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Many countries colour their cycle lanes, but there is still a lack of research into the impact of this policy. Rather than constraining or regulating movement, coloured asphalt conveys information, and can serve as a good example of a "nudge". In transport, there are few good examples of effective nudges for improved safety or sustainability. We used a multi-method approach to study the behaviour and experiences of cyclists before and after cycle lanes were coloured using red asphalt. Video data were collected and analysed to measure the extent to which motorists stopped in the cycle lane; motorist distance from the cycle lane on passing; and bicycle placement in the cycle lane. Cyclists (n = 1583) were asked how they experienced the cycle lane in field surveys. GPS data from cyclists (n = 2448) was used to measure whether colouring the cycle lanes resulted in a change of cyclists' route choice. Video data showed no significant decrease in the share of passing motorists who stopped in the cycle lane. However, there was a significant decrease in the share of motorists stopping in the cycle lane rather than in the car lane or on the pavement. After recoating, motorists also kept a greater distance from the cycle lane; a greater share of cyclists chose to cycle in the cycle lane and a lower share cycled on the pavement. Analysis of survey data showed that visibility , perceived safety and ease of visualisation improved more in the recoated streets than in control streets. Analysis of the GPS data revealed a significant increase in cycling in the first streets to get red asphalt, with mixed results for the later streets. We discuss possible mechanisms behind the effects observed, and whether coloured cycle lanes can be considered as a form of nudging. [ABSTRACT FROM AUTHOR]

In this paper, a rank deficient adjustment model with inequality constrained is implemented to realise the conversion from the single-difference (SD) wide lane fractional cycle bias (WL-FCB) to undifferenced(UD) WL-FCB. The results are compared with the un-differential FCB published by Centre National d'Etudes Spatiales (CNES), and the temporal variation characteristics of SD WL-FCB and UD WL-FCB are analysed. The results indicate that the stability of the daily WL-FCB, whether it is SD or UD, is better than that of an hour. The UD WL-FCB recovered by using the above approach is compared with CNES, and it is found that the difference between (−0.06 ~ 0.06) cycles are more than 90%. The fixing success rate of the WL ambiguity from DOY 240 to 250 of 2017 is calculated by using probability function, which shows that fixed success rate is over 79% for all satellites, and the average is about 88%. [ABSTRACT FROM AUTHOR]

The article focuses on Los Angeles citizens' initiative, Healthier Streets Los Angeles (HLA), which holds the city accountable for implementing its Mobility Plan 2035 to create safer streets by requiring the installation of pedestrian-friendly elements whenever streets are improved.

• Common measures of infrastructure quality for bicyclists yield incomparable results. • The simplest methods and data inputs may offer greatest consistency across analyses. • Clear labeling of methods and inputs reduces ambiguity about the meaning of results. • High-level measures based on desktop analyses should not replace grounded fieldwork. Level of Traffic Stress (LTS) metrics are widely used to examine how bicyclists may perceive stress along urban streets and identify opportunities for infrastructure improvements. The intuitiveness of the original method, which condensed 18 input variables into four levels, has made LTS very popular among practitioners. Nonetheless, it can be challenging to collect all required inputs. In response, numerous alternative methods have been developed with fewer or different inputs drawn from more general sources, such as OpenStreetMap (OSM) or GIS datasets from local agencies. These methods tend to use the same four-level schema, suggesting that they are commensurate, though this may be an inappropriate assumption. We examine agreement between seven LTS methods calculated from three data sources throughout two major U.S. cities and find substantial differences between many outcomes. Interestingly, the simplest LTS method and the least precise dataset, OSM, provided the most consistent outcomes. This suggests using simpler albeit less precise approaches to improve commensurability between LTS analyses. For more detailed analyses, we recommend site studies with on-the-ground measurements rather than relying on LTS to characterize subtleties. We also encourage clear labeling of LTS methods and data sources to avoid confusion about how results can be interpreted and compared. [ABSTRACT FROM AUTHOR]

• Use driven footprint overestimates emission reduction of temporary mobility reduction. • Nuanced carbon footprint of Berlin transport shows short-term decrease in emissions. • This decrease is due to a short-lived decline in combustion car use during lockdowns. • Lower use of public transport did not translate into less indirect GHG emissions. • In 2022 emissions have rebounded with a more carbon intensive modal split. The COVID-19 pandemic changed urban mobility patterns in unprecedented ways with movement decreasing, few public transport customers, and empty streets turning into pop-up bike lanes. Accordingly, a decrease in local air pollution was reported at the start of the pandemic and models suggested a lower carbon footprint of urban mobility. Here, we offer a critical discussion of the indirect environmental impacts that can be inferred from short-lived mobility behaviour. Examining Berlin, we analyse to what extent transport volume and modal split influenced direct and indirect greenhouse gas emissions throughout the pandemic (2020–2022). The analysis combines traffic counts and survey data with process-specific life cycle assessment factors. The results show that reductions in the carbon footprint of mobility during the pandemic stem largely from a short-term decline in car use, while the modal split became more carbon intensive. Emission reductions from lower use of public transport were not realised, nor a reduction of indirect emissions from vehicle production due to slowly responding upstream demand and public transport planning. This highlights the need to revise the current assumption of perfectly responding markets in environmental footprint assessment of short-term behavioural change during crises, urban experimentation, and transitions. [ABSTRACT FROM AUTHOR]

