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Planners and engineers need to know how to assess the impacts of proposed cycling infrastructure projects, so that projects that have the greatest potential impact on the actual and perceived cycling safety are selected over those that would be less effective. Planners also need to be able to communicate these impacts to decision-makers and the public. This research addresses these problems using the BikewaySim cycling shortest path model. BikewaySim uses link impedance functions to account for link attributes (e.g., presence of a bike lane, steep gradients, the number of lanes) and find the least impedance path for any origin-destination pair. In this project, BikewaySim was used to assess the impacts of using time-only and time with attribute impedances, as well as two proposed cycling infrastructure projects, on 28,392 potential trips for a study area in Atlanta, Georgia. These impacts were visualized through bikesheds, individual routing, and betweenness centrality. Two metrics, percent detour and change in impedance, were also calculated. Results demonstrate that BikewaySim can effectively visualize potential improvements of cycling infrastructure and has additional applications for trip planning. An expanded study area was also used to demonstrate bike + transit mode routing for four study area locations. Visualizations examine the accessibility to TAZs, travel time, and the utilized transit modes for each location. Compared to the walk + transit mode, the bike + transit mode provided greater access to other TAZs and reached them in a shorter amount of time. The locations near the center of the transit network where many routes converge offered the greatest accessibility for both the bike + transit and walk + transit modes. The difference in accessibility was greatest for locations near fewer transit routes. This research demonstrated how BikewaySim can be used to both examine the current cycling network and show changes in accessibility likely to result from new infrastructure. Both BikewaySim and TransitSim are open-source Python based tools that will be made available for practitioners to use in bicycle network planning. Future research will focus on calibrating link impedance functions with revealed preference data (cycling GPS traces) and survey response data (surveys on user preference for cycling infrastructure). View the NCST Project Webpage

Promoted for their contribution towards decarbonising transport, encouraging modal shift, and improving health outcomes, bikeshare schemes (BSS) have developed worldwide. However, evidence suggests that fixed docking stations are often disproportionately located in white, high-income and high employment areas. Consequently, certain (often disadvantaged) communities may not be able to benefit as much as others from BSS. Interrelated issues concerning the built environment and socio-economic disadvantage include inequities related to population and residential accessibility, cycle lane access, docking station density and location, integration with public transport, access to city centres, universities, and unsafe areas. The paper reviews these aspects and discusses their implications for docking station planning practices that incorporate built environment insights and facilitate equitable access and use. Future research directions pertaining to examining the interrelationship between the built environment and disadvantage are suggested. [ABSTRACT FROM AUTHOR]

This paper introduces a novel methodology for devising bike trajectory plans. In this approach, the entire trip is associated with a complex network or graph, where the nodes and edges correspond to potential trajectory segments. Utilizing the information collected from a bike-sharing system, the cost attributed to each segment is determined using the multinomial logistic regression (MLR) technique by analyzing its usage frequency and other user preferences. Consequently, segments with high usage and strong preferences entail lower costs, whereas those with limited use and weaker predilection assume higher costs. After assigning costs to all segments within the network, the subsequent step involves generating the trajectory with the lowest accumulated cost. Unlike other approaches, our method considers realistic conditions and user preferences without inconsistencies imposed by the techniques based on surveys. To validate the performance of the proposed method, a set of extensive experiments and case studies were conducted considering the urban model from downtown Guadalajara, Mexico. As a result, this approach improves the efficiency of the bike trajectory planning system by providing shorter and safer routes for both cyclists and motor vehicle drivers. Practical Applications: The proposed bicycle trajectory planning methodology, grounded in multinomial logistic regression, unfolds various practical applications. Beyond conventional distance-centric models, our approach, driven by user-generated data from bike-sharing systems, crafts tailored routes prioritizing safety and convenience. This breakthrough optimizes trajectories and strategically targets new cyclist adoption, fostering sustainable biking cultures. Successfully validated in the urban model of Guadalajara, Mexico, our methodology equips urban planners and policymakers with a powerful tool for designing trajectories that are not only shorter but also safer. The versatility of our method extends its applicability to diverse data sets, positioning it as a forward-thinking solution in the realm of efficient and sustainable urban transportation. Practitioners can harness its potential to reshape micromobility systems, aligning them with the evolving needs of urban mobility. It is a comprehensive framework for crafting user-centric, secure, and efficient biking experiences. Cities aspiring to enhance their micromobility infrastructure could find a blueprint for urban planners in our methodology, facilitating the creation of accessible, safe, and enjoyable biking environments. In summary, our method catalyzes a transformative shift in micromobility, prompting cities to prioritize the development of not just functional but delightful biking experiences, ultimately contributing to healthier, more sustainable urban living. [ABSTRACT FROM AUTHOR]

