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Transportation impacts modeling
Published in Zongzhi Li, Transportation Asset Management, 2018
Non-motorized transportation refers to human-powered transportation modes, including biking and walking. These modes offer excellent commuting options that support our overall mission to reduce traffic congestion and improve air quality. Communities that are pedestrian- and bicycle-friendly are also “livable,” providing residents with opportunities for recreation and community-enhancing economic development (Bushell et al., 2013).
Re-shaping a post-seismic re-construction district through cycling infrastructures. The case of Monterusciello
Published in Michèle Pezzagno, Maurizio Tira, Town and Infrastructure Planning for Safety and Urban Quality, 2018
In this context, is essential for public administration to take the funding opportunities available at European Union level, in order to finance radical intervention on urban mobility and built a bicycle friendly community.
Making Changes for the Benefit of Future Generations
Published in Julie Kerr, Introduction to Energy and Climate, 2017
There are quite a few notable cities and states that are leading the way to a greener country. Here are some examples: Texas has added more than 4,000 MW of wind power-generating capacity in the past decade. Wind power now provides 3 percent of Texas’ electricity, which is enough to keep about 8 million metric tons of GHGs out of the atmosphere each year.New Jersey has doubled its solar power-generating capacity within the past few years through public policies that promote solar panels on rooftops.California uses 20 percent of less energy per capita than it did in 1973 thanks to strong energy efficiency policies for buildings and appliances.Wisconsin has adopted several environmental policies to promote energy efficiencies in industry. These programs have not only been able to save businesses money and create new jobs within the state, but they have also kept 200,000 metric tons of CO2 out of the atmosphere.Portland, Oregon, has more than doubled the number of bicyclists in the past decade by making the city bicycle friendly.Improvements to the mass transit systems in Rosslyn and Ballston, Virginia, have encouraged about 40 percent of the residents to take mass transit.Southeastern Pennsylvania has a 20 percent increase in the number of passengers on the trains that travel to Harrisburg and Philadelphia because the travel speeds were increased, making the trains more efficient, reliable, and attractive to use (Figure 20.6).
Trip chaining of bicycle and car commuters: an empirical analysis of detours to secondary activities
Published in Transportmetrica A: Transport Science, 2022
Florian Schneider, Winnie Daamen, Serge Hoogendoorn
The findings of this paper are of interest for both transportation scientists and practitioners. The identified behavioural differences between active and motorised travel behaviour have implications for example for the space–time prism concept, in which space should not only be restricted by available time for active mode travellers, but also by a measure of physical capacity. Furthermore, the interpretation that cycling can be related to positive utility challenges the foundations of current econometric choice modelling practice. Urban planners can use the outcomes to develop dedicated urban environments that stimulate trip chaining behaviour in general or bicycle trip chaining in particular (and thereby increase the mode share of the bicycle). The estimated mean extensions can be used to identify hot spot areas between residential zones and jobs in which further destinations such as day-care centres, supermarkets, other shops and further services (e.g. surgeries) could be concentrated. Such areas could additionally be accompanied by bicycle-friendly policies such as providing safe and accessible bicycle parking facilities, publicly available lockers to store purchases or charging stations for electric bicycles.
From conventional to electrically-assisted cycling. A biographical approach to the adoption of the e-bike
Published in International Journal of Sustainable Transportation, 2021
Dimitri Marincek, Patrick Rérat
Overall, cycling trajectories demonstrate the influence of biographical and contextual changes on the adoption of e-bikes. These changes can both act as opportunities for returning to cycling, or as threats to its continuation. This parallels the finding of Bonham and Wilson (2012), who noted the “circularity” of cycling and its tendency to return at various moments of life. By removing barriers to conventional cycling linked to distance, physical effort, or weight, the e-bike could play a role in reducing interruptions to cycling during the life course. However, e-bikes will not solve everything, and interruptions to cycling may also be due to an unsupportive cycling environment. Both maintaining and attracting e-bike users requires cycle friendly infrastructures which must satisfy criteria of cohesion, directness, attractiveness, safety and comfort (CROW, 2016).
Recreational bicycling as a “gateway” to utility bicycling: The case of Charlotte, NC
Published in International Journal of Sustainable Transportation, 2018
Consistent with existing literature, the presence of linear bicycle pathways appears to stimulate bicycle commuting (Dill & Carr, 2003; Krizek et al., 2009; Nelson & Allen, 1997). This study measured the presence of bicycle pathways in total miles of bicycle pathways (including bike lanes, greenways, and signed routes) per square mile of land area in the ZIP code in which the survey respondent resides. Similar to prior studies this result is not straightforward to interpret: ZIP code areas are large, and an individual living in a ZIP code with a high concentration of bikeways may (or may not) live near those bikeways, and may (or may not) use them. Furthermore, the presence of bikeways in the vicinity could encourage individuals to ride by simply signaling a “bicycle friendly” atmosphere, or stimulate a safer environment for cyclists by signaling the presence of cyclists to motorists. Finally, these results do not clarify whether bicycle infrastructure inspires individuals to ride once a week for utility purposes, or whether individuals that prefer cycling move to neighborhoods with more bicycle infrastructure.