The bicycle is a low-cost means of transport linked to low risk of transmission of infectious disease. During the COVID-19 crisis, governments have therefore incentivized cycling by provisionally redistributing street space. We evaluate the impact of this new bicycle infrastructure on cycling traffic using a generalized difference in differences design. We scrape daily bicycle counts from 736 bicycle counters in 106 European cities. We combine these with data on announced and completed pop-up bike lane road work projects. Within 4 mo, an average of 11.5 km of provisional pop-up bike lanes have been built per city and the policy has increased cycling between 11 and 48% on average. We calculate that the new infrastructure will generate between $1 and $7 billion in health benefits per year if cycling habits are sticky. [ABSTRACT FROM AUTHOR]

The perception of the environment where we move can be a key factor in choosing a transport mode for our daily trips. For example, many cities lack adequate infrastructure or experience environmental conditions that do not favor cycling. We examine the potential demand for using the bicycle as a transport alternative in trips to college in Barranquilla, Colombia, a city with fairly aggressive environmental conditions for cycling. We designed a Stated Choice experiment geared to students and staff living within three kilometers of two college campuses in the city and traveling by bus or bike. We also considered people's perceptions in an effort to understand the reasons why only 2% of Barranquilla's daily trips are made by bicycle. Our mode choice analysis incorporated two latent variables (unsafety/insecurity and convenience), in addition to typical level-of-service attributes, such as travel time and cost. We found that the perception of unsafety/insecurity has an important negative effect on the probability of using bicycle; the possibility of suffering an accident or being mugged, weighs much more than the possible economic savings and improvements in health associated with using the bicycle. In terms of convenience, our results suggest that it could be just as important to have showers on campus as bike lanes available on the route. Also, investment in facilities such as free parking for bikes, and strategies such as planting trees in bike paths and sidewalks to provide shade, could significantly encourage cycling. [ABSTRACT FROM AUTHOR]

Copyright of Urban Studies (Sage Publications, Ltd.) is the property of Sage Publications, Ltd. and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. 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.)

Cambridge is truly known as Britain's cycling capital but this has all been achieved without any real cycling infrastructure. Therefore, safety concern is the persistent barrier to cycling in Cambridge and its reputation is on the decline. Thus in response to the small number of the literatures on prediction models for cyclist related injuries, this study presents a modelling technique that applies learning vector quantization network to predict injury severity of cyclist. By discovering the potentially relationships between the injury levels and the factors that contribute to their generation, the model predicts the likelihood of the injury into two classes: slight and killed/seriously injured. The findings display that the effect of junction actions are almost double. Following this, T/staggered junction on an unclassified bend was discovered as UK's cycling capital's "collision hotspots". Subsequently, absence of a sufficient number of crossing facilities for cyclists had the largest effect. All other things being held near equal; rush hours during the weekdays, vehicle manoeuvre due to a poor turn and parked vehicle, going ahead bend manoeuvre by cyclist, limited modern protected bike lanes, wet road surface owing to inclement weather, vehicle blind spot and driving too close, visual distraction caused by adverse lighting condition and dazzle of sun, and junction control commonly at situations of give-way or uncontrolled intersections. The study then ends by maximising the overall predictive accuracy through contacting the most sensitive predictors into the model. Consequently, a professional road safety education needs to be delivered so as to crack down the human failure as a main contributory factor. [ABSTRACT FROM AUTHOR]

Copyright of Urban Studies (Sage Publications, Ltd.) is the property of Sage Publications, Ltd. and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. 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.)

With the focus that cities around the world have put on sustainable transportation during the past few years, biking has become one of the foci for local governments globally. Cities all over the world invest in biking infrastructure, including bike lanes, bike parking racks, shared (dockless) bike systems etc. However, one of the critical factors in converting city-dwellers to (regular) bike users/commuters is safety. In this work, we utilize bike accident data from different cities to model the biking safety based on street-level (geographical and infrastructural) features. Our evaluations indicate that our model provides well-calibrated probabilities that accurately capture the risk of a biking accident. We further perform cross-city comparisons in order to explore whether there are universal features that relate to cycling safety. Finally, we discuss and showcase how our model can be utilized to explore "what-if" scenarios and facilitate policy decision making. [ABSTRACT FROM AUTHOR]

