The role of bicycle sharing systems in normalising the image of cycling: An observational study of London cyclists.
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SUBMITTER: Goodman A
PROVIDER: S-EPMC4278440 | biostudies-literature | 2014 Mar
REPOSITORIES: biostudies-literature
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The role of bicycle sharing systems in normalising the image of cycling: An observational study of London cyclists.
Goodman Anna A Green Judith J Woodcock James J
Journal of transport & health 20140301 1
Bicycle sharing systems are increasingly popular around the world and have the potential to increase the visibility of people cycling in everyday clothing. This may in turn help normalise the image of cycling, and reduce perceptions that cycling is 'risky' or 'only for sporty people'. This paper sought to compare the use of specialist cycling clothing between users of the London bicycle sharing system (LBSS) and cyclists using personal bicycles. To do this, we observed 3594 people on bicycles at ...[more]
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Project description:ObjectiveTo model the impacts of the bicycle sharing system in London on the health of its users.DesignHealth impact modelling and evaluation, using a stochastic simulation model.SettingCentral and inner London, England.Data sourcesTotal population operational registration and usage data for the London cycle hire scheme (collected April 2011-March 2012), surveys of cycle hire users (collected 2011), and London data on travel, physical activity, road traffic collisions, and particulate air pollution (PM2.5, (collected 2005-12).Participants578,607 users of the London cycle hire scheme, aged 14 years and over, with an estimated 78% of travel time accounted for by users younger than 45 years.Main outcome measuresChange in lifelong disability adjusted life years (DALYs) based on one year impacts on incidence of disease and injury, modelled through medium term changes in physical activity, road traffic injuries, and exposure to air pollution.ResultsOver the year examined the users made 7.4 million cycle hire trips (estimated 71% of cycling time by men). These trips would mostly otherwise have been made on foot (31%) or by public transport (47%). To date there has been a trend towards fewer fatalities and injuries than expected on cycle hire bicycles. Using these observed injury rates, the population benefits from the cycle hire scheme substantially outweighed harms (net change -72 DALYs (95% credible interval -110 to -43) among men using cycle hire per accounting year; -15 (-42 to -6) among women; note that negative DALYs represent a health benefit). When we modelled cycle hire injury rates as being equal to background rates for all cycling in central London, these benefits were smaller and there was no evidence of a benefit among women (change -49 DALYs (-88 to -17) among men; -1 DALY (-27 to 12) among women). This sex difference largely reflected higher road collision fatality rates for female cyclists. At older ages the modelled benefits of cycling were much larger than the harms. Using background injury rates in the youngest age group (15 to 29 years), the medium term benefits and harms were both comparatively small and potentially negative.ConclusionLondon's bicycle sharing system has positive health impacts overall, but these benefits are clearer for men than for women and for older users than for younger users. The potential benefits of cycling may not currently apply to all groups in all settings.
| S-EPMC3923979 | biostudies-literature
Project description:The emerging Bicycle Sharing System (BSS) provides a new social microscope that allows us to "photograph" the main aspects of the society and to create a comprehensive picture of human mobility behavior in this new medium. BSS has been deployed in many major cities around the world as a short-distance trip supplement for public transportations and private vehicles. A unique value of the bike flow data generated by these BSSs is to understand the human mobility in a short-distance trip. This understanding of the population on short-distance trip is lacking, limiting our capacity in management and operation of BSSs. Many existing operations research and management methods for BSS impose assumptions that emphasize statistical simplicity and homogeneity. Therefore, a deep understanding of the statistical patterns embedded in the bike flow data is an urgent and overriding issue to inform decision-makings for a variety of problems including traffic prediction, station placement, bike reallocation, and anomaly detection. In this paper, we aim to conduct a comprehensive analysis of the bike flow data using two large datasets collected in Chicago and Hangzhou over months. Our analysis reveals intrinsic structures of the bike flow data and regularities in both spatial and temporal scales such as a community structure and a taxonomy of the eigen-bike-flows.
