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Overview of group sizes for regularity of biking and change in frequency of bike 277 commuting during the campaign 278
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Cycling is promoted by a variety of initiatives and events all around the world. Given the popularity of such campaigns, there is surprisingly limited literature assessing their effectiveness and investigating the involved social processes. This paper presents findings from two case studies of gamified biking initiatives which have been evaluated u...
Citations
... Non-infrastructure interventions are also becoming more common, including encouragement programs such as Safe Routes to School , bicycle skills courses (Telfer et al., 2006), bike-to-work programs (Höchli et al., 2019), and open-street events (Cohen et al., 2016). While few studies have directly tested the relationship between non-infrastructure interventions and health, the results of those that have are encouraging (Piatkowski et al., 2015;Rose and Marfurt, 2007;Wunsch et al., 2016). Thus, the continued evolution of bicycle planning offers a wealth of opportunities to evaluate the health impacts of cycling promotion strategies. ...
Health impact assessments (HIAs) have been used to evaluate the benefits and risks of cycling and other transportation interventions. Most HIAs use aggregate, city-level data rather than considering how impacts might vary across neighborhoods. To address this limitation, we developed a novel HIA framework for evaluating intra-city spatial variation and equity in the health tradeoffs of cycling. We illustrated the utility of this framework by applying it to Los Angeles, CA, estimating changes in mortality risk that might be expected from shifting a 2.5-mile daily car trip to cycling for five years. This shift was associated on average with a 12.4% net reduction in mortality risk, and a 50% increase in cycling could prevent approximately 600 deaths over five years. However, benefits were significantly lower in places with higher percentages of Black and Hispanic residents and lower socioeconomic status. To avoid widening health disparities, cycling promotion should be coupled with mitigation strategies in marginalized communities where risks are currently highest.
... Active mobility forms have the potential to help tackle several challenges ranging from environ- mental problems to improving the quality of life and relieving the overloaded transport systems since they are healthy (WHO 2016), carbon-neutral, cheap and space-efficient compared to other modes of transport ( Lähteenoja et al., 2006). Nonetheless, many cities have a relatively low share of cycling and walking in their modal split despite various efforts to increase the use of bicycles by enhancing infrastruc- ture and promoting it through campaigns ( Wunsch et al. 2016). These interventions improve the overall system and help to increase the share of cycling in the modal split. ...
Cycling with children is a sensitive topic since people tend to be more careful and risk aware when carrying younger children along on their bikes. The decision whether to cy-cle with children is not only affected by appropriate cycling infrastructure and proficien-cy on a bike, but also depends on the design of the vehicle, its comforts or restrictions (e.g. due to the additional weight, the limited space for goods) and the riding safety (e.g. stability when turning). Even though there are family-friendly bicycle designs on the market and most cities promote cycling amongst young families, a predominant part of the families in cities still avoid cycling. Market research showed that a family-friendly tricycle package providing stable vehicle design (due to three wheels and a tilting mechanism for stability during turns), personalised comfort-oriented routing and bicycle-training that supports inexperienced cyclists by covering different aspects like cycling techniques or road safety form an important part of a successful encouragement strat-egy.
In this paper we present the results of preliminary surveys that will be the basis of the development of the different elements of the above-mentioned tricycle package (vehi-cle design, personalised routing, training). A qualitative survey with twelve people and a quantitative survey with several hundred respondents were carried out. For the latter, people with care obligations for children younger than six years old were selected (since these children rarely cycle themselves) as participants, e.g. parents, grandparents, day mothers/fathers. The surveys cover topics like mobility-related group characteristics, group specific user behaviour, and service and design expectations. The gathering and elicitation of design requirements was realised by providing the interviewees with pic-tures of different design options with the additional feature of carrying children and/or goods which were evaluated critically by them showing a clear preference for robust and save looking transportation options for children.
The results of the surveys will be used by a team of transportation researchers, cycle designers and a cycle instructor to develop and test a family-friendly tricycle package, i.e. to design the tricycle, optimise the routing, conceptualise the training concept and elaborate a market strategy to encourage all members of families to cycle more often.
... Active mobility forms have the potential to help tackle several challenges ranging from environ- mental problems to improving the quality of life and relieving the overloaded transport systems since they are healthy (WHO 2016), carbon-neutral, cheap and space-efficient compared to other modes of transport ( Lähteenoja et al., 2006). Nonetheless, many cities have a relatively low share of cycling and walking in their modal split despite various efforts to increase the use of bicycles by enhancing infrastruc- ture and promoting it through campaigns ( Wunsch et al. 2016). These interventions improve the overall system and help to increase the share of cycling in the modal split. ...