Investing in cycling facilities is a common strategy that is used to increase the level of cycling. As the demand for the installation of bike facilities increases, it is becoming necessary to carefully examine installation costs and benefits by the type of bike facilities. In particular, we used the contingent valuation method to estimate the willingness-to-pay (WTP) of additional tax per household as a bid for three types of bikeways, i.e., bike lanes, bike paths shared with pedestrians, and cycle tracks. Specifically, four kinds of modeling approaches, i.e., the single-bounded model, the double-bounded model, the Spike model, and the one-and-one-half-bounded (OOHB) model, were evaluated. Consequently, we analyzed the benefits of the bikeway in Goyang, South Korea, using the WTPs from these four models. The results showed that users are willing to pay the highest price for cycle tracks, and this was followed by bike paths shared with pedestrians and bike lanes. The results of this research can be a useful resource for analyzing users' preferences concerning the type of bikeways and for estimating the benefits of bikeways. This information will be useful to policy makers in their efforts to make decisions for new bike facilities and to increase the level of cycling. [ABSTRACT FROM AUTHOR]

This study aimed to quantitatively investigate the effect of bicycle infrastructure on car usage. The mixed logit model with random coefficients was used to capture the differences in individuals' preferences. Based on data from a stated preference survey conducted in Huhhot, China, the estimated results showed that the mixed logit model provides better fitting than the standard logit model. Considerable variations were found in individuals' attitudes toward the use of cars and bicycles. Riding a bicycle is preferred by most individuals. Furthermore, based on the constraints for maintaining the effect on car usage equal, the equivalent change in parking fees for improvement in bicycle infrastructures was estimated. The results showed that the effect of a 100 m reduction in walking distance to bicycle stations on the probability of driving is the same as that of an approximately 2.00 yuan/h (US 0.30$/h) increase in the parking fees, and the effect of providing bike lanes is in line with additional parking fees of approximately 3.00 yuan/h (US 0.45$/h). The findings of this study can be an important reference for decision makers to consider improvements in bicycle systems and rational allocation of infrastructure investment and road resources. [ABSTRACT FROM AUTHOR]

Following the implementation of temporary pop-up bike lanes in Berlin, traffic counts by the city administration show an increased number of cyclists. This present paper aims to understand reasons behind this observation. To this end, we focus on the role of mobility-related descriptive social norms as mediators of this effect. Results from one correlational and two experimental online studies are reported. The correlational study confirms the expected association of mobility-related descriptive social norms and self-reported mobility behavior. Moreover, it demonstrates that, as expected, mobility-related descriptive social norms reliably reflect differences in cities' objective transport structure and mediate the impact of these infrastructural differences on mobility behavior. Results from two online experiments provide additional causal evidence that participants use the visual cues provided by manipulated photos to form their perceived mobility-related descriptive social norms. Furthermore, the second online experiment provides evidence that the combination of infrastructural cues and observable mobility behavior has the strongest impact on perceived mobility-related descriptive social norms. [ABSTRACT FROM AUTHOR]

As a sustainable transportation alternative, cycling has been developed by many large cities as one essential measure for addressing the "last mile problem" in urban areas with high mobility demand. Developing a safe and friendly lane network for cycling has become an urgent task for governments, especially for many Chinese cities encountering a rapid increase in the use of "dockless" shared bikes, such as Mobike and Ofo. The emergence of such kind of app-driven dockless bike sharing systems results in a fast growth in the cycling mobility demand, and leads to a gap between the growing demand and the existing cycling infrastructure. Therefore, it is imperative to have a good understanding of the cycling travel demand and its infrastructure, and in turn to bridge the supply-demand gap. In this paper, we employ data mining techniques including graphic clustering algorithm, Louvain Method, on a large data set from one of the largest bike sharing companies in China. Then we applied the methodology in two cases in Shanghai, including a campus and an urban area. Typical cycling patterns in the spatial and temporal dimensions are identified automatically by the cluster analysis. It is also found that the construction of the cycling infrastructure is closely related to three factors: non-negligible impact of points of interest (POIs), geographical barriers, and temporal variance of the network. Managerial insights and policy measures are proposed accordingly for improving the cycle lane network. [ABSTRACT FROM AUTHOR]

Objective: Due to limited road space, e-bike riders are likely to cross the division mark on a road section and ride on the motor lane, which becomes a major cause of traffic accidents involving e-bikes. The objective of this study is to qualitatively and quantitatively investigate the relationship between lane-transgressing behavior and factors including traffic condition and road geometric design. Methods: A survival analysis approach is proposed to model e-bikers' lane-transgressing behavior, including the Kaplan-Meier curve and the Cox proportional hazards model. The Kaplan-Meyer non-parametric regression is utilized to analyze the influence of each factor on the lane-transgressing probability. The Cox proportional hazards model is applied to thoroughly evaluate multidimensional influencing factors effects. Results: The speed of e-bikes, the width of the non-motorized lane, the density of non-motorized vehicles, and the traffic condition of the adjacent motorized lane have significant influences on the lane-transgressing behavior. The lane-transgressing risk drops from 83.6% to 28.8% when the speed decreases from 35 km/h to 20 km/h. With wider non-motorized lanes or lower non-motorized vehicle density, the risk can be reduced by over 60%. Besides, when traffic condition of motorized vehicles changes from high turbulence condition to low turbulence condition, the lane-transgressing risk can be increased by 144.5%. Conclusions: E-bikers behave differently under the effects of various factors. In the perspective of the safety and the design, these effects need to be considered. The width of the non-motorized lane is recommended to be no less than 260 cm. The physically separated facilities, such as guardrail, are highly recommended to avoid the interference between the motorized vehicles and bicycles. This study provides a reference for a guidance for the management of the mixed traffic flow with e-bikes. [ABSTRACT FROM AUTHOR]

