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The cycling comfort level of different cycling infrastructure can strongly influence the comfort perception of cyclists and their route choices. In this paper, the cycling comfort index (CCI) is used to measure the cycling comfort level on cycling infrastructure and describe different cycle track characteristics. An Instrumented Probe Bicycle (IPB), which is equipped with a video camera and a set of sensors including GPS receiver, accelerometer, etc., is employed to collect data while being ridden by cyclist in Singapore. An automatic video processing technique using convolutional neural network (CNN) is applied, such that no direct field measurement is required and the data collection process is less time-consuming. Video-based survey is carried out to capture the correlation between CCI and the comfort perception of cyclists. The extreme gradient boosting (XGBoost) method is employed to build the CCI model dependent on various explanatory variables and survey participants’ ratings. The results show that the overall accuracy of the XGBoost method is 11% higher than the ordered Probit model commonly used in literature.

Contemporary cities are home to an increasing number of cyclists. The gaze behavior of cyclists has an important impact upon cyclist safety and experience. Yet this behavior has not been studied to access its potential implications for urban design. This study aims to identify the eye-gaze pattern of cyclists and to examine its potential relationships with urban environmental characteristics, such as a raised cycle track, physical separation, land use, and number of pedestrian. This study measured and analyzed 40 cyclist’s gaze patterns using an eye tracker; the results were as follows. First, cyclists presented a T-shaped gaze pattern with two spots of frequent eye fixation points; the pattern suggests that it may benefit cyclists with greater safety and better readiness of road situation to avoid crashes. Second, more active horizontal gaze dispersion within the T-shaped gaze pattern was observed when participants cycled on a shared and non-raised bikeway. This indicates that there is a more suitable gaze behavior with different gaze limitations depending on the environmental characteristics. Therefore, bicycle facilities need to be constructed according to the consideration of the T-shaped gaze area and the change in cyclists’ gaze behavior in each environment to increase the effectiveness of bicycle facilities.

In Poland, bicycle traffic is on the rise. Over the last 10 years the share of bicycle trips in Warsaw has increased from 0.9% to 3.1%. This development is accompanied by an increase in incidents i...

The recycling of concrete debris to obtain coarse recycled aggregates for structural concrete production represents a model of circular economy in the construction sector. It reduces landfill waste and raw material exploitation. In this applied research, the recycled aggregate, obtained from construction and demolition waste, was used in partial replacement of coarse natural aggregate in structural concrete. The analysis concerns two case studies: production process, and failure mechanism of precast reinforced concrete foundation made with coarse recycled concrete aggregate; method to estimate the demand of recycled aggregates in urban planning in three towns (Calasetta, Carloforte and Portoscuso) in southern Sardinia Island, for new construction, building refurbishment, cycle track, and pedestrian path.

Cycling facilities have become a widely used sustainable transportation policy tool, but their impacts on reduced car dependence are difficult to isolate. This paper presents the findings from a household survey conducted in 17 neighbourhoods in the Toronto region, Canada, some with a recently built cycling facility and some without. Results indicate higher odds of increased commute-related bicycling on streets with a new cycling facility. People who were already commuting by bicycle at least once a week are likely to bicycle more frequently after new facilities are built. Bicycling uptake is more obvious in neighbourhhods with a new cycle track, while changes relating to bicycle lanes were not statistically different from neighbourhoods without a facility. All else being equal, urban cycling facilities were associated with higher odds of increased commute-related bicycling, compared to suburban locations. Findings offer insights into expected outcomes of bicycle network expansion policy/projects.

Cycling as a mode of transportation is increasingly being advocated due to the many positive effects it has on people’s health, the environment and to counteract increasing congestion on the transportation infrastructure. There is a long tradition of using cycling as a mode of transportation among the Danish public and this is widespread across people with different socio-demographic characteristics. Copenhagen has an extensive network of cycling facilities and is often used as a role model for other large cities when developing cycling facilities. This setting provides a unique basis for investigating bicycle commuters’ preferences for route characteristics and crowding in particular, which is not studied before, but likely to become an issue around the world’s cities with increases in number of bicyclists. The study is based on a choice experiment of 3891 active cyclists in Copenhagen. The investigated attributes are cycle track, crowding, stops, environment/road type, green surroundings, and travel distance which is used as a payment vehicle to gain more desirable route characteristics. On average people state that they are willing to cycle 1.84 km longer if the route has a designated cycle track, and 0.8 km more if there are green surroundings too. Stops and crowding, based on number of cyclists on the route, have significant negative impacts on people’s utility of a given route. People were willing to cycle one kilometre longer to avoid high levels of crowding and approximately 1.3 km longer to avoid routes with many stops. The most attractive road environment is a segregated path only for cyclists closely followed by shopping street. Looking into heterogeneity, we find that people who own a car have less disutility of cycling additional distance. The results may support future decision making when creating new infrastructure for cycling in cities by addressing the perceived importance of facilities and crowding in a population where commute cycling is very widespread.

