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Shared micromobility, perceived accessibility, and social capital.

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Title: Shared micromobility, perceived accessibility, and social capital.
Authors: An, Zihao1,2,3,4 (AUTHOR) za338@cam.ac.uk, Mullen, Caroline1 (AUTHOR) C.A.Mullen@leeds.ac.uk, Guan, Xiaodong5 (AUTHOR) x.guan@uu.nl, Ettema, Dick5 (AUTHOR) d.f.ettema@uu.nl, Heinen, Eva1,6,7 (AUTHOR) Eheinen@ethz.ch
Source: Transportation. Apr2026, Vol. 53 Issue 2, p1025-1060. 36p.
Subjects: Social capital, Bicycle sharing programs, Social cohesion, Sociology, Trust, Multivariate analysis
Abstract: While the impacts of shared micromobility (SMM) on the environment and transport systems are being extensively researched, its societal implications and the influence of the social environment on the use of SMM remain largely unexplored. In this research, we investigate the interrelationships between the use of SMM, perceived overall accessibility, and social capital. We focus on two types of SMM – shared bikes and shared e-scooters – in three European countries: the Netherlands, England, and Sweden. We measure perceived overall accessibility through a multicriteria subjective evaluation of individuals' ability to reach regular destinations, services, and activities. We consider multidimensional social capital measures: social trust, cooperativeness, reciprocity, network bonding, and network bridging. We use multivariate models to investigate the associations between perceived overall accessibility, SMM use, and social capital, and examine the dominant direction of these associations using the direct linear non-Gaussian acyclic model (DirectLiNGAM) and direction dependence analysis (DDA). We find that lower levels of perceived overall accessibility may contribute to lower levels of social trust, reciprocity, and cooperativeness. However, individuals with a lower level of perceived overall accessibility tend to use shared bikes more frequently, which in turn, may increase their social trust and cooperativeness. We also find that increased shared e-scooter use may contribute to increased network bonding, yet the frequency of use has no relation with perceived overall accessibility. Our research suggests that the introduction of shared bikes alone, independent of other measures aimed at encouraging their use, may help mitigate individual differences in social capital. We argue that the applied DirectLiNGAM and DDA help gain deeper insights into the likely causal relationship between transport and social capital in non-intervention studies. [ABSTRACT FROM AUTHOR]
Copyright of Transportation is the property of Springer Nature and its content may not be copied or emailed to multiple sites without the copyright holder's express written permission. Additionally, content may not be used with any artificial intelligence tools or machine learning technologies. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)
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  Data: Shared micromobility, perceived accessibility, and social capital.
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  Data: <searchLink fieldCode="JN" term="%22Transportation%22">Transportation</searchLink>. Apr2026, Vol. 53 Issue 2, p1025-1060. 36p.
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  Data: While the impacts of shared micromobility (SMM) on the environment and transport systems are being extensively researched, its societal implications and the influence of the social environment on the use of SMM remain largely unexplored. In this research, we investigate the interrelationships between the use of SMM, perceived overall accessibility, and social capital. We focus on two types of SMM – shared bikes and shared e-scooters – in three European countries: the Netherlands, England, and Sweden. We measure perceived overall accessibility through a multicriteria subjective evaluation of individuals' ability to reach regular destinations, services, and activities. We consider multidimensional social capital measures: social trust, cooperativeness, reciprocity, network bonding, and network bridging. We use multivariate models to investigate the associations between perceived overall accessibility, SMM use, and social capital, and examine the dominant direction of these associations using the direct linear non-Gaussian acyclic model (DirectLiNGAM) and direction dependence analysis (DDA). We find that lower levels of perceived overall accessibility may contribute to lower levels of social trust, reciprocity, and cooperativeness. However, individuals with a lower level of perceived overall accessibility tend to use shared bikes more frequently, which in turn, may increase their social trust and cooperativeness. We also find that increased shared e-scooter use may contribute to increased network bonding, yet the frequency of use has no relation with perceived overall accessibility. Our research suggests that the introduction of shared bikes alone, independent of other measures aimed at encouraging their use, may help mitigate individual differences in social capital. We argue that the applied DirectLiNGAM and DDA help gain deeper insights into the likely causal relationship between transport and social capital in non-intervention studies. [ABSTRACT FROM AUTHOR]
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  Data: <i>Copyright of Transportation is the property of Springer Nature and its content may not be copied or emailed to multiple sites without the copyright holder's express written permission. Additionally, content may not be used with any artificial intelligence tools or machine learning technologies. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract.</i> (Copyright applies to all Abstracts.)
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        Value: 10.1007/s11116-024-10521-5
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              Text: Apr2026
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