Journal of Cycling and Micromobility Research最新文献

{"title":"Clutter from parked e-scooters: Effects of dedicated spaces","authors":"Katrine Karlsen,&nbsp;Petr Pokorny,&nbsp;Espen Johnsson,&nbsp;Aslak Fyhri","doi":"10.1016/j.jcmr.2025.100091","DOIUrl":"10.1016/j.jcmr.2025.100091","url":null,"abstract":"<div><div>Shared e-scooters are popular, but improperly parked e-scooters impede access for pedestrians. Policymakers need knowledge about the impact and limitations of parking measures to reduce clutter. This paper evaluates pilots that introduced dedicated e-scooter parking places in areas with free-floating parking. Parking racks were implemented in a borough in Oslo, while painted spaces were introduced in the city centres of Oslo and Trondheim. The parking measures were evaluated using video recordings, GPS-data and surveys. Results show that about two thirds of riders ending their trip in the vicinity of a parking measure park in or near the measure. The parking becomes more concentrated around the measures and there is a clear reduction in the share of e-scooters in the area that impede access for pedestrians. The large variations from site to site indicate that the exact placement of the parking measure is important. The effect of voluntary parking measures is greatest in the immediate vicinity and appears to fade away about 70 m from the measures. Non-riders experience parked e-scooter as an obstacle to a significantly greater extent than riders do, and there was no significant decrease in perceptions of e-scooters as an obstacle after a parking rack was placed. Overall, voluntary parking measures appear to improve parking behaviour in the immediate vicinity, but do not eliminate problematic parking.</div></div>","PeriodicalId":100771,"journal":{"name":"Journal of Cycling and Micromobility Research","volume":"6 ","pages":"Article 100091"},"PeriodicalIF":0.0,"publicationDate":"2025-09-25","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"145220952","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}

{"title":"Are we measuring what matters? A multilayered framework evaluating active mobility infrastructure through PLOS, BLOS and 15 minute city principles","authors":"Richa Maheshwari ,&nbsp;Martin Loidl ,&nbsp;Rupali Khare ,&nbsp;Mario Cools","doi":"10.1016/j.jcmr.2025.100089","DOIUrl":"10.1016/j.jcmr.2025.100089","url":null,"abstract":"<div><div>Active mobility is increasingly recognised as the cornerstone of sustainable urban development. Providing suitable infrastructure for walking and cycling is essential for promoting active transport and achieving its associated environmental and health benefits. However, systematically evaluating the suitability of active mobility infrastructure remains a methodological challenge. This paper presents a multilayered conceptual framework designed to assist policymakers, practitioners, and researchers in assessing active mobility infrastructure by integrating Pedestrian and Bicycle Level of Service models with the principles of the 15 min city. The hierarchical framework organises six broad constructs, such as Facilities, Geometric Design, Built and Natural Environment, Amenities, Proximity and Accessibility, and Flow and Traffic Characteristics, under which 138 unique indicators are classified. A systematic review of 78 studies using the PRISMA protocol guided the development of this structure, revealing both commonly cited and underutilised indicators critical for infrastructure evaluation. The three-layered framework illustrates how pedestrian and cyclist experiences are shaped by the interplay between physical infrastructure, its surrounding environment, and functional performance. It enhances conceptual clarity, reduces redundancy and ambiguities caused by overlapping terminologies, and supports evaluation at both micro and macro scales. It introduces the \"Golden Nuggets\", i.e., the essential indicators for evaluating non-motorised infrastructure and highlights underused but important metrics. The framework also recommends scaling segment-based assessments to route- and network-based levels, advancing current PLOS and BLOS models. Future research should focus on empirical validation across spatial scales and the development of indicator weighting schemes to enhance the framework’s application as a practical, scalable, and transferable evaluation tool.</div></div>","PeriodicalId":100771,"journal":{"name":"Journal of Cycling and Micromobility Research","volume":"6 ","pages":"Article 100089"},"PeriodicalIF":0.0,"publicationDate":"2025-09-23","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"145158409","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}