In this driving simulation study, we evaluated the change in driver behaviour of forty young drivers (20 females) following the conversion of a 2-way local street into a 1-way one with a cycle lane in a typical residential neighbourhood. Twenty drivers who were also used to commuting/travelling by bicycle were selected for the study. We compared three road layouts: (i) a standard 2-way urban street with no cycle lane (baseline), (ii) a 1-way street with a cycle lane on the right side, and (iii) a 1-way street with a left-side cycle lane. Driver behavioural metrics when interacting with cyclists including overtaking speed, lateral position in the lane, and vehicle-cyclist clearance were analysed using linear mixed-effect models. Speed and lateral position in the lane were also analysed in the non-overtaking phase. Significantly better driver behaviour was observed in layouts with a dedicated cycle lane, manifesting itself in greater lateral distance values for safer overtaking and better trajectory control. Drivers were more likely to stay within their lanes, eliminating the need to alter trajectory when passing cyclists, thus promoting better longitudinal and lateral control. The presence of a cycle lane significantly improves the interaction between drivers and cyclists, regardless of the position of the cycle lane, i.e., Ieftvs. right side Withrespectto the vehicle lane. Whiletheresults do not favour a particular side, designers should also consider cyclist preferences and driver expectations at intersections. Further research is crucial to validate findings and explore lane positioning effects near intersections, and greater emphasis should be placed on determining cyclist preferences in terms of infrastructure design. [ABSTRACT FROM AUTHOR]

Background: A nonvolitional diagnostic method based on FES‐Cycling technology has recently been demonstrated for mechanically ventilated patients. This method presents good sensitivity and specificity for detecting muscle dysfunction and survival prognosis, even in unconscious patients. As the clinical relevance of this method has already been reported, we aimed to evaluate its safety and feasibility. Methods: An observational prospective study was carried out with 20 critically ill, mechanically ventilated patients. The FES‐cycling equipment was set in a specific diagnostic mode. For safety determination, hemodynamic parameters and peripheral oxygen saturation were measured before and immediately after the diagnostic protocol, as well as venous oxygen saturation and blood lactate. The creatine phosphokinase level (CPK) was measured before and 24, 48, and 72 h after the test. The time taken to carry out the entire diagnostic protocol and the number of patients with visible muscle contraction (capacity of perceptive muscular recruitment) were recorded to assess feasibility. Results: Heart rate [91 ± 23 vs. 94 ± 23 bpm (p = 0.0837)], systolic [122 ± 19 vs. 124 ± 19 mm Hg (p = 0.4261)] and diastolic blood pressure [68 ± 13 vs. 70 ± 15 mm Hg (p = 0.3462)], and peripheral [98 (96–99) vs. 98 (95–99) % (p = 0.6353)] and venous oxygen saturation [71 ± 14 vs. 69 ± 14% (p = 0.1317)] did not change after the diagnostic protocol. Moreover, blood lactate [1.48 ± 0.65 vs. 1.53 ± 0.71 mmol/L (p = 0.2320)] did not change. CPK did not change up to 72 h after the test [99 (59–422) vs. 125 (66–674) (p = 0.2799) vs. 161 (66–352) (p > 0.999) vs. 100 (33–409) (p = 0.5901)]. The time taken to perform the diagnostic assessment was 11.3 ± 1.1 min. In addition, 75% of the patients presented very visible muscle contractions, and 25% of them presented barely visible muscle contractions. Conclusions: The FES cycling‐based muscular dysfunction diagnostic method is safe and feasible. Hemodynamic parameters, peripheral oxygen saturation, venous oxygen saturation, and blood lactate did not change after the diagnostic protocol. The muscle damage marker (CPK) did not increase up to 72 h after the diagnostic protocol. [ABSTRACT FROM AUTHOR]

Background: The promotion of cycling for children is beneficial from a health and environmental perspective, however road safety and awareness amongst this age group remain a considerable issue. As children are developing their cognitive and physical abilities, they are considered a high-risk group for injuries and fatalities on the roads. Virtual learning environments have demonstrated promising ways to engage children in learning about road risks and teach children about safe cycling. Intervention: A web-based Virtual Learning Environment (VLE) and Virtual Reality (VR) environment was designed to offer a platform for schoolchildren to learn about safe cycling and to develop skills for them to better detect hazards in traffic. Both learning environments were used by 455 school children and 20 class teachers. Methods: Fun toolkit methods, specifically designed for child participants were used to assess the design of the technology, and for teachers a qualitative survey to provide evidence around the use of both learning environments. Results: Results suggest both learning environments were appealing for lower school grade participants. For grades five and six a need to review the relevance and user design of the learning content was evident. The VR environment was highly attractive across all school grades, suggesting that VR could be a feasible way to teach road safety and safe cycling for school children. Discussion: Although VLE and VR environment were attractive and fun to use, some users of VR experienced motion sickness. This would need to be considered and further examined before engaging a young learner in a VR learning environment. Several considerations are provided for teachers, practitioners, researchers, and designers seeking means to promote safe cycling for children. [ABSTRACT FROM AUTHOR]

