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

Citation Mode Issue Lit. Type Study Density Sample Outcome Variable(s) Key Findings
DeMaio and
Gifford (2004)
Bicycle Prog. Peer
rev.
Best
prac.
Not
specified
n/a Success of bicycle
sharing programs
• “Factors critical to success include: customer demand; bike facilities and safety;
profitability; theft and vandalism; and multimodal connectivity” (pg. 5).
• “No smart bike program has made a profit to date” (pg. 9).
Dept. of
Transport
(2005)
Both Prog. Report Lit. rev. Not
specified
Seven residential programs, six workplace
programs and two school-based programs.
Interventions were varied and included
individualised marketing and TravelSmart.
Success of
personalised travel
planning
• “The pilots that targeted residential populations were consistently the most
effective at reducing car kilometers and increasing use of sustainable modes of
transport…The effectiveness of the residential pilots appeared to be largely due to
well chosen target populations, sizeable intervention groups, and well orchestrated
individualised marketing and personalised travel planning” (pg. 3).
DiDonato et al.
(2002)
Bicycle Prog. Report Case
st.
Big city n/a Bicycle availability in
shared bike programs
• “The bikes are most often used instead of walking or other forms of transitation,
neither of which significantly add to automobile congestion inside a city” (pg. 5).
• Necessary features of a smart-bike program include: Dual locking system;
Per-minute charge; Booking service; Ability to accept bank cards; Comfortable
bikes; Ability to personally lock bikes; Durability.
Dill (2004) Both Comm.
des.
Conf.
p.
Suburban 210 people completed surveys from Fairview
Village near Portland, OR and two control
developments in May 2003.
Total weekly VMT;
Walk trips during
7-day period
• “residents in Fairview Village drove significantly fewer miles in private vehicles.
Some of this difference is explained by lower vehicle ownership rates and smaller
households. The adults in Fairview Village also made significantly fewer vehicle
trips and more walking and bicycling trips during the week before the survey”
(pg. 1).
Dill and Carr
(2003)
Bicycle Infra. Peer
rev.
Metro
area
Primary data source was the Census 2000
Supplemental Survey (C2SS).
Percentage of
workers commuting
by bicycle
• “The most significant variable in the model is the infrastructure variable--miles of
Class II lanes per square mile--which is positively associated with bicycle
commuting. The results also indicate that vehicle ownership and the number of
days of rain are negatively related to bicycle commuting, as expected” (pg. 120).
• The model is stronger using just Class II bikeways per square mile (as opposed to
Class II and Class I). “This indicates that Class I facilities (separated bike paths) are
not as strongly associated with commuting as are Class II facilities.” (pg. 121.)
Dill and Voros
(2007)
Bicycle Comm.
des.
Conf.
p.
Metro
area
November 2005 phone survey of 566 adults in
the Portland metro area.
Cyclist status (non,
irregular, regular);
Utilitarian cyclist
(binary)
• “Objective measures of proximity to off-street trails and bike lanes was not
associated with higher levels of cycling. However, positive perceptions of the
availability of bike lanes was associated with more cycling and the desire to cycle
more. Higher levels of street connectivity were associated with more cycling for
utilitarian trips” (pg. 2).
Dinger et al.
(2005)
Ped Prog. Peer
rev.
Crosssec.
Crosssec.
Crosssec.
Pre-
Post
Not
specified
36 adult women associated with the University
of Oklahoma aged 25 to 54 years in Norman,
OK September-November 2003. Interventions
included brochures, pedometers, and emails.
Time spent walking;
use of the 10
processes of change;
self-efficacy
• “Participants significantly increased their total walking minutes (p = .001) and use of
counterconditioning, dramatic relief reinforcement management, self-liberation,
stimulus control, and social liberation (p < .05)” (pg. 2).
• “Participants significantly increased the number of minutes they spent walking
while at work, for transportation, and during leisure time” (pg. 5).
Doolittle and
Porter (1994)
Bicycle Prog. Report Lit. rev.
and
Case
st.
Not
specified
Information was collected from over 20 transit
agencies, supplemented by site visits and a
literature review.
n/a • “Market research and promotional activities are very important for introducing a
new service...Comprehensive regulations, user and staff training, and regular
enforcement promote safety and serve to protect the agency from lawsuits claiming
negligence” (pg. 33).
Douglas and
Evans (1997)
Both Comm.
des.
Conf.
p.
Crosssec.
Big city,
Suburban
Approximately 3000 employees from four
different employment centres in the Washington
DC metro area recorded travel patterns in a
one-day diary.
Commute travel
mode; Midday trips
per employee
• For midday trips: “Employees in the suburban office/research park generate nearly
15 times the VMT per employee as those in the downtown CBD while making less
than 65% as many trips” (pg. 302).
Dumbaugh and
Frank (2007)
Both Infra. Conf.
p.
Lit. rev. Not
Specified
n/a Traffic safety of safe
routes to school
• “Despite the potential benefits many of the countermeasures are perceived to have,
these benefits are largely presumed rather than known, and in two cases (motorist
education programs and marked crosswalks at unsignalised locations), they were
found to have no effect, or even a negative effect, on pedestrian safety” (pg. 12).
• “Of the strategies reviewed, only sidewalks and raised medians were demonstrably
shown to reduce the incidence of pedestrian crashes” (pg. 12). However strategies
to lower speeds decrease severity of accidents.
WALKING AND CYCLING LITERATURE REVIEW FINAL REPORT 75