Objective Protected bike lanes separated from the roadway by physical barriers are relatively new in the United States. This study examined the risk of collisions or falls leading to emergency department visits associated with bicycle facilities (e.g., protected bike lanes, conventional bike lanes demarcated by painted lines, sharrows) and other roadway characteristics in three U.S. cities. Methods We prospectively recruited 604 patients from emergency departments in Washington, DC; New York City; and Portland, Oregon during 2015–2017 who fell or crashed while cycling. We used a case-crossover design and conditional logistic regression to compare each fall or crash site with a randomly selected control location along the route leading to the incident. We validated the presence of site characteristics described by participants using Google Street View and city GIS inventories of bicycle facilities and other roadway features. Results Compared with cycling on lanes of major roads without bicycle facilities, the risk of crashing or falling was lower on conventional bike lanes (adjusted OR = 0.53; 95 % CI = 0.33, 0.86) and local roads with (adjusted OR = 0.31; 95 % CI = 0.13, 0.75) or without bicycle facilities or traffic calming (adjusted OR = 0.39; 95 % CI = 0.23, 0.65). Protected bike lanes with heavy separation (tall, continuous barriers or grade and horizontal separation) were associated with lower risk (adjusted OR = 0.10; 95 % CI = 0.01, 0.95), but those with lighter separation (e.g., parked cars, posts, low curb) had similar risk to major roads when one way (adjusted OR = 1.19; 95 % CI = 0.46, 3.10) and higher risk when they were two way (adjusted OR = 11.38; 95 % CI = 1.40, 92.57); this risk increase was primarily driven by one lane in Washington. Risk increased in the presence of streetcar or train tracks relative to their absence (adjusted OR = 26.65; 95 % CI = 3.23, 220.17), on downhill relative to flat grades (adjusted OR = 1.92; 95 % CI = 1.38, 2.66), and when temporary features like construction or parked cars blocked the cyclist’s path relative to when they did not (adjusted OR = 2.23; 95 % CI = 1.46, 3.39). Conclusions Certain bicycle facilities are safer for cyclists than riding on major roads. Protected bike lanes vary in how well they shield riders from crashes and falls. Heavier separation, less frequent intersections with roads and driveways, and less complexity appear to contribute to reduced risk in protected bike lanes. Future research should systematically examine the characteristics that reduce risk in protected lanes to guide design. Planners should minimize conflict points when choosing where to place protected bike lanes and should implement countermeasures to increase visibility at these locations when they are unavoidable.

While studies of bicyclist&rsquo, s perceptions of crime and crash safety exist, it is also important to ask lower-income predominantly-minority residents what bicycle-route surface or context they perceive as safest from crime and crashes. With their insights, their chosen bike environments could be in engineering guidelines and built in their neighborhoods to improve residents&rsquo, health and lessen their risk of exposure to crime or crashing. This study involved two populations in Boston: (a) community-sense participants (eight groups-church/YMCA n = 116), and (b) street-sense participants (five groups-halfway house/homeless shelter/gang members n = 96). Participants ranked and described what they saw in 32 photographs of six types of bicycle environments. Quantitative data (Likert Scale 0&ndash, 6 with 0 being low risk of crime/crash) involved regression analysis to test differences. Qualitative comments were categorized into 55 themes for surface or context and if high or low in association with crime or crashes. For crime, two-way cycle tracks had a significantly lower score (safest) than all others (2.35, p &lt, 0.01) and share-use paths had a significantly higher score (least safe) (3.39, 0.01). For crashes, participants rated shared-use paths as safest (1.17) followed by two-way cycle tracks (1.68), one-way cycle tracks (2.95), bike lanes (4.06), sharrows (4.17), and roads (4.58), with a significant difference for any two groups (p &lt, 0.01) except between bike lane and sharrow (p = 0.9). Street-sense participants ranked all, except shared-use paths, higher for crime and crash. For surface, wide two-way cycle tracks with freshly painted lines, stencils, and arrows were low risk for crime and a cycle track&rsquo, s median, red color, stencils, and arrows low risk for crash. For context, clean signs, balconies, cafes, street lights, no cuts between buildings, and flowers were low risk for crime and witnesses, little traffic, and bike signals low risk for crash. As bicycle design guidelines and general Crime Perception Through Environmental Design (CPTED) principles do not include these details, perhaps new guidelines could be written.

