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

Citation Mode Issue Lit. Type Study Density Sample Outcome Variable(s) Key Findings
Hui et al. (2007) Ped Model Conf.
p.
Field
study
1,882 sidewalk pedestrian samples recorded in
areas of Beijing, China.
Pedestrian walking
speed; Step size;
Step frequency
• “Results showed that walking speed, step size and step frequency followed normal
distribution. At the significance level of 0.05, gender and age significantly affected
walking speed, step size and step frequency, except walking speed and step size
of child and old pedestrians” (pg. 1).
Hummel et al.
(2002)
Both Infra. Unpublished
report
Lit. rev. Not
Specified
n/a Traffic calming effects • “Before and after studies in a number of towns revealed that traffic calming
schemes had a positive effect on retailing” (pg. 35). Also reduce traffic speeds.
Hummer et al.
(2005)
Both Model Peer
rev.
Not
Specified
105 volunteers viewed 36 video clips from 10
paths.
Overall quality of trail
experience
• “Analysis showed that variables related to path operations and the path width had
the strongest relationships to the overall quality of the trail experience” (pg. 28).
Humpel et al.
(2002)
Both Comm.
des.
Peer
rev.
Lit. rev. Not
Specified
19 quantitative studies were identified. Physical activity in
many forms—total,
walking etc.
“Accessibility, opportunities, and aesthetic attributes had significant associations
with physical activity. Weather and safety showed less-strong relationships”
(pg. 188).
Humpel et al.
(2004a)
Ped Comm.
des.
Peer
rev.
Not
Specified
982 adults over age 40 from a coastal Australia
metropolitan area participated.
Minutes per week of
walking (1) in
neighbourhood for
any purpose; (2) for
exercise; (3) for
pleasure; (4) to get to
and from places
• “Men with the most positive perceptions of neighbourhood aesthetics were
significantly more likely to be in the highest category of neighbourhood walking...
Women who perceived the weather as not inhibiting their walking were significantly
more likely to be high neighbourhood walkers” (pg. 119).
• “No significant differences in proportions were found for walking to get from place
to place” (pg. 121).
Humpel et al.
(2004b)
Ped Comm.
des.
Peer
rev.
Crosssec.
Crosssec.
Crosssec.
Not
Specified
Telephone interviews with 800 faculty and staff
of an Australian university.
Reported min. of
walking in the n'hood/
week; Total walking/
week; Total physical
activity/week
• “Men were significantly more likely to walk in their neighbourhood if they lived in a
coastal location, and they highly rated “environmental aesthetics”, “convenience”
of facilities, and “access” to facilities. For women, neighbourhood walking was
associated with high ratings of “convenience” but was significantly less likely if they
had high ratings for “access”. For total walking and total physical activity, few
significant associations emerged” (pg. 239).
Hunter (2000a) Bicycle Infra. Report
r.a.
Q-exp. Small city Two intersections in Eugene, OR were
videotaped to assess cyclists and motor vehicle
behaviour.
Perception of safety;
Operational
behaviours of cyclists
and motorists
• More than 17 percent of the surveyed bicyclists using the narrow lane intersection
felt that it was safer than the comparison location with a standard-width right-turn
lane, and another 55 percent felt that the narrow-lane site was no different
safety-wise than the standard-width location.
Hunter (2000b) Bicycle Infra. Peer
rev.
B-and-a Big city Video was taken of the intersection of High St
and Seventh Ave in Eugene, OR in the summer
of 1998.
Operational
behaviours of
cyclists, pedestrians
and motorists
• “Twenty-two percent of the bicyclists who approached in the left side [bike lane]
and then crossed to the BL on the right side of the street (the bicyclists for whom
the box was most intended) used the box” (pg. 99).
• Conflicts between motor vehicles and bicyclists did not change following
installation of the bike box (pg. 104).
Hunter et al.
(2005)
Bicycle Infra. Report B-and-a Suburban Videotapes were taken of cyclists riding through
seven midblock and intersection locations in
2000/2001 and again in 2003.
Position of bicycle on
the roadway; Position
of motor vehicle on
the roadway; Position
of each mode as a
bicycle was passed
by a motor vehicle
• “After the new striping: (1) bicycles were ridden, on average, 7 to 9 inches farther
away from the gutter pan seam, (2) motor vehicles were driven, on average, 6 to 12
inches farther away from the gutter pan seam, (3) passing motor vehicles were
driven, on average, 3 to 5 inches closer to bicycles at curb and gutter sites;
conversely, passing motor vehicles were driven, on average, 4 to 6 inches further
away from bicycles at the sites where the stripe was already in place, (4) the
addition of the stripe at new locations had the effect of reducing the amount of
motor vehicle encroachment into the adjacent lane on these multi-lane roadways”
(pg. i).
Hunter and
Stewart (1999)
Bicycle Infra. Report Q-exp. Not
Specified
Data on 628 cyclists on sections of two
roadways in Ft. Lauderdale and Hollywood, FL
were videotaped during the spring of 1999.
Bicycle/motorist
conflicts; Lateral
positioning of
cyclists; Bicycle-topassing-vehicle
distance
• “Bicyclists tended to centre themselves in the middle of the BL in the presence of a
parked motor vehicle in both locations. There was a slight tendency for the
bicyclists to ride a bit farther away from the edge of the BL stripe when the parked
motor vehicle was closer to the curb” (pg. 16).
• “Bicyclists in both locations tended to ride farther away from the outside BL edge
stripe in the presence of a passing motor vehicle, regardless of the position of the
parked vehicle” (pg. 16).
WALKING AND CYCLING LITERATURE REVIEW FINAL REPORT 81