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In various countries around the modern world, transportation is one of the primary sources of greenhouse gas emissions. This sector negatively impacts the quality of life in urban areas, as it pollutes the air, causes unwanted noise, and exerts harmful effects on soil layers. Ultimately, this leads to land degradation, making it unusable for agricultural and other activities. Excessive traffic, congestion, and road accidents are directly linked to human health, posing a significant threat to the normal existence of humanity. In many countries, this situation causes public dissatisfaction, which is often expressed through various forms of protest. In major cities and global metropolises, there is a continuous, dynamic process of modernizing the transportation sector based on rapid, planned, and contemporary technologies, while also incorporating global approaches and innovations. A key component of ongoing urban planning projects is the implementation of large-scale, diverse infrastructure mobility, including the strategy for accommodating bicycle traffic and establishing cycling facilities. Bicycle use and the development of cycl ing systems occupy an essential place among the core components of city master plans. The resolution of these issues is directly related to governance structures that establish the necessary conditions for infrastructure development and the complete arrangement of safe bicycle lanes. Using Georgia as an example, it can be noted that for the first time in the Caucasus, and even on an Asian scale, the "Bicycle Policy Audit" (BYPAD) methodology was applied in the development of Batumi's general plan. As for the situation in Tbilisi, it can be said that in terms of bicycle infrastructure development, bike lanes were established for the first time in the city's history in recent years, which should be considered one of the successful outcomes of the transportation reform. In the case of Georgia, it can be noted that the city of Batumi, during the development of its master plan, became the first in the Caucasus and across Asia to apply the methodology of the "Bicycle Policy Audit" (BYPAD). As for the situation in Tbilisi, in recent years, for the first time in the city's history, bicycle lanes have been established, which should be considered one of the successful outcomes of transportation reform. Using qualitative research methods, this article examines the ways leading European countries promote bicycle use, including the implementation of state policies, the provision of appropriate legislative frameworks, the development of cycling infrastructure, and safety measures, as well as public awareness campaigns. The study analyzes the current situation in Georgia, ongoing legislative and educational initiatives, and infrastructure projects, identifying future activities planned to encourage cycling in the country. [ABSTRACT FROM AUTHOR]

Bicycle traffic constitutes a central aspect of present and future inner-city traffic. Therefore, cyclists' safety is increasingly the focus of research. A current discussion is whether a structural separation between bicycle and motorized traffic using light segregation improves road safety and the perceived safety of cyclists compared to a design using markings or other forms of light segregation. The field study was conducted on a street in Zurich that is a source of conflict for cyclists with motorized traffic by implementing four different forms of light segregation and examining their influence on the safety assessment. The (1) colored bicycle lane was supplemented by (2) a continuous line, (3) light segregation that still allows cyclists or cars to ride over them (discs), and (4) light segregation with guide beacons that do not allow cyclists nor cars to ride over them. A video-based traffic analysis was conducted for each stage to assess the conflicts between cyclists and motorized traffic. Regarding safety perception, cyclists were asked before and after each conversion about their general safety assessment and perception of the specific street section. Moreover, the conversions were presented to participants via pictures before they were implemented in order to assess if a safety assessment based on pictures is comparable to a perceived safety perception in reality. Objectively, fewer adaptive actions were recorded for all three conversions compared to the initial design. Significant differences were found between the conversions regarding perceived safety, with the light segregation using discs being rated as the safest. The safety assessment based on pictures, however, revealed no significant differences. These results are a basis for further research on safety assessments and the relationship between objective and subjective safety for cyclists.

BACKGROUND AND OBJECTIVES: Cycling has been widely promoted as an alternative mode of transport to help the reduction of environmental impact and improve users' health. Promoting cycling will help enhance the "Green City" initiative in Thailand. While several studies have addressed social issues of cyclists, the environmental impacts and economic viability of cycling infrastructure are yet unknown. Quantifying its environmental impact and the costing aspect are essential to prove that cycling would positively affect a city. This study compares the expected environmental and economic impacts before and after constructing a bicycle lane in Mahasarakham, Thailand.METHODS: This study uses life cycle assessment and life cycle costing to assess a bicycle lane's environmental and economic viability. Life cycle assessment and life cycle costing are tools used to analyze environmental impact and cost during the life cycle of a product or service. The scope of this study covers the processing of raw material acquisition, transportation, construction, use, and disposal. The functional unit set for this study is the use of a bicycle lane for one year. The environmental impact examined is greenhouse gas emissions along the product's life cycle (the so-called "carbon footprint").FINDING: According to the results, approximately 0.2 million tons of carbon dioxide equivalent of carbon footprint could have been reduced in 2020 had a bicycle lane been installed. The use phase plays the leading role in reducing carbon footprint. The reduction in environmental impacts is due to reduced fuel consumption by cars and motorcycles when bicycles are used. Even though a low rate (26%) of road users, who participated in this research, were willing to ride bikes had a bicycle lane been provided, a considerable amount of environmental impact could still have been reduced.CONCLUSION: The carbon footprint expected to be reduced in a year is valued at about 4.7 million baht of carbon credit. In comparison, the life cycle cost of bicycle lanes for one year is approximately 3.7 million baht. Furthermore, it is anticipated that had a bicycle lane been installed since 2015, the city would have reduced overall carbon footprint emissions by more than 1.15 million tons of carbon dioxide equivalent by 2020. Therefore, the results of environmental impact and cost assessment from this study are helpful for urban environmental management.

