and network-based walksheds around every station. Descriptive statistics, correlation tests and travel behaviour-centred user segmentation revealed how the two modes interact in space and time. Fifty-seven per cent of scooter trips began or ended within a short walk of a metro entrance, indicating significant spatial proximity between micromobility usage and transit infrastructure. Five distinct rider groups emerged: \"frequent commuters\" concentrate at central business-district stations, while \"infrequent weekend riders\" cluster at leisure destinations. Temporal analysis revealed strong integration potential across diverse station types: 8 out of 10 stations demonstrated temporal alignment between scooter activity and metro ridership, including business districts, cultural destinations, and residential areas. This alignment typically followed a logical pattern with ridership peaks, followed by scooter activity peaks consistent with multimodal trip-making. Only stations with minimal scooter activity showed patterns inconsistent with transit connectivity. These findings demonstrate that successful multimodal integration extends beyond business districts to include diverse urban contexts when supported by appropriate infrastructure. The Doha case shows that even in extreme heat climates, spatiotemporal analysis can guide effective micromobility policies that enhance both transit connectivity and broader urban accessibility.</div></div>","PeriodicalId":100771,"journal":{"name":"Journal of Cycling and Micromobility Research","volume":"5 ","pages":"Article 100076"},"PeriodicalIF":0.0,"publicationDate":"2025-09-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"144366452","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
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