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E -bike use in rural and tourist areas is under-researched and has potential to replace car journeys reducing greenhouse gas emissions and other impacts of car use. We studied the rural use of e-bikes in a tourist area (the Lake District National Park, UK) through Covid-19. Mixed methods were used; two waves (2020 & 2021) of a semi-panel quantitative survey; including open responses; supplemented by self-study field trips. Key findings include high levels of e-biking in a wet and hilly area by generally older individuals, including a high proportion of female respondents. Usage was higher in 2020, partly due to lower traffic levels during Covid restrictions, but relatively high usage was maintained in 2021. Users are substituting more car journeys than active travel and public transport trips, and amongst women, more errands than commutes. We found support for restraint of car use in the study area, along with support for secure e-bike parking, e-bike share schemes, and integration with public transport. The implications for planners and policymakers are that policies supporting rural e-biking may be well received if they form part of greener transport plans including e-bike facilities, integration with public transport and car restraint. Promotion of e-bike use needs to shift from an urban commuting focus, to also consider rural areas errands and leisure trips. National parks and other rural tourist areas may confidently assume that hills and weather do not always act as barriers. • E -bikes are being used to reduce car travel in a touristic, rural wet and hilly area and have decarbonisation potential. • There is support for car restraint in a UK National Park and a desire for secure e-bike storage. • E -bikes are being used for errands as well as commuting in a rural National Park. • Relatively high levels of use and support for e-bikes continue after easing of Covid restrictions in 2021. [ABSTRACT FROM AUTHOR]

We propose a novel method to estimate capability to make bicycle journeys, specifically considering the individual physical capability (IPC) of entire populations of individuals from all population segments of an area, not just current cyclists. IPC considers the physical constraints on the maximum distance people could cycle given the typical topography of where they live (Distance IPC), and then estimates their ability to make a particular journey (Journey IPC). IPC, when estimated in this way for a particular point in time, may be informed by antecedent behavioral choices and capabilities, and may be a constraint or enabler of subsequent capabilities, potential adaptations and behavior. The focus of the present paper is on explaining a generic method of estimating Distance IPC and Journey IPC by constructing an individually based spatially fine-grained model. We show how such an individual-level model may be implemented for a population resident in many small spatial zones by use of spatial micro-simulation (population synthesis), to generate the individual attributes required as inputs to the model. We present a case-study for the city of Leeds, UK. We explain the range of data sources used, explore sensitivity of the results to assumptions of the model, and illustrate the ability of the model to simulate the effects of policies. Finally, we identify several possible application areas and opportunities to further develop the model. [ABSTRACT FROM PUBLISHER]

Electrically-assisted cycling can make a major contribution to sustainable mobility. For some people, hills are a barrier for cycling. This paper focuses on how and why electrically-assisted bikes make a difference to cycling in hilly contexts, and can thus be an important element of sustainable mobility in hilly geographies. It makes a novel contribution in being able to draw on recorded sensor data of the actual use of assistance in relation to the specific geography of the route cycled (GPS data), and interview/survey material. It shows that e-bikes extend the range, nature and scope of journeys manageable by bike, and therefore the general viability of e-bikes as alternative to other modes. It highlights that the benefits of using e-bikes are often also psychological, since they can change the overall enjoyability of the cycling experience in hilly areas. Resulting policy recommendations, that could lead to significant CO2 savings through the uptake of e-cycling in hilly contexts, include 'try before you buy' schemes, training for e-bike users and investing in relevant cycling infrastructure. [ABSTRACT FROM AUTHOR]