Delivery riders are more vulnerable than other traffic participants, especially in vehicle-involved delivery crashes. This study aims at identifying the unobserved heterogeneities in different factors, based on 4251 vehicle-scooter-style electric bicycle (SSEB) crashes. First, some potential factors are selected from seven perspectives, and the spatiotemporal characteristics are analysed. Second, a latent class clustering method is proposed to clarify the optimal number of clusters by maximizing the heterogeneities across clusters. Third, partial proportional odds (PPO) models for the whole dataset and sub-datasets are developed to explore the heterogeneities across various clusters. Besides, marginal effects are implemented to quantify the heterogeneities. The results evidence that there are remarkable heterogeneities across different clusters, especially in riding behaviours and road conditions. Several factors only significantly affect particular clusters but not the whole dataset. The PPO models for the sub-datasets perform better in identifying the underlying heterogeneities. The results also highlight the greater roles of riding behaviours and road conditions in delivery SSEB-vehicle crashes. The top five influencing factors are running red light, using cell phones, vehicle type, reverse riding and bike lane (their maximum marginal effects exceeding +35%). The findings could support to mitigate the related crash losses. [ABSTRACT FROM AUTHOR]

Locating shared electric micro-mobility stations in urban environments involves balancing multiple objectives, including accessibility, profitability, sustainability, operational costs, and social considerations. This study investigates traveler preferences regarding shared electric micro-mobility stations, focusing on factors influencing their location decisions. The study used the Analytic Hierarchy Process (AHP) model to analyze the criteria and determine their relative importance in influencing the location decisions of shared electric micro-mobility stations as evaluated by experts in transportation fields. The examined criteria are proximity to public transportation, accessibility to key destinations, demographics (e.g., age, and income), safety, land use, and pedestrian and cyclist infrastructure. Using the AHP model, the importance and ranking of each criterion were established. Results indicate that the availability and quality of sidewalks and bike lanes in the vicinity, along with the proximity to popular destinations like shopping centers and tourist attractions, emerge as the most influential criteria. The least important criteria were the demographics such as the young age percentage in the area and the average income of the surrounding population. These findings underscore the critical importance of well-maintained infrastructure for pedestrian and cyclist mobility, as well as the need for convenient access to high-traffic areas. Such insights provide valuable guidance for informed decision making regarding the optimal placement of shared electric micro-mobility stations. [ABSTRACT FROM AUTHOR]

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Biking infrastructure plays a crucial role in ensuring cyclists' safety and encouraging more people to bike. Recently, many North American municipalities started to adopt a new bike lane design, namely the parking-protected bike lane (PPBL), in which the bike lane is placed between the sidewalk and the parking lane. This study aims to assess the safety impacts associated with converting conventional bike lanes (CBLs) to PPBLs. To that end, collision and traffic data were collected at 19 street sections from three corridors in Vancouver and Ottawa before and after the conversion. Poisson-Lognormal Linear Intervention model was developed to undertake a Full Bayesian before-and-after analysis to evaluate the change in the frequency of bike-vehicle collisions and other collaterally affected collisions (i.e., total and rear-end collisions) after implementing PPBLs. Reductions of 31.2%, 16.5%, and 4.4% were observed for total, rear-end, and bike collisions, respectively, after implementing the PPBLs, but the results varied significantly depending on the corridor characteristics. Overall, PPBLs demonstrated positive impacts on cyclist safety in some corridors, but their performance is highly sensitive to bike path opening density, intersection density, and intersection treatments. [ABSTRACT FROM AUTHOR]

Delivery e-bicyclists are vulnerable traffic participants, and delivery e-scooter crashes annually cause great losses. There are limited empirical analyses performed to characterize the endogenous and exogenous influences of potential factors on delivery e-scooter crash severities. This study focused on identifying the heterogeneous impacts of contributing factors. Based on 3064 police-reported delivery e-scooter crashes, different potential factors selected from seven perspectives were examined. Combining the latent class clustering analysis and the partial proportional odds model, an unsupervised learning approach was developed to modeling the heterogeneities as well as the corresponding marginal effects. According to the AIC, BIC, and entropy-based approach, the most appropriate number of clusters was identified as three. The model results revealed that the top six factors significantly influencing the injury severities were running red light, reverse riding, speeding, bike lane, changing lane, and e-bicyclist age. Their maximum absolute values of the marginal effects were more than 29%. The sub-models owned a better goodness of fit in characterizing heterogeneities and avoiding the model bias. It was easy to find the remarkable heterogeneities within each factor and across different clusters. The findings could provide insightful guidance and effective recommendations for alleviating the crash losses and promoting rider safety. [ABSTRACT FROM AUTHOR]

On-street parking is a commonly used form of parking facility as part of transportation infrastructure. However, the emergence of connected and autonomous vehicles (CAVs) is expected to significantly impact parking in the future. This study aims to investigate the impacts of on-street parking regulations for CAVs on the environment, safety and mobility in mixed traffic fleets. To achieve this goal, a calibrated and validated network model of the city of Leicester, UK, was selected to test the implementation of CAVs under various deployment scenarios. The results revealed that replacing on-street parking with driving lanes, cycle lanes, and public spaces can lead to better traffic performance. Specifically, there could be a 27–30% reduction in travel time, a 43–47% reduction in delays, more than 90% in emission reduction, and a 94% reduction in traffic crashes compared to the other tested measures. Conversely, replacing on-street parking with pick-up/drop-off stations may have a less significant impact due to increased stop-and-go events when vehicles pick-up and drop-off passengers, resulting in more interruptions in the flow and increased delays. The paper provides examples of interventions that can be implemented for on-street parking during a CCAM era, along with their expected impacts in order for regional decision-makers and local authorities to draw relative policies. By replacing on-street parking with more efficient traffic measures, cities can significantly improve mobility, reduce emissions, and enhance safety. [ABSTRACT FROM AUTHOR]