För att främja ett ökat cyklande och minska antalet singelolyckor, krävs en bra vinterväghållning av cykelvägar. För snöröjning och halkbekämpning av cykelvägar används traditionellt sett plogning och sandning. En alternativ metod som blivit alltmer etablerad under senare år, är ”sopsaltmetoden”. Den innebär att en roterande sopvals används för snöröjning och att saltlösning, torrt eller befuktat salt används för halkbekämpning. Linköpings kommun var först ut med sopsaltning av cykelvägar redan 1999. Idag pågår försök från Umeå i norr till Malmö i söder med en stor variation av utrustningar och strategier. VTI har sedan vintern 2013/14 utvärderat metodens tillämpning på cykelstråk i Stockholm. I det här projektet har tidigare utvärderingar kompletterats med detaljerade fältstudier på utvalda cykelvägar i Linköping och Stockholm samt vetenskapliga teorier och praktiska erfarenheter från ett flertal kommuner. Målet har varit att bidra med ökad kunskap om sopsaltmetodens för- och nackdelar samt tekniker, metoder och strategier för bästa effektivitet under olika yttre förutsättningar. Studierna visar att sopsaltning gör det möjligt att även vintertid uppnå barmark på cykelvägarna och därmed en högre friktion än på cykelvägar som plogas och sandas. Metodens effektivitet är beroende av flera faktorer såsom väder, cykelinfrastrukturens utformning och tillstånd, vinterväghållningsstrategi och -utrustning. Spridning av saltlösning med spraymunstycken, dysor, ger en jämnare spridning över ytan medan en tallriksspridare är att föredra vid låga temperaturer och stora nederbördsmängder då större saltmängder kan behövas. Saltningen görs med fördel i preventivt syfte, innan förväntad nederbörd, för att cykelvägen ska klara lägre temperaturer och nederbörd innan tillfrysning sker. En effektiv borstning som tar bort så mycket vätska som möjligt från ytan, medför att saltgivan kan minskas. Även om den utrustning som används utvecklats över åren, finns fortfarande en förbättringspotential. To encourage people to cycle during winter and at the same time reduce the number of single bicycle crashes, a high winter maintenance service level is needed. Traditionally in Sweden, ploughing and gritting is used for winter maintenance of cycleways and footways. In recent years, a method using a front-mounted power broom for snow clearance and salt for de-icing (commonly called “sweepsalting”) has become popular for winter maintenance of cycleways in Swedish municipalities. Linköping was the first municipality to test the method, already in 1999. Today, municipalities from Umeå in the north to Malmö in the south are applying the method with a variation in methods, equipment and strategies. In this project earlier research has been complemented with detailed field studies in Linköping and Stockholm, theoretical knowledge as well as practical experiences from several Swedish municipalities. The objective has been to provide a better understanding regarding pros and cons of “sweep-salting” as well as the equipment, methods and strategies appropriate under various conditions. The studies presented in this report show that when working successfully, the sweep-salting method creates a bare surface with higher friction than traditional ploughing and gritting. Measures must be done in time and the operating speed adjusted according to the prevailing conditions. In mild weather brine is sufficient, but with lower temperatures and heavy snowfall larger amounts of salt is needed and pre-wetted or dry salt must be used. For the method to work properly, the bicycle path construction should be of good condition without cracks or other damages in the surface. The equipment for sweep-salting needs to be further developed for a higher efficiency.