| S-EPMC5854355 | biostudies-literature
Project description:Bike-sharing programs, with initiatives to increase bike use and improve accessibility of urban transit, have received increasing attention in growing number of cities across the world. The latest generation of bike-sharing systems has employed smart card technology that produces station-based data or trip-level data. This facilitates the studies of the practical use of these systems. However, few studies have paid attention to the changes in users and system usage over the years, as well as the impact of system expansion on its usage. Monitoring the changes of system usage over years enables the identification of system performance and can serve as an input for improving the location-allocation of stations. The objective of this study is to explore the impact of the expansion of a bicycle-sharing system on the usage of the system. This was conducted for a bicycle-sharing system in Zhongshan (China), using operational usage data of different years following system expansion. To this end, we performed statistical and spatial analyses to examine the changes in both users and system usage between before and after the system expansion. The findings show that there is a big variation in users and aggregate usage following the system expansion. However, the trend in spatial distribution of demand shows no substantial difference over the years, i.e. the same high-demand and low-demand areas appear. There are decreases in demand for some old stations over the years, which can be attributed to either the negative performance of the system or the competition of nearby new stations. Expanding the system not only extends the original users' ability to reach new areas but also attracts new users to use bike-sharing systems. In the conclusions, we present and discuss the findings, and offer recommendations for the further expansion of system.
| S-EPMC5158202 | biostudies-literature
Project description:Bicycle sharing systems exist in hundreds of cities around the world, with the aim of providing a form of public transport with the associated health and environmental benefits of cycling without the burden of private ownership and maintenance. Five cities have provided research data on the journeys (start and end time and location) taking place in their bicycle sharing system. In this paper, we employ visualization, descriptive statistics and spatial and network analysis tools to explore system usage in these cities, using techniques to investigate features specific to the unique geographies of each, and uncovering similarities between different systems. Journey displacement analysis demonstrates similar journey distances across the cities sampled, and the (out)strength rank curve for the top 50 stands in each city displays a similar scaling law for each. Community detection in the derived network can identify local pockets of use, and spatial network corrections provide the opportunity for insight above and beyond proximity/popularity correlations predicted by simple spatial interaction models.
| S-EPMC3765359 | biostudies-literature
Project description:ObjectivesTo examine (1) the effect of new dock-less bicycle-sharing programmes on change in travel mode and (2) the correlates of change in travel mode.DesignA retrospective natural experimental study.Setting12 neighbourhoods in Shanghai.Participants1265 respondents were recruited for a retrospective study in May 2017.Main outcome measuresPrevalence of cycling before and after launch of dock-less bicycle-sharing programme.ResultsThe proportion of participants cycling for transport increased from 33.3% prior to the launch of the bicycle-sharing programmes to 48.3% 1?year after the launch (p<0.001). Being in the age group of 30-49 years (OR 2.28; 95%?CI 1.30 to 4.00), living within the inner ring of the city (OR 2.27; 95%?CI 1.22 to 4.26), having dedicated bicycle lanes (OR 1.37, 95%?CI 1.12 to 1.68) and perceiving riding shared bicycles as fashionable (OR 1.46, 95%?CI 1.21 to 1.76) were positively associated with adopting cycling for transport. Access to a public transportation stop/station (OR 0.82, 95%?CI 0.67 to 0.99) was inversely correlated with adopting cycling for transport.ConclusionsDock-less bicycle sharing may promote bicycle use in a metropolitan setting. Findings from this study also highlight the importance of cycling-friendly built environments and cultural norms as facilitators of adopting cycling.