Summary: The lack of bike lane access has been a proven risk factor for childhood obesity due to its role in discouraging healthy lifestyles. However, there has not been a systematic review of this important association in the existing literature. This study aims to fill this gap. A literature search was conducted in the Cochrane Library, PubMed, Embase, and Web of Science for studies published from 1 January 2019 onwards that examined the association between bike lane access and weight‐related behaviours and outcomes among children aged <18 years. A total of 21 studies were included in this systematic review. Among them, most of the studies showed that bike lane access was significantly associated with children and adolescents' physical activity (PA), whereas only two studies showed a negative association. Meta‐analysis also supported these findings and showed that bike lane access was significantly associated with children and adolescents' PA (odds ratio [OR] = 1.57, 95% confidence interval [CI]: 1.37–1.81). Additionally, we reviewed how bike lane characteristics and microenvironment variables such as children and adolescents' choice of bicycle travel mode, the degree of separation of cycle path, cycle path unevenness, and street maintenance were associated with adolescents' preferences and intention to cycle. This systematic review and meta‐analysis strongly suggests that bike lane access is associated with children and adolescents' PA. Nonetheless, it was difficult to draw a conclusion on the association between bike lane access and weight‐related outcomes. [ABSTRACT FROM AUTHOR]

Background: Regular physical activity such as biking can help prevent obesity and chronic disease. Improvements in cycling infrastructure are associated with higher overall cycling rates, but less is known about bike lane utilization in low-income urban neighborhoods. Methods: During the summer of 2009, 4 Central Brooklyn streets with bicycle lanes were studied using camcorders to record for a total of 40 hours. Video recordings were coded for behaviors and characteristics of cyclists and motorists. An intercept survey (N = 324, 42% participation rate) captured information on cyclist demographics, behaviors, and attitudes. Results: 1282 cyclists were observed on study streets. Cyclists were primarily male (80.0%) and non-White (54.5%). 9.9% of motorists drove in the bike lane and parked vehicles blocked the bike lane for 9.6% of the observational period. Of cyclists surveyed, 69.4% lived locally, 61.3% were normal weight or underweight, and 64.8% met recommended levels of physical activity by cycling 30+ minutes/day on 5+ days of the past week. Conclusions: Bicycle lanes were used by local residents of a low-income urban neighborhood. Compared with neighborhood residents overall, cyclists reported better health and health behaviors. Enhancing infrastructure that supports active transportation may be effective in reducing health inequities in low-income urban communities. [ABSTRACT FROM AUTHOR]

This paper presents findings from a recent study on roadway design preferences among pedestrians, drivers, bicyclists, and public transit users along a major urban corridor in the East San Francisco Bay Area.  Sponsored by the California DOT, the research focused on exploring design preferences that could increase perceived traffic safety, walkability, bikability, and economic vitality along urban arterials.  Results from an intercept survey showed that all user groups desire similar roadway design features along the test corridor, which carries 25,000-30,000 motorists bi-directionally and has comprehensive sidewalk coverage, but no bicycle facilities.  In an open-ended question about street improvements to enhance perceived traffic safety, all respondent groups requested the same top five improvements.  Bicycle lanes were ranked first by pedestrians, drivers, and bicyclists (fifth by public transit respondents), and improved pedestrian crossings were ranked second by pedestrians, drivers, and public transit users (third by bicyclists).  The other top five suggestions were the same for all groups, though ordered slightly differently: slowing traffic/improving driver behavior, increasing street lighting, and increasing traffic signals/stop signs. Similar preference alignment was found regarding street improvements to encourage more visits to the corridor. These findings suggest that design features generally thought to benefit one road user group, such as bicycle lanes for bicyclists, may also benefit other users.  Moreover, these results provide evidence that roadway planning can take advantage of synergistic opportunities to benefit multiple user groups by implementing a few key design interventions.  Overall, the findings support the continued implementation of complete streets principles and policies.

In this paper, we investigated the influence of the cross-sectional characteristics of bicycle lanes on motorized and nonmotorized traffic safety. The safety effects of bicycle lanes with different widths were assessed through the estimation of safety performance functions (SPFs) and crash modification factors (CMFs). Four different types of crash prediction models [i.e., generalized linear model (GLM), random effects GLM, generalized nonlinear model (GNM), and random effects GNM] were examined to develop more reliable SPFs. The results indicated that the random effects GNMs provided the most reliable estimates. The goodness of fit was higher for the GNMs than for the GLMs because of the nonlinear relationship between the width of the bicycle lanes and the crash rates. In addition, the random effects models indicated better performance than the GLMs and GNMs. The results indicated that the installation of bicycle lanes is an effective safety measure to reduce four different types of crashes in general. The results of the estimated CMFs using the random effects GNMs indicated that the safety effects of bicycle lanes had nonlinear variations based on different widths. In general, the installation of bicycle lanes with widths of 1.5-1.8 m (5-6 ft) was most effective for reducing motorized crashes, whereas bicycle lanes with widths of 1.8-2.1 m (6-7 ft) were more appropriate for reducing nonmotorized crashes. According to the findings of this study, specific guidance on minimum bicycle lane widths for various roadway characteristics, traffic flows, and roadway types based on empirical evidence regarding traffic safety can be provided. [ABSTRACT FROM AUTHOR]