{"title":"Drivers and barriers to integrating shared micromobility with public transport A latent class clustering analysis of adoption attitudes in the Netherlands","authors":"Nejc Geržinič ,&nbsp;Mark van Hagen ,&nbsp;Hussein Al-Tamimi ,&nbsp;Niels van Oort ,&nbsp;Dorine Duives","doi":"10.1016/j.jcmr.2025.100090","DOIUrl":"10.1016/j.jcmr.2025.100090","url":null,"abstract":"<div><div>Shared micromobility (SMM), including bicycles, e-bikes, scooters, etc., is often cited as a solution to the first and especially the last mile problem of public transport (PT), yet when implemented, they often do not get adopted by a broader travelling public. As behavioural adaption is largely related to peoples’ attitudes and perceptions, we develop a behavioural framework based on the UTAUT2 framework to gain better understanding why individuals may (not) be willing to use SMM. Through an exploratory factor analysis (EFA) and a latent class cluster analysis (LCCA), we study the adoption potential of SMM and assess drivers and barriers as perceived by different user groups. Our findings uncover six user groups; <em>Shared mobility positives</em>, <em>Car-oriented sharing neutrals, Older apprehensive sharers, Young eager adopters, (Shared) Mobility avoiders</em> and <em>Skilled sharing sceptics</em>. The <em>Young eager adopters</em> and <em>Shared mobility positives</em> tend to be the most open to adopting SMM and able to do so. <em>Older apprehensive sharers</em> would like to, but find it difficult or dangerous to use, while <em>Skilled sharing sceptics</em> are capable and confident, but have limited intention of using it. <em>Car-oriented sharing neutrals</em> and <em>(Shared) Mobility avoiders</em> are most negative about SMM, finding it difficult to use and dangerous. Factors relating to technological savviness, ease-of-use, physical safety and societal perception seem to be the strongest adoption predictors. Younger, high-educated males are the group most likely and open to using SMM, while older individuals with lower incomes and a lower level of education tend to be the least likely.</div></div>","PeriodicalId":100771,"journal":{"name":"Journal of Cycling and Micromobility Research","volume":"6 ","pages":"Article 100090"},"PeriodicalIF":0.0,"publicationDate":"2025-09-22","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"145158382","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}

{"title":"Modelling the impact of lower speed limits on residential streets for cyclist level of traffic stress and car travel time in Greater Melbourne","authors":"Afshin Jafari ,&nbsp;Steve Pemberton ,&nbsp;Sapan Tiwari ,&nbsp;Tayebeh Saghapour ,&nbsp;Nikhil Chand ,&nbsp;Belen Zapata-Diomedi ,&nbsp;Billie Giles-Corti","doi":"10.1016/j.jcmr.2025.100085","DOIUrl":"10.1016/j.jcmr.2025.100085","url":null,"abstract":"<div><div>Reducing speed limits to create safer, lower-stress environments for cyclists is a widely proposed policy but often faces resistance due to concerns about increased travel times. This study evaluates these concerns by assessing Level of Traffic Stress (LTS) under existing speed limits (base scenario) and the effects of reducing residential street speed limits to 40 km/h and 30 km/h (alternative scenarios) on cycling LTS and car travel time.</div><div>LTS is a widely used measure of cycling stress, categorising road segments from LTS-1 (least stressful) to LTS-4 (most stressful). We assigned LTS values to all road segments in Greater Melbourne based on cycling infrastructure, road hierarchy, traffic volume, and speed limits from OpenStreetMap. Trips from a government travel survey were then routed through the network to estimate exposure to different LTS levels under base and alternative scenarios. Additionally, a mode choice model was developed to examine the impact of LTS exposure on cycling likelihood. Finally, an agent-based transport model was used to evaluate the impact of this intervention on car travel time.</div><div>Results showed significant reductions in high-LTS exposure with lower speed limits. Under the base case, 27.9% of routes were on LTS-1 roads, and at 30 km/h this increased to 63.3%. Mode choice model results confirmed a strong negative correlation between cycling likelihood and high-LTS exposure. Car travel time impacts were minimal, even for trips largely on residential streets the average was only one minute.</div></div>","PeriodicalId":100771,"journal":{"name":"Journal of Cycling and Micromobility Research","volume":"6 ","pages":"Article 100085"},"PeriodicalIF":0.0,"publicationDate":"2025-09-06","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"145060620","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}

{"title":"Exploring free riding behavior: An instrumented bicycle study on the impact of infrastructure and wind on bicycling","authors":"Danil Belikhov ,&nbsp;Guillermo Pérez Castro ,&nbsp;Mathis Titgemeyer ,&nbsp;Fredrik Johansson ,&nbsp;Heather Kaths ,&nbsp;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":"2025-08-28","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}