Drift av gator och vägar påverkar, förutom framkomlighet och säkerhet, även miljöaspekter som luftkvalitet. Åtgärder som sandning och saltning påverkar halten av inandningsbara partiklar (PM10) i luften. Driftåtgärder som görs för att minska uppvirvlingen av partiklar på våren kan å andra sidan ha effekt på vinterdriften, genom att de saltlösningar som används också fungerar som halkbekämpningsmedel. Projektet har undersökt möjligheterna att optimera gatudriften ur dessa aspekter, med ett fokus på luftkvalitet. I olika aktiviteter inhämtades synpunkter och erfarenheter kring problembild och lösningar från bransch, väghållare och praktiker. En provtagare för vägdamm, WDS II, vidareutvecklades. Utvärderingar av olika spol- och städvarianters effekt på dammförrådet visade att en positiv effekt av metoderna kräver att det finns förhållandevis mycket damm på vägytan. Optimeringstester visade att god prognosstyrning av insatserna är viktigt för ett bra resultat. En kriteriebaserad analys visade att ingen optimering av dammbindningen skett under projektperioden. Sammantaget har projektets ursprungliga mål att kunna föreslå en optimerad gatudrift i en stadsdel i Stockholm inte nåtts, främst beroende av gällande driftkontrakt och av miljökvalitetsmålets (PM10) och framkomlighetens höga prioritet i staden. Däremot har Optidrift identifierat framgångsfaktorer och problem med gatudriften, resulterat i ökad kunskap om gatudriftens effekter på dammförråd och luftkvalitet samt tagit fram användbara utvärderingsmetoder och scenarioanalyser användbara i fortsatt arbete med att förbättra och optimera vinter- och barmarksdrift. Operation of streets and roads, in addition to accessibility and safety, also affects environmental aspects such as air quality. Measures such as sanding and salting affect the content of inhalable particles (PM10) in the air. On the other hand, operational measures that are made to reduce the suspension of particles in the spring can have an effect on the winter operation, because the salt solutions used also act as de- and anti-icing agents. The project has investigated the possibilities of optimizing street operations from these aspects, with a focus on air quality. In various activities, views and experiences were gathered about problem images and solutions from industry, road managers and practitioners. A road dust sampler, WDS II, was developed. Evaluations of the effect of different coil and cleaning variants on the road dust load showed that a positive effect of the methods requires that there is relatively much dust on the road surface. Optimization tests showed that good forecasting of dust binding is important for a good result. A criteria-based analysis showed that no optimization of the dust binding occurred during the project period. Overall, the project's original goal of being able to propose an optimized street operation in a district in Stockholm has not been achieved, mainly due to current operating contracts and of the high priority of the environmental quality objective (PM10) and accessibility in the city. On the other hand, Optidrift has identified success factors and problems with the street operation, resulting in increased knowledge about the street operations' effects on dust load and air quality, and developed useful evaluation methods and scenario analyzes useful in continued work on improving and optimizing winter and barge operations.

With the growing environmental and health concerns associated with automobile dependence, municipalities across the Western world are investing in cycling facilities to encourage drivers and transit users to take up cycling as a mode of transportation, a process that is known as the travel mode substitution. This study explored the potential impact of cycle tracks on short-term travel mode substitution behavior. We present a case study of Sherbourne Street, located in downtown Toronto, Canada, that was redeveloped in 2012 to include a cycle track that replaced an existing bicycle lane. A street intercept survey was conducted in Fall, 2014, to record quantitative data on current and retrospective travel behaviors of cyclists (n = 214). A mode substitution effect was observed, with 38% of the respondents reporting that they would use travel modes other than cycling before the Sherbourne Street redevelopment, for making a trip to their current destination; the majority of them were previously transit...

The subject of the paper is a brief description of the state of bicycle transport in the region of South Bohemia, the analysis of planning and financing its development. The aim of the paper is to outline the issue of cycling infrastructure in urban and interurban planning, especially in view of methods for determining the share of bicycle transport on modal split within the specific area. The paper includes possibilities of obtaining data about bicycle traffic and outlines the steps to perform manual bike flow counting on a specific project in the city of Ceske Budejovice.

To increase levels of biking while improving safety, cities around the world have started building barrier-protected bicycle-exclusive cycle tracks between the sidewalk and the street. With cycle tracks, the unanswered urban planning issues include whether and where to plant street trees and, if planted, whether the trees in that location provide associated benefits. A visual preference survey (Strongly dislike/disagree = 1, to Strongly like/agree = 7) that involved the existing five cycle tracks in the Boston, MA area asked pedestrians and cyclists (N = 836, 49.3% cyclists) their preferences about whether trees should be planted and, if yes, the preferred locations on the sidewalk/cycle track they were using. Photomontages of pictures of those locations included: 1) no trees; 2) trees between the sidewalk and the cycle track; 3) trees between the cycle track and the street; 4) trees with bushes between the cycle track and the street, and, on one street; 5) trees in the street between the parallel-parked cars. In the five sidewalk/cycle track locations, trees were preferred. Trees with bushes between the cycle track and the street/parked cars were most preferred (mean 6.1) and trees between the cycle track and the street parked/cars were second most preferred (mean 5.8). In a test for differences between cyclists and pedestrians, pedestrians on only one sidewalk/cycle track preferred trees between the sidewalk and the cycle track (pedestrian mean 4.8 – cyclist mean 3.6). This difference in preference might indicate that some pedestrians prefer delineation to separate their walkway from the cyclists' pathway. Participants also indicated that trees and bushes located between the cycle track and street/parked cars were best at blocking perception of traffic (4.7), lessening the perception of pollution exposure (5.2), and making the participant feel cooler (5.4). With new-to-cities cycle tracks and the increasing focus on active mobility, a new standard could be trees on the roadside edge of cycle tracks.

