Walking and Cycling International Literature Review - Department of ...

APPENDIX A
Citation Mode Issue Lit. Type Study Density Sample Outcome Variable(s) Key Findings
Citation Mode Issue Lit. Type Study Density Sample Outcome Variable(s) Key Findings
Abraham et al.
(2002)
Bicycle Infra. Conf. p. Crosssec.
Big city 934 downtown commuter cyclists in Calgary,
Canada, were sent surveys, most by email; 547
responded (out of 975 who provided contact
information on a previous intercept survey).
Attractiveness of
cycling
• “Cyclists are attracted to shorter journeys, but are also willing to travel substantially
further to ride on specific types of routes; and/or to destinations with specific
destination facilities” (pg. 1).
• “An ‘individual bike locker’ was valued as highly as saving the respondent 8.5
minutes of their travel time along arterial roadways or 18.8 minutes along a
residential roadway” (pg. 9).
Allan (2001) Ped Comm.
des.
Peer rev. Crosssec.
Big city,
Suburban
Data from 1996 census of population and
housing for Adelaide, Australia and surrounding
areas.
Commute mode;
walking permeability
indices
• “No statistically significant correlation was found between the workforce density of
a particular LGA [local government area] and the propensity to walk to work”
pg. 46.
• “The analysis of the Distance and Time indices demonstrates that while the
Adelaide city centre performs reasonably well in terms of actual walking distances
required in order to reach many of the city’s key attractions on foot, in terms of the
actual time required, its performance could be improved significantly” pg. 49.
Alshalalfah et al.
(2007)
Ped Comm.
des.
Peer rev. Crosssec.
Big city 15,830 individual records of transit trips in a
regular work day in Toronto, Canada from the
2001 Transportation Tomorrow Survey (TTS).
Median distance from
home to transit stop
• “It was found that around 60% of transit users in Toronto live within the transit service
area of 300 m airline distance assumed by the transit service provider. These results
indicate that people in Toronto are willing to walk further to access transit than
assumed existing standards for transit service areas” (pg. 114).
Ampt et al.
(1998)
Both Prog. Conf. p. Longit. Not
specified
100 households in Adelaide, Australia.
Households that had recently moved or were
soon to move.
Car driver trips;
car driver miles;
total hours in car
• Car driver trips among all people approached dropped 3.3% in Nottingham and
13.6% in Adelaide. Car driver miles dropped 6.2% in Nottingham and 11.2% in
Adelaide. Total hours in car dropped 4.8% in Nottingham and 19.3% in Adelaide.
• In Adelaide “about 80% of the changes occurred from the simplest tenet of travel
blending -- thinking about travel in advance and trip chaining” (pg. 68).
Ampt et al.
(2006)
Both Prog. Peer rev. Pre-
Post
Metro area 102 “households on the move” in Canberra,
Australia participated in the program.
Intervention included phone conversation,
journey plans, a GPS, and other information.
Program participation • “Once people were contacted, the use of the conversation as a way of
understanding the needs of new movers proved to be very successful with the
uptake of the TravelSmart tools through a conversation at 54%” (pg. 105).
• The best sources for contacting households on the move “were lists of households
that were sold and areas of new development. Even better are likely to be agencies
that are relocating large numbers of staff or clients” (pg. 105).
An and Chen
(2007)
Both Model Conf. p. Crosssec.
Big city 1,616 households from Lexington, KY
participated in the 2001 National Household
Travel Survey (NHTS).
Non-motorized
commute mode share
• “Employment density, percentage of student population, median household
income, and average sidewalk length altogether provide the strongest predicative
power over the prediction of non-motorized mode share” (pg. 1)
Antonakos
(1994)
Bicycle Infra. Peer rev. Crosssec.
Not
specified
Surveyed 552 cyclists at four recreational bicycle
tours in Michigan during the summer of 1992, a
95% response rate.
Cycling facility
preferences; bicycle
commuting
• “Age was positively correlated with preference for on-road facilities (striped bike
lanes, wide curb lanes), with importance placed on surface quality, scenery, and
bike safety education. Age was negatively correlated with preference for bike paths
separated from the roadway” (pg. 25).
• The author found that significantly more people cycle for errands than for
commuting” (pg. 31).
Audirac (1999) Ped Comm.
des.
Peer rev. Crosssec.
Big city,
Suburban,
Exurban
The data were collected in August 1991 as a
subset of the University of Florida, Bureau of
Economic and Business Research (BEBR)
monthly consumer attitude survey. Sample size
was 558 out of 1,000 people contacted, a
response rate of 56%.
Willingness to trade off
lot size for walking
access to various
destinations
• “(1) about 30 percent of the total sample is sympathetic to each trade-off, with the
exception of proximity to entertainment; (2) there is contradicting evidence for
many of the new urbanist assumptions about suburbanites’ preferences; and (3)
the preferences of respondents living in single-family homes and mobile homes
(lot-size consumers) differ from those of apartment or condo residents” (pg. 53).
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WALKING AND CYCLING LITERATURE REVIEW FINAL REPORT 68