E-scooter riders and pedestrians: Attitudes and interactions in five countries.

Electric scooters (e-scooters) have become a popular phenomenon internationally; however, their use has raised concerns about pedestrian safety. This study describes the possible effects of the emergence of e-scooters on pedestrians. We focus on the interaction, conflicts, crashes, and attitudes between pedestrians and e-scooter riders and pedestrians' perceived safety in the presence of e-scooters. Data were collected from e-scooter riders and non-riders (n = 3385) through an online survey in Australia, Belgium, the Czech Republic, Norway, and Sweden. Around 20-30% of e-scooter riders rode on sidewalks, whether it is allowed or not. Non-riders of e-scooters tended to report that riding an e-scooter is rather dangerous. Pedestrians, except Australian ones, perceived e-scooter riders (and e-scooter operation) as annoying. Half of the e-scooter riders had experienced a near miss at some point in the past and more than 50% of these near misses included another road user. Up to 10% of the e-scooter riders from all five countries reported having experienced a crash. On the basis of these findings, we believe that the most relevant suggestions for the implications in sustainable (urban) mobility involve separating e-scooter riders and pedestrians.

Finding that elusive bell and other issues - experiences from starting to cycle during a pandemic.

The Covid19 pandemic has pushed a large number of people to change their mode of transport from (mainly) public transport to cycling, and thus given us an opportunity to study the adoption process of cycling. The paper reports on an interview study with 12 participants who started, or significantly increased, cycling during the pandemic, and utilises the Innovation-Decision Process to analyse the participants' cycling adoption and draw implications. The results show that adopting cycling as a primary mode of transport is a journey of constant reinvention of practices based on positive and negative discoveries, and that equipment (incl. a variety of clothes, bicycles, and bells) is key to overcome the negative discoveries. The main implication for urban policy and planning is that many measures can be taken to increase adoption of everyday cycling in addition to building more protected bicycle lanes. Examples include 1) develop new equipment more suited for everyday cycling, 2) create meeting points to transfer knowledge on equipment as well as good routes, 3) prioritize cycling at workplaces and other destinations with lockers, indoor storage, etcetera. To influence people to begin everyday cycling, it is also important to address the measures towards 'people who cycle' rather than 'cyclists' as many people do not wish to identify themselves as the latter.

On the evaluation of visual nudges to promote safe cycling: Can we encourage lower speeds at intersections?

OBJECTIVE: Crashes between cars and cyclists at urban intersections are common, and their consequences are often severe. Typical causes for this type of crashes included the excessive speed of the cyclist as well as car drivers failing to see the cyclist. Measures that decrease the cyclists' speed may lead to safer car-cyclist interactions. This study aimed to investigate the extent to which cyclists may approach intersections at a lower speed when nudged to do so. METHODS: Visual flat-stripe nudges were placed on bicycle lanes in the proximity of uncontrolled intersections (with a history of car-cyclist crashes) in two locations in Gothenburg, Sweden. This specific nudge was the one obtaining the best results from a previous study that tested different nudges in controlled experiments. Video data from the intersections were recorded with a site-based video recording system both before (baseline), and after (treatment), the nudge was installed. The video data was processed to extract trajectory and speed for cyclists. The baseline and treatment periods were equivalent in terms of day of the week, light, and weather conditions. Furthermore, two treatment periods were recorded to capture the effect of the nudge over time in one of the locations. RESULTS: Leisure cyclists showed lower speeds in treatment than in baseline for both locations. Commuters were less affected by the nudge than leisure cyclists. This study shows that visual nudges to decrease cyclist speed at intersections are hard to evaluate in the wild because of the many confounders. We also found that the effect of visual nudges may be smaller than the effect of environmental factors such as wind and demographics, making their evaluation even harder. CONCLUSIONS: The observed effect of speed might not be very high, but the advantage both in terms of cyclist acceptance and monetary cost makes an investment in the measure very low risk. This study informs policymakers and road authorities that want to promote countermeasures to intersection crashes and improve the safety of cyclists at urban intersections.