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Lotte Rijsman

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Walking and bicycle catchment areas of tram stops

Factors and insights

Conference paper - Lotte Rijsman, N. van Oort, D. Ton, S.P. Hoogendoorn, E.J.E. Molin, Thomas Teijl

Pollution and congestion are important issues in urban mobility. These can potentially be solved by multimodal transport, such as the bicycle-Transit combination, which benefits from the flexible aspect of the bicycle and the wider spatial range of public transport. In addition, the bicycle can increase the catchment areas of public transport stops. Most transit operators consider a fixed 400m buffer catchment area. Currently, not much is known about what influences the size of catchment areas, especially for the bicycle as a feeder mode. Bicycles allow for reaching a further stop in order to avoid a transfer, but it is not clear whether travelers actually do this. This paper aims to fill this knowledge gap by assessing which factors affect feeder distance and feeder mode choice. Data are collected by an on-board transit revealed preference survey among tram travelers in The Hague, The Netherlands. Both regression models and a qualitative analysis are performed to identify the factors that influence feeder distance and feeder mode choice. Results show that the median walking feeder distance is 380m, and the median cycling feeder distance is 1025m. The tram stop density and chosen feeder mode are most important in feeder distance. For feeder mode choice, the following factors are found to be influential: Tram stop density, availability of a bicycle, and frequency of cycling of the tram passenger. Furthermore, the motives of respondents for choosing a stop further away are mostly related to the quality of the transit service and comfort matters, of which avoiding a transfer is named most often. In contrast, the motives for cycling relate mostly to travel time reduction and the built environment. Three important barriers for the bicycle-Tram combination have been discovered: unavailability of a bicycle, insufficient and unsafe bicycle parking places. Infrequent users of the bicycle-Tram combination are more inclined to travel further to a stop that suits them better.@en

Understanding the Role of Cycling to Urban Transit Stations through a Simultaneous Access Mode and Station Choice Model

Journal article - D. Ton, S. Shelat, Sandra Nijënstein, Lotte Rijsman, N. van Oort, S.P. Hoogendoorn

Governments worldwide are aiming to increase sustainable mode use to increase sustainability, livability, and accessibility. Integration of bicycle and transit can increase catchment areas of transit compared with walking and thus provide better competition to non-sustainable mod ...

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Primary Rules On The Way To Primary Schools

An assessment on the role of car speed reduction policy on creating a subjectively safe and encouraging environment for cyclists in the school zones

Master thesis - M.W. Tem Temi, A. Gavriilidou, J.A. Annema, W. Daamen, Thomas te Lintel Hekker, Lotte Rijsman

With an increase in interest in putting people on bikes instead of driving vehicles for day-to-day transport, new regulations are being implemented to make roadways safer for cyclists while also encouraging cycling behavior among various segments of the population. The perception of safety has been proven to play a significant role in the decision to adopt active forms of transportation. The significance of this feeling is underlined even more when it comes to vulnerable road users, in this case, cycling children. This study seeks to provide a better knowledge of the road conditions that increase the perception of road safety in order to establish a safe and encouraging cycling environment for adolescents cycling to school. The preferences of different categories of the population toward various measures are explored using the stated preferences experiment. Furthermore, with the adoption of the new lowering of the speed limit policy, the attitude toward a growth in the usage of bicycles is done. According to the findings of this study, different sectors of the public have distinct perceptions and preferences toward the numerous aspects shown on the highways. The presence of separated bike lanes, a speed restriction of 30 km/h, and a priority for crossing rule for cyclists are discovered to be components that all groups in the sample strongly prefer. Parking on the country road is limited to the groupings of parents and road designers. Finally, the presence of speed displays is discovered to be negligible for all subgroups in the sample population as a measure that has no influence on making roads safer for children to cycle on. Furthermore, it has been discovered that parents who bring their children to schools that are now located near unsafe GOW50 roads have a more positive attitude toward cycling following the implementation of the speed limit policy. More aspects that were discussed in the GOW30 debate could be included in a future study to gain a better understanding of the impact of the various elements on providing a safe cycling environment for children. Furthermore, a recommendation is made to examine the behavior of parents in other locations that are also in close proximity to hazardous GOW50 roads and to incorporate the features of other respondents in order to corroborate the findings of this study.