This note documents motorist behaviors when overtaking cyclists. Observers reviewed nearly 2,300 h of video and classified 20,734 vehicle-cyclist interactions on a variety of commonly used bicycle facilities on local streets at nine locations in Minnesota. Descriptive statistics and a multilevel logistic regression model indicate motorist behaviors are more consistent on roadways with facilities that are visible and distinctly marked. When passing cyclists on streets with no facilities, bikeway signs only, or sharrows, drivers are more likely to enter into adjacent lanes than when passing on streets with striped or buffered bike lanes. Regression results indicate no statistically significant differences between motorist behaviors on roadways without any facilities and streets with either sharrows or signs affirming shared use. The results add to evidence that introduction of bike lanes on roadways may reduce behaviors that pose risks. [ABSTRACT FROM AUTHOR]

Copyright of Amazônia, Organizações e Sustentabilidade (AOS) is the property of Amazon, Organizations & Sustainability - AOS / Amazônia, Organizações e Sustentabilidade (AOS) and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. 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.)

Cities and road authorities in many countries have started colouring their cycle lanes. Some road authorities choose red, some blue, and some green. The reasoning behind this choice is not clear, and it is uncertain whether some colours are superior to others. The current study aims to examine whether coloured cycle lanes are viewed more positively than uncoloured lanes, and whether one of the typically chosen colours is perceived as safer and more inviting to cyclists or more deterring to motorists. Participants were invited to respond to a web survey. Respondents (N = 560) were from the four largest cities in Norway, both genders (42.1% women), and of a wide age range (79.6% between 30 and 70). Depending on cycling frequency, respondents were categorised as either motorist (n = 354) or cyclist (n = 206). All respondents rated different cycle lanes (uncoloured, blue, green, and red) on different attributes. The uncoloured lane was consistently rated least positively, with the lowest scores on visibility, perceived safety for both motorists and cyclist and how inviting it seemed to cycle in the lane. It was also estimated to be the lane that would experience the greatest degree of violation from motorists, in terms of driving or stopping in the cycle lane. The green and red lanes were consistently rated more positively than the blue lane, but whether green or red was preferred depended on whether the respondent had lived a place with coloured cycle lanes. People familiar with coloured cycle lanes, which in Norway are red, rated the red lane more positively than the green lane, while the opposite was true for people who were not used to coloured cycle lanes. The difference in ratings between different colours were similar to, or greater than, the difference from uncoloured to coloured, which implies that it not only matters that a lane is coloured, but also which colour it has. [ABSTRACT FROM AUTHOR]

Nowadays, the significance of developing sustainable transport systems is being reconsidered due to the impact produced by an extensive use of private cars. In this scenario, bicycles are becoming more popular. To encourage cycling, bike-sharing systems have been developed. However, as safety is people's main concern of cycling, bike-sharing systems should be part of an integral project that includes not only docking stations but a dedicated cycle path network connecting them. A two-stage stochastic programming model that maximizes the travel demand covered by the system is developed. Various demand scenarios in terms of different time periods of a day, travel intensities and levels of commuting demand are considered in the model, in order to obtain robust solutions. A real-world case study based on the city of Montevideo in Uruguay is conducted. The obtained solution shows that the model tends to develop bicycle lane network with good connectivity between transit stations and normal stations, and the obtained network possesses good robustness. [ABSTRACT FROM AUTHOR]

The cycling priorities and experiences of low‐income communities have traditionally received less research attention. This paper explores community perceptions of new cycling infrastructure within the Te Ara Mua – Future Streets project in the low‐cycling, low‐income, predominantly Pacific neighbourhood of Māngere Central, Auckland. Themes from seven key informant interviews and three focus groups included: local cycling norms; socio‐economic barriers; appreciation of the new community walking and cycling trail; desire for connectivity beyond the neighbourhood; concerns about on‐road bike lanes; support for local cycling champions; and tensions between views of the project as "experimentation" versus "investment." We explore the implications of these findings for cycling promotion in Aotearoa. [ABSTRACT FROM AUTHOR]