This research explores a city-oriented and inclusive bicycle-vehicle crash frequency model through the integration of bicycle-sharing system and other surrogates pertaining to the built environment like road network, land use developments, and socio-demographic characteristics. Bicycle-vehicle crash data from 2016 to 2019, along with the road network, land use, and socio-demographic characteristics within a 1-mile radius of 62 randomly selected Capital Bikeshare (CaBi) stations (referred to as stations), was used to estimate and validate bicycle-vehicle crash frequency models (negative binomial regression models with log-link distribution) and assess the role of explanatory variables. The selected stations are geographically and fairly distributed in low-risk, moderate-risk, high-risk, and very high-risk areas while covering 99.8% of the total number of recorded bicycle-vehicle crashes. From such an inclusive approach, it was observed that bicyclists are more likely to be involved in crashes in commercial, mixed-use, and densely populated areas. In addition, they are more often involved in crashes in areas with more six-lane roads. Also, many bicycle-vehicle crashes have occurred at intersections. The nonexistence of bicycle crossings could explain this finding. The findings are substantial, and characteristics related to the built environment like road network (including vehicle and bicycle infrastructure), land use developments, and socio-demographics are good surrogates for traffic volume and bicycle count.

This study examined the electromechanical characteristics of piezoelectric materials, which constitute a compact renewable energy source; these materials can convert mechanical energy (such as pressure or a cumulative impact) in the form of mechanical stress to electricity. This study further explored systems that require moderate energy and utilize piezoelectric materials to create an energy-generating floor. The electrical characteristics of these piezoelectric materials were studied, including the feasibility of installing them as a power source for road lighting, particularly cycling lanes. Furthermore, the effects of riders' weights and cycling speeds were investigated. The results indicate that the electric power generated is adequate for the installation of these materials and can thus help improve visibility in the event of insufficient lighting. [ABSTRACT FROM AUTHOR]

In recent years, the promotion of green travel and the emergence of bicycle sharing have dramatically increased the population of people traveling by bicycle in China. Bicycle sharing has become an indispensable daily means of travel for some people. Therefore, the ride comfort and safety of bicycle lanes should be paid more attention. Toward meeting the demand for smooth bicycle lanes, we propose a new method of testing the roughness of bicycle lanes based on the riding condition and explore the possibility of its realization. A riding profiler is assembled and designed, and its test repeatability is verified by repeated measurements. The riding profiler is also applied to different pavement types with various speeds for roughness testing. The results demonstrate that the speed and pavement type affect the vibration acceleration and vertical displacement during riding, and the greater the riding speed, the stronger the vibration sensation. In addition, the vibration is strongest when riding on concrete block pavement and weakest on dense asphalt pavement. On the basis of the test results, the acceleration interference is taken as an evaluation index to analyze riding comfort under different conditions. [ABSTRACT FROM AUTHOR]

BACKGROUND AND OBJECTIVES: Cycling has been widely promoted as an alternative mode of transport to help the reduction of environmental impact and improve users' health. Promoting cycling will help enhance the "Green City" initiative in Thailand. While several studies have addressed social issues of cyclists, the environmental impacts and economic viability of cycling infrastructure are yet unknown. Quantifying its environmental impact and the costing aspect are essential to prove that cycling would positively affect a city. This study compares the expected environmental and economic impacts before and after constructing a bicycle lane in Mahasarakham, Thailand. METHODS: This study uses life cycle assessment and life cycle costing to assess a bicycle lane's environmental and economic viability. Life cycle assessment and life cycle costing are tools used to analyze environmental impact and cost during the life cycle of a product or service. The scope of this study covers the processing of raw material acquisition, transportation, construction, use, and disposal. The functional unit set for this study is the use of a bicycle lane for one year. The environmental impact examined is greenhouse gas emissions along the product's life cycle (the so-called "carbon footprint"). FINDINGS: According to the results, approximately 0.2 million tons of carbon dioxide equivalent of carbon footprint could have been reduced in 2020 had a bicycle lane been installed. The use phase plays the leading role in reducing carbon footprint. The reduction in environmental impacts is due to reduced fuel consumption by cars and motorcycles when bicycles are used. Even though a low rate (26%) of road users, who participated in this research, were willing to ride bikes had a bicycle lane been provided, a considerable amount of environmental impact could still have been reduced. CONCLUSION: The carbon footprint expected to be reduced in a year is valued at about 4.7 million baht of carbon credit. In comparison, the life cycle cost of bicycle lanes for one year is approximately 3.7 million baht. Furthermore, it is anticipated that had a bicycle lane been installed since 2015, the city would have reduced overall carbon footprint emissions by more than 1.15 million tons of carbon dioxide equivalent by 2020. Therefore, the results of environmental impact and cost assessment from this study are helpful for urban environmental management. [ABSTRACT FROM AUTHOR]

This study examined the electromechanical characteristics of piezoelectric materials, which constitute a compact renewable energy source; these materials can convert mechanical energy (such as pressure or a cumulative impact) in the form of mechanical stress to electricity. This study further explored systems that require moderate energy and utilize piezoelectric materials to create an energy-generating floor. The electrical characteristics of these piezoelectric materials were studied, including the feasibility of installing them as a power source for road lighting, particularly cycling lanes. Furthermore, the effects of riders’ weights and cycling speeds were investigated. The results indicate that the electric power generated is adequate for the installation of these materials and can thus help improve visibility in the event of insufficient lighting.