| S-EPMC6398781 | biostudies-literature
Project description:Eccentric cycling training induces muscle hypertrophy and increases joint power output in non-athletes. Moreover, eccentric cycling can be considered a movement-specific type of strength training for cyclists, but it is hitherto unknown if eccentric cycling training can improve cycling performance in trained cyclists. Twenty-three male amateur cyclists were randomized to an eccentric or a concentric cycling training group. The eccentric cycling was performed at a low cadence (~40 revolution per minute) and the intensity was controlled by perceived effort (12-17 on the Borgs scale) during 2 min intervals (repeated 5-8 times). The cadence and perceived effort of the concentric group matched those of the eccentric group. Additionally, after the eccentric or concentric cycling, both groups performed traditionally aerobic intervals with freely chosen cadence in the same session (4-5 x 4-15 min). The participants trained twice a week for 10 weeks. Maximal oxygen uptake (VO2max), maximal aerobic power output (Wmax), lactate threshold, isokinetic strength, muscle thickness, pedaling characteristics and cycling performance (6- and 30-sec sprints and a 20-min time trial test) were assessed before and after the intervention period. Inferences about the true value of the effects were evaluated using probabilistic magnitude-based inferences. Eccentric cycling induced muscle hypertrophy (2.3 ± 2.5% more than concentric) and augmented eccentric strength (8.8 ± 5.9% more than concentric), but these small magnitude effects seemed not to transfer into improvements in the physiological assessments or cycling performance. On the contrary, the eccentric training appeared to have limiting or detrimental effects on cycling performance, measured as Wmax and a 20-min time trial. In conclusion, eccentric cycling training did not improve cycling performance in amateur cyclists. Further research is required to ascertain whether the present findings reflect an actual lack of efficacy, negative effects or a delayed response to eccentric cycling training.
| S-EPMC6314583 | biostudies-literature
Project description:BackgroundCycling is an increasingly important mode of transport for environmental and health reasons. Cycling fatalities in London were previously investigated in 1994 using routinely collected data. Since then, there have been shifts in the modes of transport used, and in transport policies. We sought to replicate the previous work using data on cyclist deaths in London between 1992 and 2006, specifically investigating whether heavy goods vehicles continued to pose a threat.MethodsObservational study based on analysis of time series of police road casualties data, 1992 to 2006, in London, UK. The main outcome measures were cyclists killed in road traffic collisions. Poisson regression and chi-squared test for homogeneity were used to assess time effects. Travel flow data was then used to estimate annual fatality rates per 100,000 cyclists per kilometre.ResultsFrom 1992 to 2006 there was a mean of 16 cycling fatalities per year (range 8-21). 146 deaths (60%) were in inner London and 96 in outer London. There was no evidence for a decline over time (p = 0.7) other than a pronounced dip in 2004 when there were 8 fatalities. Freight vehicles were involved in 103 of 242 (43%) of all incidents and the vehicle was making a left turn in over half of these (53%). The fatality rate ranged from 20.5 deaths in 1992 to 11.1 deaths in 2006 per 100,000 estimated cyclists per kilometre (rate ratio 0.54, 95% confidence interval 0.28 to 1.03).ConclusionsThere is little evidence fatality rates have fallen. Freight vehicles over 3.5 tonnes continue to present a disproportionate threat; they should be removed from urban roads and more appropriate means of delivery of essential goods found.
| S-EPMC2992064 | biostudies-literature
Project description:Cycling in urban environments provides many benefits to people. However, planning of cycling infrastructures in large cities faces numerous challenges and requires better understanding of both the factors enabling cycling as well as barriers to it, determined by particular local context. While there is a growing body of research that tackle the bike transport related questions in Western Europe and the USA, there is relatively little research on that in Central Eastern Europe (CEE), in post-communist countries. In this study we used qualitative and quantitative methods to explore urban cyclists and non-cyclists opinions about the cycling, the perceived problems and obstacles, and perception of the on-going changes in bicycle transportation system in Warsaw, Poland. Although many people see potential advantages of cycling, it is mostly perceived as a leisure time activity. Those who do utilitarian cycling are more acutely aware of the benefits, such as rapidity and flexibility of this mean of transport. The main perceived barriers are linked to lack of good cycling infrastructure in the city, the feeling of insecurity linked to the behaviour of drivers, and to maintenance during winter. In conclusion, our research highlights both the opportunities and challenges linked to the development of improved cycle transportation system, suggesting the need for a range of policies, from the infrastructure improvements and comprehensive planning of the whole transportation system, to improving the driving culture that would support feeling of security of the cyclists.
