The authors interviewed 24 people living in Brisbane, Australia, which is a large, low-density city with relatively little cycling infrastructure. Most participants drove before going car free, and all were legally able to drive.
Three key attitudes of car-free people emerged from the interviews: they were concerned with the environment, they wanted to be healthier and/or they wanted to live a minimalist lifestyle.
People who went car-free for environmental reasons reported feeling empowered, as they cut out unnecessary consumerist trips, leaving them more time for other activities. They also felt more connected to the environmental community.
Those who went car-free for health reasons regarded a car-oriented lifestyle as "unhealthy" and "lazy". They were generally younger and athletic. People who went car-free for other reasons were more likely to acknowledge other factors than laziness leading people to use cars.
Finally, people who gave up cars to live a minimalist lifestyle did so to avoid the stress and expense of owning a car, driving and finding parking. Giving up their car gave them time, freedom, and money for other activities.
Nearly all participants reported feeling strong social pressure to own a car, and many - particularly women - reported being told they were "lazy" for not owning a car. Most people reported that they overcame this pressure because they did not care what others thought about them.
The authors conclude by noting that there is no "typical" car-free person, and the reasons people go car-free are both collectivist (caring for the environment) and individual (health and minimalism). However, all were "mavericks" and were willing to defy social norms.
As environmental concerns were not the most common reason for choosing to go car-free, campaigns promoting sustainable travel should consider emphasizing health and lifestyle benefits rather than (or in addition to) environmental benefits.
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The authors used an eye-tracking headset with 19 participants who drove a set route in a retail/residential area of Toronto. The route included two turns off a major road with a bike lane (Bloor St.) onto other roads.
Turn 1 had a painted bike lane, while Turn 2 had a lane separated by parked cars that had a median with a bollard at the intersection. The parking ended 10m before the intersection.
This study comes from Grenoble, France, which is a cycling-friendly city. The authors did 19 interviews with policymakers, residents with different identities, and bike service providers to identify barriers to cycling for people from marginalized communities.
From these interviews, the authors identified four main barriers to cycling: racism, financial barriers, information or knowledge barriers, and spatial inequalities.
The authors (@RachelAldred, @Urban_Turbo and Anna Goodman who I can't find on twitter), looked at car registration data from 2015-2019 to determine whether LTNs and other cycling infrastructure built in London, England impacted car ownership compared to other areas in the city.
Two years after a low-traffic neighbourhood was built, car ownership in that area had decreased by 6% (23 cars/vans per 1000) relative to other areas of the city. Likewise, where cycle tracks were built, car ownership decreased by 2% (7 cars/vans per 1000).
In light of all the bad news for pedestrians and cyclists this week, this #CyclingScienceSunday let's look at how news coverage of crashes affects perceptions of pedestrians.
TL;DR: people are hit by drivers, not cars. @ your favourite journalist.
The authors wrote three versions of a news article about a collision: a pedestrian-focused, a driver-focused and a thematically-framed (i.e., putting the crash in the context of other similar crashes) version.
Around 1000 people were given one of these versions to read, and then were asked a series of questions about who was to blame, what the punishment should be, and how to improve safety.
This study is from Sweden, which has a pretty robust cycling culture (although the study is 20 years old and it was a bit different then). The authors differentiated between people who frequently bike in the winter, don't bike in the winter, infrequently bike or never bike.
Study participants were asked to rank the importance of factors influencing what mode of transport they took.
Those who biked in summer but not in winter rated precipitation, road condition and temperature as the most significant reasons for not choosing bikes in the winter.
Got bored and re-wrote The Charge of the Light Brigade to be about a group of unlucky commuter cyclists. Sincere apologies to Tennyson and my various English professors for the ungodly things I did to the metre to get it to fit into 280 characters...
I
Half a league, half a league,
Half a league onward,
All in the bike lane of Death
Rode the six cyclists.
“Forward, the commuters!
Ride in the lane!” he said.
Into the bike lane of Death
Rode the six cyclists.
II
“Forward, the commuters!”
Was there a one dismayed?
Not though the cyclists knew
The City had blundered.
Theirs not to make reply,
Theirs not to reason why,
Theirs but to do and die.
Into the bike lane of Death
Rode the six cyclists.