Background/objectives: Cycling has well-established positive relationships with health. Evidence suggests that large-scale infrastructure and built-environment initiatives to promote cycling are likely to be necessary but not sufficient to maximise cycling participation. Smaller-scale initiatives that can be implemented by organisations (eg, employers) and groups (eg, community groups) are therefore also important, but the full range of feasible activities to promote cycling is not known. We aimed to scope the literature and map organisational, social and individual level activities to increase cycling.Methods: Design: Scoping review following an established five-stage process.Eligibility criteria: Studies or publicly available reports describing cycling promotion initiatives deemed feasible for organisations or groups to implement.Sources of evidence and selection: (i) online databases (Ovid (Medline), Ovid (Embase), SportDISCUS (Ebscohost), ProQuest, Web of Science), (ii) existing systematic reviews, (iii) expert stakeholder consultation.Results: We extracted data from 129 studies and reports, from 20 different countries, identifying 145 cycling promotion initiatives. From these initiatives we identified 484 actions within 93 action types within 33 action categories under the nine intervention functions described by Michie et al. Environmental restructuring (micro-level), enablement, education and persuasion were the functions with the most action types, while coercion, modelling and restriction had the fewest action types.Conclusion: This is the first comprehensive map to summarise the broad range of action types feasible for implementation within organisation/group-based cycling promotion initiatives. The map will be a critical tool for communities, employers, practitioners and researchers in designing interventions to increase cycling. [ABSTRACT FROM AUTHOR]

The sustainability of bikesharing systems depends on the bicycle network connectivity and accessibility. However, studies of bike lane infrastructure investment impacts on bikesharing ridership have been limited to station-level ridership to support bikeshare operators' resource allocation decisions. City planning agencies also need to forecast and analyze bikeshare demand in order to make investment decisions of bike facilities over time. To measure the marginal effect of building bike lanes on bikeshare demand at a network-wide level over time, an autoregressive conditional heteroscedasticity (ARCH) model with autoregressive (AR) disturbance is proposed to capture system-wide bike ridership. The model is applied to investigate the relationship between bikeshare average daily trip counts and the total length of bike lanes in New York City (NYC) regardless of specific locations. Our results show that the installation of one additional mile of bike lanes in NYC led to an average increase of 102 bikesharing daily trips. Spatial heterogeneity is addressed through two market segments by borough (Manhattan vs. Non-Manhattan), which indicates that the improvement of bike lanes had a significant impact on bikesharing ridership in Manhattan, generating 285 more trips with one mile of bike lane built in Manhattan, but was not as effective outside of Manhattan. In addition, model results show that there were 135 and 13 more trips generated per day when one more bikesharing sharing station was added in Manhattan and Non-Manhattan, respectively. The marginal effect could vary due to the specific implemented location of a bike lane. We demonstrate that this model, as opposed to the previous studies in the literature developed at the station-level, can provide new insights into system-level causality and temporal lag characteristics. When considering whether a city agency should install a set of bike lanes immediately or to stage them over multiple weeks, the "discount rate" for ridership benefits is estimated via a proposed model for different types of investment. The results of investment scenario analysis show that there is a higher effective "discount rate" for ridership benefits from front-loading all of the investment. [ABSTRACT FROM AUTHOR]

Cyclists are often passed by motor vehicles in low-cycling countries where most riding occurs on roads. When passing events occur, the lateral passing distance (LPD) between motor vehicles and bicycles is critically important for objective and subjective safety. This systematic review identified 42 papers reporting 36 independent studies of LPD. Seven papers reported sufficient information to be included in meta-analyses for four different variables; road width, speed limit, on-road bicycle lanes compared to no bicycle lanes and bus versus car. The meta-analyses showed significant positive relationships between LPD and road width, and between LPD and speed limit; and smaller LPDs when cyclists were passed by buses rather than cars. The effect of on-road bicycle infrastructure was inconsistent. Studies that considered cyclist factors such as gender or type of cyclist showed mixed results. Seven out of eight studies found that the closer the cyclist rode to the kerb, the larger the LPD. Lastly, the passing strategy chosen by drivers (accelerative or flying) also showed mixed results. The results of the review are consistent with the predictions of the Multiple Comfort Zone model which predicts that the distance a driver leaves between their vehicle and other road users will be based on attempting to maintain their own comfort zone. Other motor vehicles pose a greater risk to drivers than bicycles, therefore the distance a driver chooses between their vehicle and a bicycle may be compromised if there are other vehicles present or if the available travel space is restricted. As governments around the world grapple with increasing health costs caused by physical inactivity, bicycle riding is being encouraged. Given the importance of the passing manoeuvre for cyclist safety, when designing infrastructure to foster cycling, factors that influence LPD should be considered. [ABSTRACT FROM AUTHOR]

The objectives of this study were to examine the association between objectively measured environmental variables and transportation and recreation bicycling frequency, and to develop transportation and recreation bikeability indices. Exploratory factor analysis was used to identify the underlying essential structure of the environmental variables under consideration. Many environmental variables were found to be correlated with transportation bicycling frequency, but not recreation bicycling frequency. The final transportation bikeability index included the combined effect of bicycle lanes, residential density, population density, ozone level, distance to transit, parks, and tree canopy coverage, and was found to have a significant direct association with any past-year transportation bicycling (odds ratio [OR] = 1.42, 95% confidence interval [CI] = [1.35, 1.52]) and transportation bicycling frequency (incident rate ratio [IRR] = 1.14, 95% CI = [1.09, 1.19]). This work will help advance research on bicycling and public health by providing a tool that can be utilized to examine transportation bicycling and the objective environment in the context of the United States. [ABSTRACT FROM AUTHOR]