| S-EPMC6039858 | biostudies-other
Project description:BackgroundSuccessfully increasing cycling across a broad range of the population would confer important health benefits, but many potential cyclists are deterred by fears about traffic danger. Media coverage of road traffic crashes may reinforce this perception. As part of a wider effort to model the system dynamics of urban cycling, in this paper we examined how media coverage of cyclist fatalities in London changed across a period when the prevalence of cycling doubled. We compared this with changes in the coverage of motorcyclist fatalities as a control group.MethodsPolice records of traffic crashes (STATS19) were used to identify all cyclist and motorcyclist fatalities in London between 1992 and 2012. We searched electronic archives of London's largest local newspaper to identify relevant articles (January 1992-April 2014), and sought to identify which police-reported fatalities received any media coverage. We repeated this in three smaller English cities.ResultsAcross the period when cycling trips doubled in London, the proportion of fatalities covered in the local media increased from 6% in 1992-1994 to 75% in 2010-2012. By contrast, the coverage of motorcyclist fatalities remained low (4% in 1992-1994 versus 5% in 2010-2012; p=0.007 for interaction between mode and time period). Comparisons with other English cities suggested that the changes observed in London might not occur in smaller cities with lower absolute numbers of crashes, as in these settings fatalities are almost always covered regardless of mode share (79-100% coverage for both cyclist and motorcyclist fatalities).ConclusionIn large cities, an increase in the popularity (and therefore 'newsworthiness') of cycling may increase the propensity of the media to cover cyclist fatalities. This has the potential to give the public the impression that cycling has become more dangerous, and thereby initiate a negative feedback loop that dampens down further increases in cycling. Understanding these complex roles of the media in shaping cycling trends may help identify effective policy levers to achieve sustained growth in cycling.
| S-EPMC4682170 | biostudies-literature
Project description:INTRODUCTION:Increasing children's cycling to school and physical activity are national health goals. The objective was to conduct an RCT of a bicycle train program to assess impact on students' school travel mode and moderate-to-vigorous physical activity (MVPA). STUDY DESIGN:Pilot cluster RCT with randomization at the school level and N=54 participants. SETTING/PARTICIPANTS:Fourth-fifth graders from four public schools serving low-income families in Seattle, WA in 2014 with analyses in 2015-2016. All participants were provided and fitted with bicycles, safety equipment (helmets, locks, and lights), and a 2- to 3-hour bicycle safety course. INTERVENTION:The intervention was a bicycle train offered daily (i.e., students volunteered to cycle with study staff to and from school). MAIN OUTCOME MEASURES:Time 1 assessments occurred prior to randomization. Time 2 assessments occurred after 3-5 weeks of the intervention (i.e., during Weeks 4-6 of the intervention period). The primary outcome was the percentage of daily commutes to school by cycling measured by validated survey. MVPA, measured by accelerometry and GPS units and processed by machine learning algorithms, was a secondary outcome. RESULTS:For two separate adjusted repeated measures linear mixed effects models in which students (N=54) were nested within schools (N=4), intervention participants had: (1) an absolute increase in mean percentage of daily commutes by cycling of 44.9%, (95% CI=26.8, 63.0) and (2) an increase in mean MVPA of 21.6 minutes/day, (95% CI=8.7, 34.6) from Time 1 to Time 2 compared with controls. CONCLUSIONS:A pilot bicycle train intervention increased cycling to school and daily MVPA in the short term among diverse, inner-city elementary school students. The bicycle train intervention appears promising and warrants further experimental trials among large, diverse samples with longer follow-up. TRIAL REGISTRATION:This study is registered at www.clinicaltrials.gov NCT02006186.
| S-EPMC5894119 | biostudies-literature