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The realization of the many benefits of bicycling will not be achieved in American regions until safer bike infrastructure and bicycling conditions are presented to a more general population. The Phoenix region—one of the nation's most populous—has sought policies and programs to increase bicycling rates. Yet, the region continues to have a small mode share, underscoring a need to motivate population-level bicycling adoption. This study examines 2015–2019 bicycle-vehicle crash data to identify those macro-level factors associated with bicycle-vehicle crashes and a subset of crashes where a serious injury or fatality occurred. Specifically, the effects of a robust set of socioeconomic and built environment factors, measured at three hexagon spatial extents, in negative binomial and spatial Durbin models were estimated for the two crash outcomes. Results show denser zones with a traditional network design experienced more bicyclist-involved crashes, as did zones with a higher percentage of low-income households and working-age adults. Findings, which also found spatial clustering of total and severe bicyclist-involved crashes, suggest that the targeted provision of safer bike infrastructure and a more complete network in zones exhibiting certain macro-level attributes holds promise in creating bike-friendly conditions that generate more utilitarian and recreational bicycling throughout the region. [ABSTRACT FROM AUTHOR]

Copyright of Beton- Und Stahlbetonbau 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.)

Copyright of Revista Novasinergia is the property of REVISTA NOVASINERGIA 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.)

To enhance cycling comfort, a critical investigation of vibration effects in non-motorized bicycle riding is essential, focusing on road characteristics and traffic features. The analysis of how these elements influence cycling vibrations identified 13 key factors. This study utilized non-motorized bicycle lanes in Wuhan City for empirical research. Three-axis accelerometers were attached to riders' torsos to measure vibration comfort levels. The observed road segments ranged from slightly to relatively uncomfortable. This study employed the random forest algorithm and logistic regression to analyze the influencing factors further. Six factors emerged as significant in affecting cycling comfort: the existence of dedicated non-motorized bicycle lanes, the lack of a physical barrier between non-motorized and motorized traffic, cycling speed, road surface irregularities, parking areas within non-motorized lanes, and bicycle type. This research offers valuable insights into non-motorized bicycle lane usage and contributes to the development of urban non-motorized bicycle infrastructure, supporting sustainable urban transportation. [ABSTRACT FROM AUTHOR]

This study investigates the lane-keeping control of autonomous vehicles with an emphasis on the digital delayed nature of the system. The vehicle dynamics are represented using a kinematic bicycle model, and a hierarchical lane-keeping controller is introduced with multiple delays in the feedback loop. An extension of the semidiscretization method is presented, in order to perform the stability analysis of the digitally controlled vehicle with multiple discrete time delays. The differences between the continuous approximation and the exact consideration of discrete time delays are highlighted. We show that in certain cases, neglecting the effects of quantization can lead to significant inaccuracies, especially when tuning the lower-level controller. The results are verified using a series of small-scale laboratory experiments. [ABSTRACT FROM AUTHOR]

Little is known about the importance of different variables in shaping cyclists' risk perception when cycling in urban areas. We evaluate the effects of environmental and demographic factors on cyclists' perception of risk in urban cycling, by conducting a study in the central area of a large city, Qazvin, Iran. We develop a linear mixed model to predict the cyclists' angular movement. With twenty-six cyclists included in this study, the outcome variable is the change in the cyclists' angular movement as a surrogate for risk perception, while the predictors are the personal characteristics and environmental features. Cycling through residential and commercial areas, one-way routes, routes with speed limits, wide routes = 12 m, existing bike lanes, traffic volume, and path elevation (all P=0.001) are associated with angular movement. However, sex, age, cycling history, psychological distress score, and presence of parks are not significant predictors of the angular movement. While the cyclist characteristics do not show significant correlations with the angular movement, environmental factors have significant effects on the cyclists' risk perception. This study, therefore, highlights the critical role of cycling infrastructure in shaping the cyclists' risk perception and it provides implications for urban planners and policymakers. [ABSTRACT FROM AUTHOR]

With the dramatic increase in the number of cyclists, cycling safety has become a critical issue worldwide. It is important to ensure a safe, comfortable, and continuous cycling environment for cyclists. However, the safety effects of discontinuities in cycle network have been greatly ignored in the literature. This study aims to investigate the safety effects of discontinuities in cycle network inside and between Traffic Analysis Zones (TAZs) in London. Bayesian hierarchical spatial model is employed using the number of accesses as spatial weights. Covariates, including cycle network characteristics, road network characteristics, exposure variables, cycle-related facilities, traffic characteristics, and environmental conditions are also considered in the model. The results reveal that the discontinuities in cycle network are significantly associated with cycle crashes. For inside-TAZ level, "discontinuity in cycle lane class" and "standard deviation of cycle link length" have positive effects on cycle crashes. For between-TAZs level, the discontinuities in cycle lane accesses, and cycle lanes and tracks density are positively associated with cycle crashes. The results emphasize the importance of minimizing the discontinuities in cycle network, not only inside the TAZ but also between TAZs. This study also provides several practical implications for future cycling infrastructure planning and construction. [ABSTRACT FROM AUTHOR]

Copyright of Revista Catalana de Dret Ambiental is the property of Universitat Rovira I Virgili 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.)