There is no standard naming convention for cycling infrastructure across cities. Our aim was to develop a common nomenclature for cycling infrastructure in Canada, relevant to the context of public health practice. We drew on transportation engineering design guides and public health guidance to develop a bicycle facility classification system: the Canadian Bikeway Comfort and Safety (Can-BICS) classification system, a three-tiered classification scheme that groups five bicycle facilities based on safety performance and user comfort. Adopting consistent nomenclature as per the Can-BICS system will support regional and national surveillance efforts in public health, planning and sustainability. [ABSTRACT FROM AUTHOR]

Copyright of Canadian Geographer is the property of Wiley-Blackwell and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. 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.)

Cycling as a green transportation mode has been promoted by many governments all over the world. As a result, constructing effective bike lanes has become a crucial task to promote the cycling life style, as well-planned bike lanes can reduce traffic congestions and safety risks. Unfortunately, existing trajectory mining approaches for bike lane planning do not consider one or more key realistic government constraints: 1) budget limitations, 2) construction convenience, and 3) bike lane utilization. In this paper, we propose a data-driven approach to develop bike lane construction plans based on the large-scale real world bike trajectory data collected from Mobike, a station-less bike sharing system. We enforce these constraints to formulate our problem and introduce a flexible objective function to tune the benefit between coverage of users and the length of their trajectories. We prove the NP-hardness of the problem and propose greedy-based heuristics to address it. To improve the efficiency of the bike lane planning system for the urban planner, we propose a novel trajectory indexing structure and deploy the system based on a parallel computing framework (Storm) to improve the system's efficiency. Finally, extensive experiments and case studies are provided to demonstrate the system efficiency and effectiveness. [ABSTRACT FROM AUTHOR]

Evaluating the level of service (LOS) of bicycle lanes is essential in planning, designing, and maintaining bicycle infrastructure. This study presents a new concept—the cyclist domain—for characterizing interactions between cyclists and proposes a cyclist-domain-based method for evaluating the LOS of bicycle lanes. Unlike conventional bicycle lane LOS evaluation method, which counts the weighted events numbers and may generate inaccurate results and even misleading decisions, we specified four types of overlapping cyclist domains to characterize potential impacts in various riding events. The cyclist domain influence ratio (CDIR) derived from cycling trajectories is used to measure the negative impact between cyclists. We then propose an LOS evaluation method for bicycle lanes based on CDIRs. The user comfort is defined as the sum of products of CDIRs and respective durations. The bicycle lane LOS is then evaluated by the average comfort of all users. The case study shows that the proposed method can efficiently and effectively evaluate the bicycle lane LOS. [ABSTRACT FROM AUTHOR]

Many cities are creating policies and programs aimed at expanding bicycling mode shares. Attitudes towards bicycling in combination with weather conditions, however, can strongly influence the decision to ride. In locations with wide annual seasonal variation, attitudes can radically alter demand on bicycle networks across the year. Though researchers have looked at weather impacts on bicycling, the link between attitudinal factors that might impact riding decisions and seasonal variation remains understudied. This paper investigates heterogeneous taste preferences about the inclination to bicycle for riders who ride only in the warm weather and those who ride all year long (including during severe winters). This research relies on survey data from Edmonton, Canada and presents results from a hybrid discrete choice model. After controlling for age, sex, education, income, the supply of bike lanes, and the latent variable "bicycling inclination," the results indicate that attitudes have a significantly positive impact on the decision to ride across seasons. The findings suggest that public education and season-specific training programs—particularly aimed at adults and women—have the potential to increase bicycling all year around. [ABSTRACT FROM AUTHOR]

This report describes a map construction and evaluation method based on lane-marker information for autonomous driving. Autonomous driving systems typically require digital high-definition (HD) maps to correct the current position of autonomous vehicles by using localization techniques. However, an HD map is usually costly to generate because it requires a special-purpose vehicle and mapping system with precise and expensive sensors. This report presents a map construction method that uses cost-efficient on-board cameras. We implement two types of map construction methods with two different cameras in terms of range and field of view and test their performances to determine the minimum sensor specification required for autonomous driving. This report also presents a constructed map evaluation method to determine the "usability" of the map for autonomous driving. Given that the system cannot obtain "true" positions of landmarks, the method judges whether the constructed map contains sufficient information for localization via the presented indices "lateral-distance error." The methods are verified based on mapping and localization errors determined via manual driving tests. Furthermore, the smoothness of steering maneuvers is determined by conducting autonomous driving tests on a proving ground. The results reveal the necessary conditions of sensor requirements, i.e., the constant visibility of landmarks is one of the key factors for ego-localization to conduct autonomous driving. [ABSTRACT FROM AUTHOR]