Against the background of pressing environmental and health issues associated with private motorised transportation, bikesharing has become very popular among city dwellers and municipal policy makers within the last ten years (Shaheen/Guzman, 2010). More than 700 bikesharing systems have been launched in various cities worldwide, with various operating models (Shaheen/Guzman, 2010). Meanwhile, the resurgence of cargo bikes is a recent trend, especially in cities. They are used for commercial purposes, but also by young families to transport children and for trips such as grocery shopping. However, at present, only a handful of bikesharing systems provide cargo bikes to private users. Initial empirical research on shared cargo bikes shows a high reduction effect in private car trips (Becker/Rudolf, 2018). New actors (i.e., cargo-bikesharing operators) have emerged to create a new niche, and established bikesharing operators are tentatively integrating cargo bikes into their portfolio.
The current paper summarises the status and evolving trend in cargo-bikesharing by analysing five essential aspects of current cargo-bikesharing schemes in Germany, Austria, and Switzerland: operators, sharing systems, cargo-bike technology, users, and impacts. We thereby provide orientation on whether cargo-bikesharing can serve as an effective means of reducing both motorised traffic and its associated negative impacts for human health and the environment.
... Offering challenges and setting goals that incentivise the user to show an intended behaviour in a self-competitive context through a comparison of the present and a desirable future situation. Related Papers: [3,9,11,13,[16][17][18][19][20][21][22][23] 29% Self-monitoring and Feedback ...
... Applying computing technology to eliminate the tedium of tracking performance or status helps people to achieve predetermined goals or outcomes. Related Papers: [6][7][8][9][10][11][12][13]20 Table 3 presents the 23 persuasive systems we identified in the domain of sustainable mobility. The table provides information regarding the type of the system (whether it is a web or mobile app or both) as well as the persuasive strategies which have been implemented. ...
... Behavioural Change 62.9% [6,8,10,[12][13][14]16,[20][21][22][23][24][25]28,29,31,33,41] Attitude Change 11% [6,9,10] System/approach evaluation only (usability, acceptance, functionalities, perceived impact on behavioural change) 48.6% [7][8][9]11,18,19,[28][29][30][31]36,40,42,45] 1 Note that the sum of the percentages provided in the table does not add up to 100 as there are studies that report more than one evaluation targets (i.e., studies that report results on users' behavioral change as well as results on the evaluation of the system/approach used in the study). ...
In recent years, persuasive interventions for inducing sustainable mobility behaviours have become an active research field. This review paper systematically analyses existing approaches and prototype systems as well as field studies and describes and classifies the persuasive strategies used for changing behaviours in the domain of mobility and transport. We provide a review of 44 papers on persuasive technology for sustainable transportation aiming to (i) answer important questions regarding the effectiveness of persuasive technology for changing mobility behaviours, (ii) summarize and highlight trends in the technology design, research methods, strategies and theories, (iii) uncover limitations of existing approaches and applications, and (iv) suggest directions for future research.
... The effects of gamified biking initiatives, both a small-scale experiment and an annual national campaign, have been documented in Wunsch et al. [52]. Both initiatives were found to have positive short-term effects in relation to the bike use. ...
... These promotional measures use elements like competition, lotteries, team experience or awards, adding an emotional quality to the more objective arguments for biking, such as health benefits, time saving or climate change mitigation. The campaigns show promising effects, but there are only a few examples for scientific evaluations of such programs, like a study on the annual Austrian cycling campaign "Bike to Work" (Wunsch et al., 2016), which engages thousands of bikers each year and seems to achieve about one quarter of the participants to actually keep a higher level of biking. The results show that part of this success seems to be related to the boosting effect of having small teams in the campaign, which mutually encourage themselves to take as many bike trips as possible. ...
The promotion of cycling is of great importance for fostering sustainable and healthy modes of transport in urban areas. For this reason, many cities around the world organize biking competitions in order to motivate citizens to commute by bike. The success of such campaigns appears to demonstrate the positive effects of using playful settings for encouraging a specific type of behavior; however, the actual determinants of behavior changes have yet to be thoroughly investigated.