Bicycles are an eco-friendly mode of transportation, and in the capital city of South Korea, Seoul, efforts are being made to encourage citizens to use bicycles. However, without appropriate safety measures, these efforts can lead to an increase in bicycle-related traffic accidents. To promote bicycle usage while ensuring safety, this study identified various factors that influence bicycle accidents. Data were utilized that had not been properly considered in previous bicycle accident-related studies, including slope and the level of public transportation services. By considering the factors influencing bicycle traffic accidents, various models were constructed, and through comparisons of statistical indicators, the optimal model was selected geographically weighted negative binomial regression. Ultimately, three significant conclusions to ensure bicycle safety were drawn. First, across all areas of Seoul, an increase in road slope leads to a decrease in bicycle-related accidents. Furthermore, for certain Traffic Analysis Zones (TAZs), as the number of local buses (or neighborhood/community buses) increases, the bicycle traffic volume decreases, resulting in a reduction in bicycle accidents. Lastly, for some TAZs, an increase in bicycle lanes to be installed into the roadway was associated with an increase in bicycle accidents. [ABSTRACT FROM AUTHOR]

The actual lateral wheel path distribution (LWD) on roads differs from the design assumptions. This leads to premature deterioration of chip-sealed pavements in the form of flushing and ravelling resulting in subsequent maintenance costs. The location of LWD is key to calibrating the variable-rate bitumen spray bar used to minimise flushing and ravelling during chip seal construction. Current methods used to estimate the location of LWD rely on visual inspection. This is subjective and reliant on individual expertise. This study aims to automate obtaining LWD by developing an Internet of Things (IoT) prototype to locate the LWDs. This prototype was tested by collecting LWDs from 22 locations in Christchurch, New Zealand. Results show that narrow roads exhibit a concentrated wheel path distribution. Specifically, increasing single lane carriageway width leads to a significant rise in the standard deviation (spread) and position of the LWDs among 22 locations investigated. Cycle lanes or parking bays significantly influence the location and distribution of LWD. There is no clear link between road camber and LWD. The findings can be used to improve the calibration of the variable-rate bitumen spray bar and inform pavement and traffic engineers to enhance construction and maintenance practices.. [ABSTRACT FROM AUTHOR]

Despite the many benefits of cycle lanes for active travel, their implementation remains a persistent problem. Road users who believe that building cycle lanes will take away their road space may object because they believe there is not enough space to do so. This study aims to address the visual perception of road space by exploring the relationship of the road users' country of residence with how they perceive road space. Through an online survey distributed in three countries (n = 1591) with different levels of implemented cycle lanes this study demonstrates that the road space context significantly influences the visual perception of road space. Residents in the Netherlands, where cycle lanes are a common element of the road space, demonstrate 10% more recognition of having space to implement cycle lanes than the respondents in the UK and Australia, where cycle lanes are not as common. The implications of this research into the recognition by the public of having space (or not) to implement cycle lanes demonstrate the importance of context and provide evidence to policymakers to address a persistent problem. [ABSTRACT FROM AUTHOR]

Bicycles are more difficult to control at low speeds due to the vehicle's unstable low- speed dynamics. This issue might be exacerbated by factors such as aging, disturbances, and multi-tasking. To address this issue, we developed a prototype 'balance assist system' with Royal Dutch Gazelle and Bosch eBike Systems at Delft University of Technology, which includes an electric motor capable of providing additional steering torque. We implemented a speed-adaptive feedback controller to generate the additional steering torque to that of the rider. We conducted a study with 18 older and 14 younger cyclists to first examine the effect of aging, disturbances, and multi-tasking on cycling at lower forward speeds, and evaluate the effectiveness of the system in improving the stability of the rider-bicycle system while facing these challenges. The study consisted of two scenarios: a single-task scenario where participants rode the bicycle on a marked narrow straight-line track, and a multi-task scenario where participants performed a shoulder check task and followed visual cues while tracking the straight-line. We introduced handlebar disturbances using the steer motor in half of the trials in both scenarios. All trials were repeated with and without the balance assist system. We calculated the bicycle mean magnitude of roll and steering rate--as indicators of bicycle balance control and required steering actions, respectively--and the rider's mean magnitude of lean rate with respect to the ground to investigate the effect of the balance assist system on rider's lateral motion. Our results showed that aging, disturbances, and multi-tasking increased the roll rate, and the balance assist system was able to significantly reduce it. The effect size of the balance assist system in reducing the roll rate across all conditions was found to be larger in older cyclists, indicating a more substantial impact compared to younger cyclists. Disturbances and multi-tasking increased the steering rate, which was successfully reduced by the balance assist system. Aging did not significantly affect the steering rate. The rider's lean rate was not significantly affected by age, disturbances, or the balance assist, indicating that the upper body plays a minor role when riders have good steering control authority. Overall, our findings suggest that lateral motion and required steering action can be affected by age, multi-tasking, and handlebar disturbances which can endanger cyclists' safety, and the balance assist system has the potential to improve cycling safety and reduce the incidence of single-actor crashes. Further investigation on riders' contribution to control actions is required. [ABSTRACT FROM AUTHOR]

