Abstract
In recent years, cities around the world have launched various micromobility programs to offer more convenient and efficient mobility options that make transit networks more accessible. However, the question of whether micromobility services are accessible to and equitably distributed amongst all populations still remains unanswered. In this study, we investigate the spatial accessibility of disadvantaged communities, such as racial and ethnic minorities, low-income populations, and transit-dependent populations, to scooter and bike services. The ultimate goal of this study is to examine associations between the level of access to bikes and scooters and the racial and social characteristics of communities throughout the City of Austin, Texas. To achieve this goal, first, equity analysis with a Lorenz curve was performed to understand how bike and scooter accessibility is distributed among the population. Then, both Ordinary Least Squares (OLS) and Geographically Weighted Regression (GWR) models were generated to explore factors associated with bike and scooter accessibility. The analysis of the residuals showed more consistent results in the GWR models than in the OLS models. The equity analysis with the Lorenz curve conducted herein reveals extreme inequity in access to micromobility services. Almost 80 percent of residents have no access to bikes and scooters. Access is even worse for transit-dependent people when compared to the general population. The regression models further revealed that areas with a higher proportion of Black residents were less likely to have access to both bikes and scooters, yet positive associations were found for both bike and scooter accessibility and low-income populations. Increased understanding of spatial access to bikes and scooters can support ongoing efforts to deliver equitable transportation systems, improve transportation alternatives for disadvantaged populations, and support future policy actions related to bike and scooter services.
Highlights
A spatial autocorrelation analysis was conducted, where the spatial correlation of scooter and bike accessibility distribution was evaluated using Moran’s Index. Both Ordinary Least Squares (OLS) and Geographically Weighted Regression (GWR) models were generated to explore the association between bike and scooter accessibility and the social characteristics of different areas within the city
Micromobility services are more accessible in the central parts of the city
A review of the literature showed that very few studies have explored the equity aspects of access to micromobility services
Summary
The transportation sector generates the largest share of greenhouse gas emissions [1]. In the United States, and within the transportation sector, road transportation is the biggest source of CO2 emissions. Urban administrators have sought to encourage the use of micromobility as an effective means of mobility and a sustainable form of transportation to substitute for personal car trips. Micromobility has the potential to enhance transportation options, support urban sustainability goals, promote eco-friendly landscapes, and relieve burdens of vehicle ownership on cities and societies. As a more socially distanced means of travel, micromobility has attracted attention during the global pandemic [2], which has extremely influenced travel behavior [3]. Micromobility, presents opportunities to address environmental, social, and economic sustainability goals
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