Mertens Lieze, Van Cauwenberg Jelle, Ghekiere Ariane, Van Holle Veerle, De Bourdeaudhuij Ilse, Deforche Benedicte, Nasar Jack, Van de Weghe Nico, Van Dyck Delfien
Department of Movement and Sport Sciences, Faculty of Medicine and Health Sciences, Ghent University, Watersportlaan 2, B-9000, Ghent, Belgium.
Department of Public Health, Faculty of Medicine and Health Sciences, Ghent University, De Pintelaan 185, 4k3, B-9000, Ghent, Belgium; Department of Human Biometry and Biomechanics, Faculty of Physical Education and Physical Therapy, Vrije Universiteit Brussel, Pleinlaan 2, B-1050, Brussels, Belgium; Research Foundation Flanders (FWO), Egmontstraat 5, 1000, Brussels, Belgium.
PLoS One. 2015 Aug 28;10(8):e0136715. doi: 10.1371/journal.pone.0136715. eCollection 2015.
Characteristics of the physical environment can be classified into two broad categories: macro- ("raw" urban planning features influenced on a regional level) and micro- (features specifically within a streetscape influenced on a neighborhood level) environmental factors. In urban planning applications, it is more feasible to modify conditions at the neighborhood level than at the regional level. Yet for the promotion of bicycle transport we need to know whether relationships between micro-environmental factors and bicycle transport depend on different types of macro-environments. This study aimed to identify whether the effect of three micro-environmental factors (i.e., evenness of the cycle path surface, speed limits and type of separation between cycle path and motorized traffic) on the street's appeal for adults' bicycle transport varied across three different macro-environments (i.e., low, medium and high residential density street).
In total, 389 middle-aged adults completed a web-based questionnaire consisting of socio-demographic characteristics and a series of choice tasks with manipulated photographs, depicting two possible routes to cycle along. Conjoint analysis was used to analyze the data.
Although the magnitude of the overall effects differed, in each macro-environment (i.e., low, medium and high residential density), middle-aged adults preferred a speed limit of 30 km/h, an even cycle path surface and a hedge as separation between motorized traffic and the cycle path compared to a speed limit of 50 or 70 km/h, a slightly uneven or uneven cycle path surface and a curb as separation or no separation between motorized traffic and the cycle path.
Our results suggest that irrespective of the macro-environment, the same micro-environmental factors are preferred in middle-aged adults concerning the street's appeal for bicycle transport. The controlled environment simulations in the experimental choice task have the potential to inform real life environmental interventions and suggest that micro-environmental changes can have similar results in different macro-environments.
物理环境特征可分为两大类：宏观环境因素（受区域层面影响的“原始”城市规划特征）和微观环境因素（受邻里层面影响的街道景观内的特定特征）。在城市规划应用中，在邻里层面改变条件比在区域层面更可行。然而，为了促进自行车交通，我们需要了解微观环境因素与自行车交通之间的关系是否取决于不同类型的宏观环境。本研究旨在确定三种微观环境因素（即自行车道表面平整度、速度限制以及自行车道与机动车道之间的分隔类型）对街道吸引成年人自行车出行的影响在三种不同的宏观环境（即低、中、高居住密度街道）中是否存在差异。
共有389名中年成年人完成了一份基于网络的问卷，问卷包括社会人口特征以及一系列带有经过处理的照片的选择任务，这些照片描绘了两条可供选择的自行车骑行路线。采用联合分析对数据进行分析。
尽管总体影响的程度有所不同，但在每种宏观环境（即低、中、高居住密度）中，与50或70公里/小时的速度限制、略微不平整或不平整的自行车道表面以及路缘石作为分隔或无分隔相比，中年成年人更喜欢30公里/小时的速度限制、平整的自行车道表面以及树篱作为机动车道与自行车道之间的分隔。
我们的结果表明，无论宏观环境如何，在街道对自行车交通的吸引力方面，中年成年人对相同的微观环境因素有偏好。实验选择任务中的受控环境模拟有可能为现实生活中的环境干预提供信息，并表明微观环境变化在不同的宏观环境中可能产生类似的结果。