Complete Streets projects can bring multifaceted benefits but before-and-after analysis regarding their mobility and accessibility outcomes is quite limited in practice. This study used emerging data sources to conduct longitudinal project outcome evaluations. Two projects from Louisiana were selected as case studies for demonstration. The two projects did not induce heavier congestion in a pilot analysis region. One project with sidewalks/bike lanes contributes to traffic calming in an urban context, while the other project consisting only of a widened shoulder marked for bicycle use may raise speeding concerns in a rural context. Both projects are likely to bring accessibility benefits as they attract more businesses and longer visits. The authors also noted data source and outcome measure challenges in different contexts. The proposed evaluation approach and identified data gaps will benefit the private sector in diversifying/improving their data products and facilitate the public sector in making more data-driven decisions. [ABSTRACT FROM AUTHOR]

The problem of limited interest in public transportation due to the restricted coverage of bus rapid transit (BRT) services can be addressed by enhancing door-to-door options. Providing feeder services to assist users in their journeys from start to finish is crucial to achieving this. One suggested feeder option is bicycles because they are faster than walking and eco-friendly. However, in Yogyakarta, there is currently no integration of bike lanes with BRT lanes, making it difficult to promote multimodal transportation. In addition to planning routes, it is important to consider the characteristics of BRT users when implementing multimodal transportation. This helps determine the BRT user category, enabling customized and prioritized service delivery. This study explores the factors that encourage users to use bicycles as feeders and offers insights into users' preferences for cycling facilities. Data were collected through a questionnaire distributed to 200 BRT users selected randomly over 30 days. Based on the model tested using multiple regression analysis, the most popular and confident travel destination for BRT users is their workplace. Moreover, BRT users prefer bicycle lanes that are separate and distinct from other vehicle lanes and convenient bicycle parking locations near bus stops. This research provides valuable recommendations for all stakeholders, particularly the government, to enhance and sustainably improve public transportation services. [ABSTRACT FROM AUTHOR]

Objectives: Since their introduction in 2019, the use of e-scooters has become widespread in Germany. Concerns about road safety, especially pedestrian safety, have arisen as the popularity of micro-mobility has grown. In light of this context, the present study investigates which types of road infrastructure e-scooter riders use, with a focus on riding on the sidewalk, which is not permitted in Germany. We considered the following infrastructures: (1) off-road bike lane (+ sidewalk and road), (2) on-road bike lane (+ sidewalk and road), and (3) road (+ sidewalk). Methods: Observations at six sites (recording 738 e-scooter riders) and on-site surveys (involving responses from 129 e-scooter riders) were conducted in two German cities in August 2020 and September 2020. Results: Self-reported sidewalk riding was not found to be linked directly to a lack of rule knowledge, a preference for this type of infrastructure, or perceived safety. Observations indicated that using the sidewalk might be related to situational components, such as comfort or convenience, comprising up to 40% of instances of sidewalk riding. Conclusion: Considering the comfort and convenience factor of sites when building or improving cycling infrastructure can help keep e-scooter riders from riding on the sidewalk. [ABSTRACT FROM AUTHOR]

In built-up areas, creating segregated bicycle lanes involves trade-offs with other modes, such as repurposing existing kerbside parking. Can parking be eliminated without financially impacting local businesses? This study answers this question empirically, employing as a case study Boundary Street – the high street of a gentrifying inner-city suburb in Brisbane, Australia. It seeks to elucidate (1) the current use of on-street parking along Boundary Street; (2) the necessity for driving to Boundary Street, based on distances travelled; and (3) Boundary Street patrons' spending habits and visitation patterns. Three sets of primary data are used, including a public forum, an intercept survey, and a series of systematic field observations. The results show that most visitors reach the area on foot; parking spaces are generally available along the street, contrary to local perceptions. Nearly a third of private car users travel less than 3 km to Boundary Street and more than half travel less than 10 km (in other words, they come from the inner city). Therefore, they do not need to travel by car – if distance was the only consideration. Based on these findings, it is concluded that reassigning at least one row of kerbside parking to cycling along Boundary Street would be appropriate. [ABSTRACT FROM AUTHOR]