This study aimed to explore the effects of type and specifications of bus stop on bicycle speed and cycle track capacity. This paper investigates the traffic flow operations of tracks at basic sections, curbside stops, and bus bays by video recording. T-test and comparative study were used to analyze the influences of stop types on bicycle speed and capacity of track. The relationships between stop specifications and speed and capacity of track are analyzed with correlation analysis. The main results are as follows: (1) Without passengers crossing, bus bays have significant impact on bicycle speed, while it is not for curbside stops, (2) except platform length, there are strong negative relationships between bicycle speed and density of platform access, total width of platform accesses (TWPA), total width of platform accesses-to-platform length ratio (TWPA-to-PL ratio), total width of platform accesses-to-track width ratio (TWPA-to-TW ratio), (3) curbside stop and bus bay reduce track capacities by 32% and 13.5% on average, respectively, and (4) in contrast to bus bays, curbside stops have more significant impact on capacity of track, which also presents in the influence of the setting parameters of stops. Based the results above, some suggestions on stop specifications are finally proposed.

Background Cycling, as a mode of active transportation, has numerous health and societal benefits, but carries risks of injury when performed on-road with vehicles. Cycle tracks are dedicated lanes with a physical separation or barrier between bicycles and motor vehicles. Studies on the effectiveness of cycle tracks in urban areas in North America, as well as the area-wide effects of cycle tracks are limited. Aims Study objectives were to examine the effect of cycle track implementation on cyclist-motor vehicle collisions (CMVC) occurring: (1) on streets treated with new cycle tracks; (2) on streets surrounding new cycle tracks in Toronto, Canada. Methods Intervention and outcome data were obtained from the City of Toronto. All police-reported CMVC from 2000 to 2016 were mapped. Analyses were restricted to 2 years pre- and 2 years post-track implementation. Rates were calculated for CMVC on streets with cycle tracks (objective 1) and in five defined areas surrounding cycle tracks (objective 2). Zero-Inflated Poisson regression was used to compare changes to CMVC rates before and after cycle track implementation for both objectives. All models controlled for season of collision and cycle track. Results The majority of CMVC on cycle tracks occurred at intersections (75%). The crude CMVC rate increased two-fold after cycle track implementation (IRR = 2.06, 95% CI: 1.51–2.81); however, after accounting for the increase in cycling volumes post-implementation, there was a 38% reduction in the CMVC rate per cyclist-month (IRR = 0.62, 95% CI: 0.44–0.89). On streets between 151 m – 550 m from cycle tracks, there was a significant 35% reduction in CMVC rates per km-month following track implementation (IRR = 0.65, 95% CI: 0.54–0.76). Conclusions Cycle track implementation was associated with increased safety for cyclists on cycle tracks, after adjusting for cycling volume. In addition, there was a significant reduction in CMVC on streets surrounding cycle tracks between 151 m – 550 m distance from the tracks (a ‘safety halo’ effect), suggesting an area-wide safety effect of cycle track implementation.

Background There has been an increase in cycling over recent years in Toronto, Canada and the risk of injuries associated with various cycling infrastructures have yet to be fully understood. More specifically, cycle tracks (painted bike lanes with a physical separation from traffic) have become more prevalent in Toronto’s cycling network and may offer additional protection for cyclists. However, there has been little research examining the effects of these new cycle tracks in Toronto. Objective To examine the impact of the implementation of cycle tracks on the rate of cycle-motor vehicle collisions (CMVC) on tracks in Toronto, Canada. Methods Using a naturalistic experimental design, CMVC rates per month were calculated for 2 years pre and post-installation of six cycle tracks. Collisions reported to the Toronto Police Service between 2000 and 2016 were mapped using ArcGIS. A repeated measures Poisson model was used to evaluate the effect of cycle track implementation on rates of CMVC adjusted for season and cycle tracks upgraded from painted bike lanes. Results A total of 20,632 CMVC were reported in Toronto between 2000 and 2016, of which 190 collisions occurred on the six cycle tracks (3 upgraded from lanes) included in the analysis. The crude CMVC incidence rate before and after cycle track implementation was 0.42 collisions/month and 0.90 collisions/month respectively. The rate of CMVC significantly increased more than 2-fold following the implementation of cycle tracks (IRR=2.18, 95% CI: 1.42 to 3.33, p=0.003).The implementation of cycle tracks may result in an increased number of cyclists which may lead to greater risks for collisions. Conclusions Further investigation is required to examine the change in cycling volume on these tracks. In addition, the area-wide effects of cycle tracks should be explored to determine whether CMVC rates change on surrounding roadways without any cycling infrastructure.

