This paper also frames participants’ experiences completing this gendered travel by bicycle using social practice theory to demonstrate how even difficult household serving trips are possible by bicycle when people are equipped with certain meanings, competencies, and materials. Buying small amounts of groceries and trip-chaining, however, was usually perceived as convenient. Results indicate that traveling with children and grocery shopping in bulk is generally considered difficult by bicycle. Drawing on semi-structured interviews with residents of Toronto, Canada, who are new to cycling, this paper addresses this knowledge gap by providing a detailed account of how cyclists use their bicycles to complete mobilities of care. ![]() However, the ways in which people use the bicycle to complete this form of travel in low-cycling cities has yet to be studied. Because women tend to complete more unpaid household labour than men, the bicycle’s assumed incompatibility with household-serving travel has been suggested as a possible explanation for the gender-gap in cycling within low-cycling cities. Mobilities of care, the travel required to meet one and others’ household needs such as shopping, running errands, or escorting children, are often understood as difficult to complete by bicycle because they tend to involve transporting goods or people. Longer term follow-up may be necessary to understand the true effect of the intervention. Reversing declines in active travel may require more intensive, community-wide interventions that substantially improve neighbourhood safety and perceptions of safety. ![]() Overall, rates of car use for the school trip increased, while video observation showed an increase in pedestrians. Distance to school, convenience, and traffic saftey concerns were raised as key factors of importance by parents and children. Positive and negative shifts in child and parent neighbourhood perspectives were observed. ![]() Reductions in traffic speeds but increases in traffic volumes were observed post the intervention. At follow-up, 152 children and 91 parents participated. Baseline measures were taken in 2015 (traffic data) and from May-July 2016 (all other measures), infrastructural works were delivered from November 2016 to May 2017, and follow-up measures were repeated in May-June 2018.Īt baseline, 123 children and 88 parents participated. Tube counters and video cameras were used to measure traffic speeds and volume, and counts of pedestrians and cyclists, respectively. Parents completed a telephone interview to measure neighbourhood perceptions and reasons for school travel mode. ![]() Children completed a geographic informations systems survey that captured behaviours and neighbourhood perceptions. The study area was identified in partnership with Auckland Transport (responsible for delivering all intervention elements). The aim was to work with a regional transport agency to evaluate the impact of infrastructural changes in a school neighbourhood.Ĭhildren in school years 5–8 and their parents/caregivers from two schools involved in a school travel intervention were invited to participate. Knowledge gaps exist in terms of how small-to-medium scale, school-focused infrastructural changes might impact children's active school travel and associated variables along the pathway to behaviour change. Built environment infrastructure that supports active travel may help increase rates of children's active travel to school.
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