Using survey data collected in New Jersey, we analyze the frequency of bicycling and respondent perceptions of the safety of various bicycling facilities. Data was collected via a mixed-mode survey design, including intercepts, bicycle hangers, flyers in bicycle shops, and a Facebook advertisement targeted toward bicyclists in New Jersey (N = 1937). This provided us with a reasonable sample of respondents that included bicycle commuters and non-cyclists. Data on cycling frequency was collected for recreational and commute trips. Respondents ranked the relative safety of images of bicycle facilities, ranging from cycling on-street to off-road trails. We also collected attitudinal data on risk perceptions and world views linked to political perspectives. Our analysis suggested that feeling safer with on-street bicycle lanes and off-street bicycle paths is not associated with the frequency of bicycling, while feeling safer on-street in traffic is associated with the frequency of bicycling. In analyzing correlates associated with our images of bicycling infrastructure, we found those with more liberal/egalitarian world views prefer on-street bicycle lanes and off-street bicycle paths, while those with traditional community world views tend to not feel safe with on-street bicycle lanes and bicycling in traffic. Those who are risk takers also feel safer bicycling in traffic. Most other demographic controls in our models give us the expected results. Policy implications suggest that bicycle infrastructure will be less controversial when world views are more liberal/egalitarian, but that making all streets safer might be a useful approach for increasing the frequency of bicycling. [ABSTRACT FROM AUTHOR]

Despite the benefits of cycling being widely accepted, bicycle safety—especially severe injury—has received increasing attention due to the vulnerability of bicyclists on the road. Factors contributing to varying bicycle injury severity have been identified in the literature. For the zonal factors, variables related to sociodemographic and household characteristics, built environments, land use, and traffic conditions are considered. However, it is rare that the heterogeneity and hierarchal features of bicycle injury severity are simultaneously considered. This study contributes to the literature by investigating the heterogeneous effects of zonal factors on varying bicycle injury severity, using a 3-year crash data set from the Lower Layer Super Output Areas of London. A combination of latent class clustering and partial proportional odds methods was developed. First, five subgroups of bicycle crashes were identified based on the latent class clustering method. Afterward, partial proportional models were developed separately for different clusters. Results indicate that a series of factors is found to be associated with the occurrence of severe bicycle injuries. However, effects of these factors could be distinctive among different clusters. For example, some factors only have significant impacts in the specific crash clusters. Furthermore, heterogeneous effects of the same factors in one or different clusters are discovered. The findings of this study can be helpful for the development of cycle infrastructures, traffic management, and safety education that can enhance the risk perception of bicyclists and reduce the occurrence of severe bicycle injuries. [ABSTRACT FROM AUTHOR]

The popularity of bicycles as a mode of transportation has been steadily increasing. However, concerns about cyclist safety persist due to a need for comprehensive data. This data scarcity hinders accurate assessment of bicycle safety and identification of factors that contribute to the occurrence and severity of bicycle collisions in urban environments. This paper presents the development of the BSafe-360, a novel multi-sensor device designed as a data acquisition system (DAS) for collecting naturalistic cycling data, which provides a high granularity of cyclist behavior and interactions with other road users. For the hardware component, the BSafe-360 utilizes a Raspberry Pi microcomputer, a Global Positioning System (GPS) antenna and receiver, two ultrasonic sensors, an inertial measurement unit (IMU), and a real-time clock (RTC), which are all housed within a customized bicycle phone case. To handle the software aspect, BSafe-360 has two Python scripts that manage data processing and storage in both local and online databases. To demonstrate the capabilities of the device, we conducted a proof of concept experiment, collecting data for seven hours. In addition to utilizing the BSafe-360, we included data from CCTV and weather information in the data analysis step for verifying the occurrence of critical events, ensuring comprehensive coverage of all relevant information. The combination of sensors within a single device enables the collection of crucial data for bicycle safety studies, including bicycle trajectory, lateral passing distance (LPD), and cyclist behavior. Our findings show that the BSafe-360 is a promising tool for collecting naturalistic cycling data, facilitating a deeper understanding of bicycle safety and improving it. By effectively improving bicycle safety, numerous benefits can be realized, including the potential to reduce bicycle injuries and fatalities to zero in the near future. [ABSTRACT FROM AUTHOR]

Installing bikeways is an effective means to improve riding safety and the continuous usage intention of cyclists. This research proposes a bikeway network design model considering utilitarian and recreational cycling in urban built-up areas. In consideration of the concerns of bikers, other road users, and planners, the proposed model aims to maximize accessibility and comfort, and to minimize risk and impact. Model constraints are budget limits, connectivity among nodes and links, bikeway capacity limits, flow conservations of nodes, and value ranges of decision variables. Decisions of the model include determining which road links should be equipped with bikeways, what type of bikeway should be used, and how many lanes should be installed for a bikeway link. A case study in Taipei City, Taiwan is conducted to verify the model's applicability and effectiveness. Therefore, the proposed model is a novel bikeway network design model that considers utilitarian and recreational cycling in urban built-up areas to simultaneously determine the optimum locations, types, and lane numbers of bikeways. [ABSTRACT FROM AUTHOR]

