Eva Heinen

Last Name

Heinen

First Name

Eva

ORCID

0000-0001-8428-5709

Organisational unit

09827 - Heinen, Eva / Heinen, Eva

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Publications 1 - 10 of 106

Assessing the potential of feeder DRT services in urban outskirts
Mahfouz, Hussein; Balac, Milos; Morgan, Malcolm; et al. (2025)
Perceived highway nuisance in a residents’ context
Hamersma, Marije; Arts, Jos; Tillema, Taede; et al. (2015)
The public bicycle-sharing scheme in Brisbane, Australia
Heinen, Eva; Kamruzzaman, Md.; Turrell, Gavin (2018)
Journal of Transport & Health
Background: Active travel may improve individual health as it contributes to higher levels of physical activity, particularly in an aging society. Bicycle-sharing schemes may contribute to public health by encouraging active travel. Aim: To investigate whether exposure to a bicycle-sharing scheme—measured as residential proximity to a bicycle station—was associated with the propensity to use it. Second, we aimed to study the extent to which exposure to the scheme was associated with a change in time spent cycling. Method: In this natural-experimental study, we analysed a large panel of residents in Brisbane, Australia, who were surveyed before and after the introduction of a bicycle-sharing scheme in 2010. Data were collected as part of the HABITAT study, a multilevel longitudinal investigation of physical activity and health among ‘baby boomers’ (persons aged 40–65). Data were collected in 2009 (n = 7866), 2011 (n = 6900), and 2013 (n = 6520). Two self-reported outcome variables were examined: (1) a stages-of-change variable measuring the likelihood of using the scheme and the intention to use it in the future, and (2) change in time spent cycling between 2009 and 2013. Results: In the unadjusted model, proximity was significantly associated with stages of change, but became non-significant after adjustment. Moreover, higher levels of exposure to the inter vention did not predict a change in time spent cycling. Younger respondents and respondents with a higher education level were more likely to consider using the bicycle-sharing scheme. Individuals who had a college degree were more likely to have used this scheme. Conclusion: Residential proximity to a bicycle-sharing station was not found to be associated with the use of the bicycle-sharing scheme nor did its introduction significantly predict an increase in time spent cycling. Other interventions may be more supportive of increasing cycling in the baby boomer cohort, and, thereby, improving their overall health.
Impact of Settlement Size and Regional Density on the Frequency of Different Holiday Types
Scheffler, Tanja; Heinen, Eva (2024)
Transportation Research Record
Despite its contribution to climate change, holiday travel has received less attention in research than daily travel. Research has revealed that individuals residing in dense and large settlements tend to travel more frequently and over longer distances. Whether this is attributable to compensation for shortcomings of dense cities or a reflection of lifestyle is still inconclusive, yet important to uncover for formulating mitigation strategies for the environmental impact. To advance this discussion, we analyze the 2019 Norwegian holiday travel survey to determine to what extent settlement size and regional density in Norway are associated with different holiday types that reflect different lifestyles and motivations. Using negative binomial and logistic regression while controlling for socioeconomic factors, we find that (1) it is not settlement size that influences the number of holiday trips, but whether a settlement lies in a dense county; (2) making nature getaways in Scandinavia and intercontinental trips are both positively associated with county density; (3) making city trips does not show a consistent link with spatial characteristics; (4) Mediterranean seaside holidays are typical for all Norwegians, no matter the place of residence. Our results indicate compensatory motivation behind nature getaways. However, dense everyday surroundings are not detrimental to visiting other densely populated areas on city vacations. The increased likelihood of intercontinental trips among people in dense areas may be explained by lifestyle and cosmopolitan attitudes rather than being a result of compensation.
Explaining residential moving intentions
Hamersma, Marije; Heinen, Eva; Arts, Jos (2013)
New highway development in the Netherlands
Hamersma, Marije; Heinen, Eva; Tillema, Taede; et al. (2017)
Transportation Research Part D: Transport and Environment
This study investigates the impacts of new highway development from a residents’ perspective. Data were collected by questionnaire in two residential areas, Son and Uden, both situated along the new A50 highway in the Netherlands. The objectives of this study are: (1) to analyse the extent to which highway development has impacted the residents’ self-reported residential satisfaction through the use of Structural Equation Modeling, and (2) to explore residential self-selection, by comparing characteristics of the original population with those who have relocated into the area during and after highway development using Multinomial Logistic Regression. The results indicate that a small majority of the residents perceived an increase in residential satisfaction due to the highway development. Living in the sampled area in Son (compared to Uden), living on close proximity to the A50 highway, having a low preference for car accessibility, and a strong preference for environmental quality were negatively associated with the change in residential satisfaction, mostly via a negative association with the perceived change in liveability or accessibility. The findings of our second analysis show that residents who had relocated into the area after the highway development have a slightly more ‘highway-oriented’ profile than the original population, i.e. a marginally higher preference for car accessibility and lower preference for environmental quality. The study sheds light on the importance of accounting for the perceptions of the wider residential population and reveals how the impacts of new highway development differ between and within residential areas.
Cycling and socioeconomic (dis)advantage
Vidal Tortosa, Eugeni; Heinen, Eva; Lovelace, Robin (2022)
Advances in Transport Policy and Planning ~ Cycling
