The role of neighbourhood design in cycling activity during COVID-19: An exploration of the Melbourne experience.

COVID-19 restrictions imposed significant changes on human mobility patterns, with some studies finding significant increases or decreases in cycling. However, to date there is little understanding on how the neighbourhood-level built environment influenced cycling behaviour during the COVID-19 restrictions. As different neighbourhood have different built environment characteristics, it is possible that cycling trends varied across different built environment settings. We aimed to answer this question by examining recreational cycling during different stages of lockdown in Melbourne, Australia. We compared self-reported recreational cycling frequency (weekly) data from 1344 respondents between pre-COVID and two different stages in lockdown. We tested whether the built environment of their residential neighbourhood and different sociodemographic characteristics influenced leisure cycling rates and whether the effect of these factors varied between different stages of COVID-19 restriction. We found that cycling declined significantly during the two stages of COVID-19 lockdown. Cycling infrastructure density and connectivity are two built environment factors that had a significant effect on limiting the decline in leisure cycling during the pandemic. Furthermore, men and younger people had higher cycling rates in comparison to other groups, suggesting that restrictions on indoor activities and travel limits were not enough to encourage women or older people to cycle more during the pandemic.

The Canadian Bikeway Comfort and Safety metrics (Can-BICS): National measures of the bicycling environment for use in research and policy.

Background: The lack of consistent measures of the cycling environment across communities hampers cycling research and policy action. Our goal was to develop the first national dataset in Canada for metrics of the cycling environment at the dissemination area (DA) level - the Canadian Bikeway Comfort and Safety (Can-BICS) metrics. Data and methods: The Can-BICS metrics are area-level metrics based on the quantity of cycling infrastructure within a 1 km buffer of the population-weighted centroid of DAs. The base data are a national cycling network dataset derived from OpenStreetMap (OSM) (extracted January 25, 2022) and classified by high-, medium- and low-comfort facilities. A Can-BICS continuous metric (sum of cycling infrastructure per square kilometre weighted by comfort class) and Can-BICS categorical metric were derived and mapped for all 56,589 DAs in Canada. The Can-BICS metrics were correlated with other national datasets (2016 Canadian Active Living Environments [Can-ALE] and 2016 Census journey-to-work data) to test for associations between Can-BICS and related measures. Additionally, city staff were engaged to provide feedback on metrics during the development phase. Results: One-third (34%) of neighbourhoods in Canada have no cycling infrastructure. According to the categorical measure, 5% of all DAs were assigned as the highest category of Can-BICS (corresponding to 6% of the population) and were nearly all within metro areas. The Can-BICS continuous metric had low correlation with bike-to-work rates (R = 0.29) and was more strongly correlated with sustainable-transportation-to-work rates (R = 0.56) and the Can-ALE metrics (R=0.62). These correlations were variable across cities. Interpretation: The Can-BICS metrics provide national research- and practice-ready measures of cycling infrastructure. The metrics complement existing measures of walking and transit environments (Can-ALE), collectively providing a cohesive set of active living measures. The datasets and code are publicly available, facilitating updates as new infrastructure is built.

Is cycling infrastructure in London safe and equitable? Evidence from the cycling infrastructure database

Introduction: We describe and analyse a new, open dataset of surveyed cycling infrastructure in London UK. We demonstrate its potential to contribute to research and evidence-based policy development through a spatial analysis of infrastructure provision in London, before evaluating administrative boroughs on their infrastructure mix and compliance with UK Cycle Infrastructure Design Standards. Methods: We processed and cleaned the 233,596 records in the London Cycling Infrastructure Database (CID) that contains nine infrastructure types. To support comparison between London boroughs, infrastructure provision was normalised to borough area, population size and level of commuter cycling. We generated variables capturing cyclist separation from motor vehicles and estimated cycle lane compliance for such segregation against design standards. Results: Each CID record contains the infrastructure survey date, spatial location, infrastructure -specific variables and accompanying photographs. Traffic calming assets are numerous and distributed throughout London. Cyclist signals, crossings, Advanced Stop Lanes and cycle lanes and tracks are less numerous and more commonly seen in inner rather than outer London. Normalisation by area and population did not change these spatial patterns. Six percent of on -road cycle lane length is physically segregated from vehicles. Estimated compliance with UK design standards was notably higher for inner London boroughs with 66% exceeding mean compliance compared to just 24% of outer London boroughs. Conclusions: In this first systematic description and analysis of the CID we have demonstrated its potential to quantitively and qualitatively compare infrastructure and a method to estimate compliance against design standards. We found that cycling infrastructure is not distributed equally across London and may not be of the quality that provides safe space for cycling. Such datasets are critical assets to evaluate infrastructure and guide health and transport policies.

Pop-up cycling infrastructure as a niche innovation for sustainable transportation in European cities: an inter- and transdisciplinary case study of Berlin

Mobility behavior changes due to the COVID-19 pandemic have opened a window of opportunity for an accelerated transition towards sustainable mobility. Many European cities installed temporary cycling infrastructure which can be considered a niche innovation in the Multi-Level-Perspective of transitions (Geels, 2002). We empirically assess the effects of such temporary infrastructure in terms of air quality, behaviour, and acceptance, with a focus on the city of Berlin, Germany. The numerous pop-up bike lanes installed serve as an inter- and transdisciplinary case study to systematically capture these effects. We conducted a survey among Berlin citizens (n= 1,661), analysed cycling usage data, and measured the exposure of cyclists to air quality before and after the implementation of one pop-up bike lane during the first wave of COVID-19. Results show that pop-up bike lanes receive high levels of acceptance, increase cycling usage on the respective street, and reduce cyclists’ exposure to nitrogen dioxide. Their implementation fosters an innovative mind-set of transport planning: to temporarily try out new street designs, learn from these practical experiences, improve the designs, and then permanently implement the ones best proven in practice. We conclude that PUBL can accelerate the regime shift from car-oriented to bicycle-friendly cities because of its many demonstrated positive impacts.

Building Emergent Cycling Infrastructure During the COVID-19 Pandemic: The Case of Zapopan, México

The COVID-19 pandemic has led to strict measures intended to limit people's movement and slow viral spread. The subsequent need for social distancing when traveling has driven many cities to reduce public transport services, as urban residents simultaneously stay at home and avoid crowded spaces. As a result, cities are turning to cycling to meet the mobility needs of their inhabitants, particularly those who lack access to a private vehicle. Infrastructure plays a critical role in encouraging cycling by protecting cyclists and providing safe and comfortable conditions for users of various confidence levels. Due to the pandemic, this infrastructure has been rapidly constructed, in many cases, as pop-up or temporary installations. In this article, we present and examine the design methods and community response to an emergent bike lane along Avenida Guadalupe in Zapopan, México during the COVID-19 pandemic. Through this examination, the paper distills and highlights the key features of a successful emergent bike lane in the urban Global South and identifies gaps in need of filling. The emergent intervention is 4.2 km and includes a number of traffic calming elements such as bollards and markings, connecting the peripheral part of the city to the existing cycle infrastructure. This case study shall contribute to a greater understanding of emergency mobility planning practices during crises such as the COVID-19 pandemic, as well as future directions for the expansion of cycling infrastructure and networks, especially in Latin America and the broader Global South. Copyright © 2022 Ohlund, El-Samra, Amezola, Soto Morfín, López Zaragoza and Aguilar Gónzalez.