Understanding transport carbon dioxide (CO2) emission impact factors' effects is important for the rational planning strategy making in reducing the emissions. This study determines transport emission impact factors' heterogeneous effects and proposes urban and transport planning strategies in typical developing cities. Quantile regression is applied to overcome the insufficiency of factors' mean effects and to avoid the biased estimations when the outcome variable is non-normally distributed and heteroscedastic. It is found that, from the low emitters at the 10th quantile to the high emitters at the 90th quantile, transport emissions' increasing rates are 8.8 times and 79.6 times that of car availability and home-to-center/subcenter distance (HCD/HSD), respectively. When commute distance reaches 5.8 km or farther, and car availability percentage is 41.2% or greater, the effects that metro services have on reducing emissions decrease by 37.8%. Polycentric and satellite city forms can greatly reduce emission increases, which are caused by HCD growth when HCD is more than 10–15 km. According to these findings, the following planning strategies are recommended, including limiting oil-fueled car use to about 40% among the urban residents, forming employment and life circles within a 5–6 km radius, allocating better public transit services around metro stations, providing high service levels of bicycle lanes, pedestrian streets, and greenways to attract more transfers to metros, controlling urban radius within 10–15 km under the monocentric pattern, and fostering polycentric structures and satellite cities when city continuously sprawls. This study can provide empirical evidence and reference value globally. [ABSTRACT FROM AUTHOR]

The article focuses on the concept of 20-minute neighborhoods, which aim to enhance liveability and sustainability by providing easy access to daily needs within a 20-minute walk. Topics discussed include the hallmarks of a 20-minute neighborhood, the need for such neighborhoods in Melbourne, and the planning and implementation processes involved in creating them.

Moving toward sustainable transportation is one of the essential issues in cities. Bicycles, as active transportation, are considered an important part of sustainable transportation. However, cyclists engage in more physical activity and air intake, making the quality of air that they inhale important in the programs that aim to improve the share of this mode. This paper develops a multi-modal transportation network design problem (MMNDP) to select links and routes for cycling, cars, and buses to decrease the exposure of cyclists to traffic-generated air pollution. The objective functions of the model include demand coverage, travel time, and exposure. The study also examined the effect of having exclusive lanes for bicycles and buses on the network. In the present study, the non-dominated storing genetic algorithm (NSGA-II) solves the upper-level and a method of successive average (MSA) unravels the lower level of the model. A numerical example and four scenarios evaluate the trade-off between different objective functions of the proposed model. The results reveal that considering exposure to air pollution in our model results in a slight increase in travel time (4%) while the exposure to traffic-generated air pollution for cyclists was reduced significantly (47%). Exclusive lanes also result in exposure reduction in the network (60%). In addition, the demand coverage objective function performs well in increasing the total demand in the network by 47%. However, more demand coverage leads to a rise in travel time by 28% and exposure by 58%. The model also showed an acceptable result in terms of exposure to traffic-generated air pollution compared to the model in the literature. [ABSTRACT FROM AUTHOR]

Comparison of routes recommended by online trip planners, such as Google Maps and MapQuest, with routes traveled by cyclists allows estimation of whether the routing criteria used in such trip planners are the same as those used by cyclists. This study uses GPS tracking data from the Endomondo fitness tracker app from trips in Miami-Dade (Florida) and North Holland and compares their characteristics to cycling routes suggested by Google Maps, MapQuest and the shortest path. Results highlight which trip attributes differ between Endomondo and its alternative trips, and how consistent those differences are across the two study areas. For example, Endomondo cyclists in both regions go through fewer traffic signals, and use more cycleways, footways, or bike lanes than suggested routes from Google and MapQuest. A multinomial logit model on observed Endomondo trips provides insight into the routing preferences of Endomondo commute and sport cyclists in both study regions. [ABSTRACT FROM AUTHOR]

Dockless bike-sharing schemes have become more prevalent in cities around the world. While interest grows in studying their usage in larger cities with well-established transit systems, their role in expanding mid-sized cities that are more automobile-dependent remains understudied. This paper evaluates how dockless bike-sharing can provide a last-mile solution by connecting existing bus stops with destinations through an analysis of data collected from 111,155 unique trips over a five-month trial period of a dockless bike sharing scheme in Reno-Sparks, Nevada, USA in the summer of 2018. We classify trips by frequency of use and adjacency to bus stops into four categories and apply multivariate models to determine the link between trip occurrence and the immediate environment. Results indicate that repeat users' trips that begin or end near the same bus stop are more strongly linked with proximity to bicycle lanes, but tend to be farther from parks and casino resorts. Repeat users typically start trips in denser areas of the city with higher shares of renter-occupied units and higher shares of households without a vehicle, and ended them in less dense areas with higher percentages of white, non-Hispanic residents compared to one-time users. We find differences in association of travel with food service, education, health services, and casino resorts. This suggests that some benefits may be realized by deploying bike sharing in mid-sized cities, but must be weighed against findings that show repeat usage in areas that align with common early transportation technology and service adopter profiles. [ABSTRACT FROM AUTHOR]

Transportation planners in cities across the country are trying to increase bicycling to achieve mobility, public health, and environmental goals. For bicycling to become a mainstream travel mode, however, riders must feel safe and comfortable in the bicycling environment. Thus, cities are changing transportation infrastructure to provide more bicycling-friendly streets.It remains unclear exactly how much infrastructure change is needed to make potential cyclists feel comfortable enough to bicycle regularly. To better understand what road characteristics contribute to more comfortable bicycling, researchers at UC Davis surveyed 3,089 travelers to the UC Davis campus to measure perceived comfort of bicycling in different road environments using video recordings of 25 urban and rural roads from the San Francisco Bay Area. This policy brief summarizes findings from that research, which provide guidance for communities aiming to increase bicycling.View the NCST Project Webpage