The socioeconomically disadvantaged have much to gain from cycling uptake, as they are most likely to suffer transport disadvantage and be less physically active. This chapter reviews research on “cycling and socioeconomic disadvantage” from two different perspectives: (1) socioeconomic inequalities in cycling levels and (2) spatial inequalities in the provision of cycling facilities. We found evidence of variable relationships between socioeconomic disadvantage and cycling levels. In European “high-cycling” countries, all income groups seem to cycle with minor variations. In Western “low-cycling” countries such as the UK, Canada, and Australia, middle- and high-income groups tend to cycle more. By contrast, in the US, slightly higher levels of cycling among low-income groups or no significant differences were found. In South America, there is a consistent negative association between income and cycling. Education was found positively associated with cycling in Europe, North America, and Oceania, but negatively in South America. Most studies found that disadvantaged populations have lower access to cycling networks and particularly to docked-based Bike Share Schemes (BSS). Dockless BSS may, however, help to reduce geographical inequalities relative to BSS. These results lead to the conclusion that socioeconomic inequalities in cycling should receive greater consideration in research into cycling uptake and in practice, at design, implementation, and monitoring stages of interventions to enable cycling uptake. Further work is needed in a range of areas relating to cycling and socioeconomic disadvantage, including research from both perspectives—socioeconomic inequalities in cycling levels and spatial inequalities in the provision of cycling facilities—in middle- and low-income countries, new methods to reliably assess spatial inequalities in the provision of cycling facilities, more insight into trends in inequalities, and in-depth analysis of the barriers to cycling among
Socioeconomic inequalities in cycling safety
Vidal Tortosa, Eugeni; Lovelace, Robin; Heinen, Eva; et al. (2021)
Journal of Transport & Health
Introduction Previous studies have found a positive association between cycling injury risk and residential deprivation. However, most of these studies focused on serious and fatal injuries, children, and a specific point in time. This study explores i) inequalities in cycling injury risk by residential deprivation for all recorded casualties (slight, serious, and fatal) in England, ii) whether these inequalities vary by sex and age, and iii) how they have changed over time. Methods Using the STATS19 database of road traffic casualties in Britain, the English National Travel Survey, and population estimates for England over the six-year period 2014–2019, we estimated the ratio of slight, serious, and fatal cycling casualties per billion kilometres cycled by residential Index of Multiple Deprivation (IMD) quintile; by residential IMD quintile and sex and age group; and by residential IMD quintile and year. Results We found that the higher the level of residential deprivation, the higher the slight and serious cycling injury risk. The fatal cycling injury risk was also higher in individuals from the most deprived areas. Inequalities were particularly large for children, with slight and serious rates three times higher for children from the most deprived areas than for children from the least deprived areas. We also found that the linear trend lines of the slight and serious injury rates between 2014 and 2019 declined in the least deprived quintiles but not in the most deprived quintiles, which suggests that inequalities in slight and serious cycling injuries may have grown over the last years. Conclusion This study found that people from deprived areas are at higher risk of cycling injury for all types of severity; that children from deprived areas are most at risk; and that these inequalities may have recently increased.
Multimodality and Sustainable Transport
Mattioli, Giulio; Heinen, Eva (2020)
Studien zur Mobilitäts- und Verkehrsforschung ~ Mobilität, Erreichbarkeit, Raum
Sustainable transport research and policy making currently identify multimodality as an important way to reduce carbon emissions and other negative transport externalities. This emphasis is consistent with the ‘behaviour change agenda’ for sustainable mobility, which places responsibility for changing behaviour on ‘citizen-consumers’, while policy makers help them make ‘better’ modal choices, rather than introducing regulatory or pricing measures. In this paper, we present findings based on the British National Travel Survey, which lead us to qualify the emphasis currently placed on multimodality. We first focus on the relationship between multimodality and CO2 emissions, at the individual and trip level. While multimodal trips produce less CO2 than unimodal trips over comparable distances, they are typically longer and therefore have higher average emissions. At the individual level, there is an association between greater multimodality and lower emissions, although of weak magnitude. Second, we investigate trends in multimodality between 1995 and 2015. Contrary to expectations, we find that individual-level multimodality has decreased over time, notably among younger adults, and this during a period of declining car travel distances per capita. We conclude that there is merit in encouraging greater multimodality, but this can hardly be the only or primary goal of sustainable transport policies. More policy attention needs to be directed to the pivotal role of high levels of travel activity, and the reduction of these.
Reducing private car demand, fact or fiction? A study mapping changes in accessibility to grocery stores in Norway
Rokseth, Lillian Sve; Heinen, Eva; Hauglin, Espen Aukrust; et al. (2021)
European Transport Research Review
Background Travel surveys show that the amount of private car driving in Norway has increased significantly since the mid-1980s. Private car driving has for a long time been the main mode of transport for retail and service trips, and grocery shopping trips represent over 60% of the retail and service travels. Despite the growing number of studies addressing accessibility to daily destinations, to the best of the authors’ knowledge there are no studies examining these issues over time. Methods This paper aims to investigate changes in accessibility to grocery stores over time and use two counties in Norway as examples. Based on GIS data at a detailed level, distances from dwellings to nearest grocery store has been examined. Findings The results from the spatial analyses reveal significant changes from 1980 to 2019: The share of the population living within 500-m from a grocery store has decreased from 55% to 34% in one of the counties examined and from 36% to 19% in the other. This indicates that the share of people living within walking distance to a local grocery store has nearly halved. With such changes in accessibility to grocery stores, increased car driving for grocery shopping should not come as a surprise. Contrary to the frequent statements about sustainable urban development and active transportation, it seems that Norway still is developing as a country that in the future will be more and not less dependent on private cars.

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