Information and communication technologies (ICT) are becoming ever more pervasive in our everyday lives. Mobility, including all modes of transport, is one area where this trend is present. However, there is no comprehensive understanding of technology’s role in supporting utilitarian cycling in realistic everyday settings. In this thesis, I aim to address this gap by exploring the interplay of technology and the adoption of utilitarian cycling. Across seven case studies, I describe motivations, choices and experiences involved in utilitarian cycling and the role of technology therein. I furthermore lay out how the environment, the available cycling infrastructure, the complex interactions with other road users, and the competencies of individuals shape experiences during cycling and using ICT in that realm. Using technology probes incorporating game-like elements, I show how such systems can help their users to stay motivated and use the bicycle more often. I also investigated how professional cycling instructors help novice cyclists to inform the design of a technology probe that facilitates competence development to support cyclists in complex real-world contexts. Its evaluation shows the potential and limits of such a supportive technology. By connecting the findings across the case studies back to the literature, I then present a framework for HCI in utilitarian cycling. Therein I show that utilitarian cycling can be understood as a practice that is itself a composition of smaller sub-practices, each of which consists of a dynamic interplay between material things, competences, and meanings. These practices can then be distinguished into those that happen on-the-bicycle and those o�ff-the-bicycle. Furthermore, those practices di�ffer in their complexity. I identify four fields of practices – planning practices, choosing utilitarian cycling, manoeuvring practices, and handling practices – and show how my case studies and related work in HCI research contribute to understanding the role of digital technology within those practices.
This thesis contributes to HCI research by presenting a condensed conceptual perspective for HCI interventions and utilitarian cycling. It ranges from an abstract and decontextualised to a specific and contextualised view on cycling. It provides a detailed description of cyclists’ experiences within complex real-world contexts, highlights the importance of both choices and social practices, and provides an understanding and examples for designing and embedding ICT as meaningful support in this realm. The insights presented here can thus inform future research and design on interactive technology for cycling.
In recent decades cities have applied a number of policy measures aimed at reducing car use and increasing public transportation (PT) patronage. Persuasive strategies to change mobility behavior present notable limitations in economic and logistical terms and have only minor impacts. The smartphone has emerged as a promising tool to overcome these challenges, as it can host persuasion strategies through mobility apps. Simultaneously, Mobility-as-a-Service (MaaS) schemes could open up new possibilities for addressing both sustainability goals and the needs of urban travelers. This paper carries out a literature review to identify the key elements of mobility apps that foster more sustainable travelers’ choices. The findings show that some persuasive strategies such as eco-feedback, rewards or social challenges are effective because they are well received by users. From the users’ point of view, the perceived barriers (e.g., usability, privacy) relate negatively to app adoption, and it is considered useful to include functional needs such as real-time information (e.g., to avoid congestion), cost savings (e.g., customized multimodal packages), comfort (e.g., crowding on public transport) or health (e.g., calories burned). We have found that a proper design of multimodal travel packages based on (i) financial incentives and (ii) environmental awareness, could help increase public transport patronage and reduce private car use.
Reward-based instruments have the potential to encourage individuals’ shift towards multimodal mobility options, thus contributing to a more sustainable and resilient transport environment. This paper aims to investigate the effects of reward-based instruments on promoting emerging mobility schemes and active transport, through real-world demonstrations in two European cities. Specifically, a route planning mobile application which tracks users’ travel patterns was used to integrate a reward program offering points to incentivize people towards sustainable multimodal choices, including public transport, cycling and walking. In addition, a web-based questionnaire survey was conducted, and a discrete choice model was developed to model individuals’ multimodal choice in the presence of different reward types, including monetary rewards, points and the provision of added value services. Overall, our findings indicate that reward-based instruments can contribute to the promotion of sustainable and emerging transport services. In particular, participants spent more time in public transport usage and walking during the reward-based period. Our results indicate that rewards could increase individuals’ time spent in public transport usage and walking by about 21 min and 14 min per day respectively. Furthermore, it is found that public transport users were mostly motivated by rewards, while car users and walkers were not motivated towards cycling. Finally, the results indicate that Birmingham’s users were more motivated than Vienna’s participants, as public transport usage increased by about 209 min per week in Birmingham vs. 74 min per week in Vienna. Similar patterns of increase in the cities were observed for walking, while some population groups in Vienna were found insensitive to the prospect of earning rewards for using sustainable transport modes.