In this study, the tracking control of a micro ground vehicle (MGV) is investigated using the course coordinate. The course layout, which consists of the straight section and the curved section, is defined by the course coordinate with the station axis and the lateral position axis. The course angle and the curvature, which are defined as functions of the station value from the optimization technique, are used in the feedforward and feedback control of the tracking controller. The proposed method is evaluated using numerical simulations and indoor experiments. The results show that the MGV can successfully track the target lane and perform the double lane-change well. [ABSTRACT FROM AUTHOR]

In the face of federal government intransigence, climate activists are looking to the local leaders to aggressively address climate change. While local politicians are limited in many respects, their control over land use and transportation policy provides them with powerful tools to reduce Americans' reliance on cars–thereby decreasing greenhouse gas emissions. Using six years of novel elite survey data, we find that mayors are strongly committed to addressing climate change and reducing their communities' reliance on cars. They are also supportive of some specific policies–including the construction of dense, multifamily housing and bicycle lanes–that would decrease greenhouse gas emissions. Other policy views, though, reveal that mayors do not consistently endorse evidence-based transportation policy practices that would make walking and cycling safe and attractive modes of transit. Insufficient knowledge, a lack of funding, partisan polarization, and public opposition all pose potent obstacles to mayors taking the lead on climate change. [ABSTRACT FROM AUTHOR]

Over the last decades, Brazilian cities have gone through a rapid process of urbanization. Population growth has brought the need for new technological and construction developments such as highways and housing centers. One of the most important factors related to this growth has to do with the capacity of locomotion, which is done especially by car. In Brasilia there is a large volume of cars circulating, which causes noise, air pollution, difficulty of locomotion during rush hours generated by traffic jam and stress that affects drivers and the general population. The bike stands out in this context because it is a vehicle considered clean for not polluting the environment and it is easily accessible to almost all social classes, being ideal for short to medium range routes. The University of Brasilia (UnB) has a considerable number of cyclists. The University has several bike lanes that have been built to connect the various departments along the campus. In this context, the purpose of this work is the elaboration of a slope map made from a Digital Elevation Model (DEM) to classify the bike lanes as critical or not. The DEM was made from a rectangular grid by the Anudem method and a final map in the 1 : 10000 scale was generated. The proportion of green areas and lampposts that cover the bike lanes on campus was also analyzed. The results characterize the bike lanes as non-critical in relation to the inclination, whereas the relation of number of lampposts as well as the vegetation that cover the area to the number of bike racks on campus was considered low. [ABSTRACT FROM AUTHOR]

Copyright of Revista Competitividade e Sustentabilidade - ComSus is the property of Universidade Estadual do Oeste do Parana and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. 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.)

Copyright of Revista Competitividade e Sustentabilidade - ComSus is the property of Universidade Estadual do Oeste do Parana and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. 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.)

Copyright of Revista Competitividade e Sustentabilidade - ComSus is the property of Universidade Estadual do Oeste do Parana and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. 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.)

With rapid growth in bicycling, timely and spatially rich bicycling infrastructure data are essential for understanding determinants of ridership, equity of access, and potential for future developments. OpenStreetMap (OSM) is a collaborative global map that was built by volunteers and is promising for active transportation research. In this article, we use OSM to inventory bicycling infrastructure in six Canadian cities, compare it to municipal open data, and provide guidance for practitioners using OSM data. We conducted an evaluation of OSM and open data, overall and for four categories of bicycle infrastructure: cycle tracks; on-street bicycle lanes; paths (bicycle only or multiuse); and local street bikeways. We found that the concordance in terms of total length of OSM infrastructure to open data infrastructure very high in two of the six cities (< ±2%), and reasonably high in all cities (maximum difference ±30%). Concordance for infrastructure categories was highest for on-street bicycle lanes, which were the most common, and easily identifiable type of bicycle infrastructure in the OSM data, and lowest for cycle tracks and local street bikeways, both of which are new or relatively rare infrastructure types in some Canadian cities. In some cases, OSM was more detailed and timely than open data. A challenge in OSM is consistent tagging of bicycle infrastructure types. We encourage practitioners to consider OSM data for multicity studies, but to be mindful of potential inconsistencies in attribution and local definitions. We also recommend users of OSM to publish data queries for repeatability. [ABSTRACT FROM AUTHOR]

Since 1989 the European Commission's policy on border regions has slowly shifted focus. Current Interreg policy is increasingly focused upon innovation and cooperation between SMEs. In this paper we question whether this emphasis on firms and innovation neglects the build-up of other kinds of activities and institutions antecedent to effective firm innovation cooperation. We argue that antecedent developments should occur prior to stimulating innovation cooperation between firms, highlighting that building effective environments for regional innovation in cross-border regions encompasses four qualitatively different micro scale phases of development, each requiring qualitatively different policy measures. This four-phase model is applied to a case study of a Dutch-Flemish Interreg programme, using documentary material, a policy-maker survey and a documentary analysis of funded projects to explore incoherences between strategy and reality. We highlight a gap between the strategy's strong ex ante focus upon innovation, policy-maker perceptions of necessary improvements, and the projects selected for funding. [ABSTRACT FROM AUTHOR]

Copyright of Propósitos y Representaciones is the property of Universidad San Ignacio de Loyola and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. 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.)