{"title":"Detecting statistically significant annual changes in cycling volumes based on crowdsourced GPS-data","authors":"Joscha Raudszus ,&nbsp;Emely Richter ,&nbsp;Sven Lißner","doi":"10.1016/j.jcmr.2025.100080","DOIUrl":"10.1016/j.jcmr.2025.100080","url":null,"abstract":"<div><div>It is essential for local authorities to conduct retrospective analyses of the impacts of infrastructure measures and barriers on cycling. Typically, such evaluations can only be performed at specific locations through permanent counting stations, or with the help of on site surveys. However, to gain a comprehensive overview across an entire network, extensive GPS track data proves invaluable. A bivariate correlation analysis is employed to examine the linear relationship between GPS tracks and data from permanent counting stations. To facilitate comparison, the annual GPS tracks are aggregated into hexagonal grids, and the annual changes are quantified using various approaches. A spatial correlation analysis is then conducted for each approach using Moran’s I, identifying clusters of significant changes. These results are compared and validated against known infrastructure measures and barriers, using a German City (Dresden) as a case study. The analysis reveals a moderate to strong linear correlation between GPS data and permanent counting station data. Infrastructure measures and barriers are identifiable across all methods of analyzing annual changes, and, in certain instances, shifts in cyclist routes to or from alternative nearby roads are also detected. Given that certain clusters of significant change cannot be directly attributed to specific infrastructure measures or barriers, it is crucial to incorporate multiple approaches to analyze annual change. This methodology helps mitigate the risk of false inferences, enhancing the robustness and reliability of the findings.</div></div>","PeriodicalId":100771,"journal":{"name":"Journal of Cycling and Micromobility Research","volume":"6 ","pages":"Article 100080"},"PeriodicalIF":0.0,"publicationDate":"2025-08-25","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"144989919","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}

{"title":"Safety and user perceptions of bike turnouts","authors":"Helena Breuer,&nbsp;Hisham Jashami,&nbsp;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":"2025-08-22","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}

{"title":"How to create a sustainable growth in bicycle traffic? The case of Paris","authors":"Alexandre Lanvin ,&nbsp;Jean Charléty ,&nbsp;Guillaume Ferreol ,&nbsp;Anatole Homann ,&nbsp;Elliot Massey ,&nbsp;Alix Vermeulen ,&nbsp;Alexandre Chasse","doi":"10.1016/j.jcmr.2025.100081","DOIUrl":"10.1016/j.jcmr.2025.100081","url":null,"abstract":"<div><div>In recent years, cycling has received notable investments in response to the urge to decarbonize the transportation sector, leading to an increase in its modal share in many territories. The present article presents a longitudinal study that evaluates the impact of various public policies on bicycle growth in Paris over the period 2018–2023. Variables of interest can be classified according to five themes: targeted cycling policies, restrictions imposed on motorized vehicles, disruptions on other modes of transport, livability policies, and economic conditions. The methodology is based on dependence-aware sensitivity analysis techniques to assess the separate contributions of each of these variables on bicycle traffic, aggregated at the city scale, and extracted from ground counter data. In order to be exhaustive, variations due to weather and calendar dynamics are also controlled for. Results indicate that local authorities should primarily focus on the development of bicycle infrastructure, including bicycle lanes, parking slots, and effective bicycle-sharing systems. While these measures are instrumental, sustainable growth relies on the implementation of a diverse range of policies. Bicycle usage can be further expanded by making it more attractive, specifically through the creation of pedestrian zones and green spaces, or the promotion of e-bikes. Additionally, cycling tends to increase as car usage becomes more difficult, although this finding calls for equity considerations.</div></div>","PeriodicalId":100771,"journal":{"name":"Journal of Cycling and Micromobility Research","volume":"5 ","pages":"Article 100081"},"PeriodicalIF":0.0,"publicationDate":"2025-08-14","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"144889373","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}

{"title":"What proportions of different transport modes do e-scooters replace? A meta-analysis","authors":"Nils Fearnley,&nbsp;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":"2025-08-06","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}

{"title":"Cycling speed profiles from GPS data: Insights for conventional and electrified bicycles in Switzerland","authors":"Laurin F. Maurer,&nbsp;Adrian Meister,&nbsp;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":"2025-07-19","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}