Syftet med detta projekt är att klarlägga möjligheterna och behovet av att göra en pilotstudie med syfte att mäta marginalkostnaden för trängsel på cykelbanor. Målet med mätningarna skulle enbart vara att kvantifiera värderingen av fördröjningen som en ökad belastning ger upphov till. Ytterst är målet att kunna värdera åtgärder för att bredda eller på annat sätt förbättra framkomlighet i cykelinfrastruktur. Denna promemoria beskriver variation i cykelflöden över längre tid, över ett år och över ett dygn (under månader och dygn med höga flöden) i Stockholm och Göteborg, med sikte på att uppskatta när mätningar bör göras av utbredningen och intensiteten i betydande trängsel på cykelbanor. Cykelflödena varierar med cirka en faktor 4 i Stockholm under året på platser med stora flöden och något mindre i Göteborg cirka en faktor 3. Under högtrafikmånaderna varierar cykelflödena kraftigt över dygnet med kortare perioder med höga flöden morgon och eftermiddag. Förekomsten av kostsam trängsel kan därför väntas vara ganska kortvariga i Sveriges två största städer. Ett räkneexempel indikerar att vid 20 procent av alla cykelpassagerna över Liljeholmsbron i Stockholm upplever cyklisten att det är många cyklar. Detta räkneexempel gör dock inte anspråk på att vara representativt vare sig denna eller för alla andra platser i Stockholms innerstad. The purpose of this project is to clarify the possibilities and the need for a pilot study aimed at measuring the marginal cost of congestion on bicycle paths. The goal of the measurements are exclusively to quantify the value of the delay caused by one further cyclist being present on the bicycle path. Ultimately, the goal is to be able to evaluate measures to broaden or otherwise improve the bicycle infrastructure. This memorandum describes variations in cycle flow over a longer period of time, over one year and over a day (during months and days with high flows) in Stockholm and Gothenburg, with the aim to estimate when measurements should be made of the extent and intensity of significant congestion on bicycle paths. Cycle flows vary by approximately a factor of 4 in Stockholm during the year in places with large flows and slightly less in Gothenburg, about a factor of 3. During peak hours, cycling flows show large variation during a day with shorter periods of high flows in the morning and afternoon. The presence of costly congestion can therefore be expected to be quite short in Sweden's two largest cities. An example indicates that at 20 percent of all bicycle passages across the Liljeholmen bridge in Stockholm, the cyclist experiences high levels of presence of other cyclists. However, this example is not claimed to be representative either this or other locations in the inner city of Stockholm.

Syftet var att sammanställa befintlig kunskap för hur effektsambanden mellan infrastrukturåtgärder och antalet olyckor och andelen cykling ser ut. Dessutom behövs kunskaper gällande de sekundära effekter som ett ökat cyklande kan ge. De sekundära effekter som studerades i detta projekt är hälsoeffekter samt samhällsekonomiska effekter. Kunskapssammanställning genom litteraturstudier samt telefonintervjuer med de 16 medlemskommuner i Svenska Cykelstäder som var med i en tidigare studie kallad Cykeleffekt del1. The purpose was to consolidate existing knowledge of the relationships between infrastructure measures and a) number of accidents and b) number of cyclists. Another purpose was to consolidate knowledge regarding the secondary effects that increased cycling can provide. The secondary effects that will be investigated in this project are health effects and economic effects. Compilation of knowledge through literature studies and telephone interviews with 16 of the 26 municipalities that are members of the association Swedish Cycling Cities (Svenska Cykelstäder) and who participated in a previous study called “Cykeleffekt-del1”.

Halka är en vanlig orsak till att cyklister skadas allvarlig i trafiken. Varken kravställning eller föreskrivna mätmetoder gällande friktion på cykelvägar har utgått ifrån cykeltrafiken. Det behövs därför en ökad kunskap om cykeldäcks friktionsegenskaper och det väggrepp som kan fås med en cykel på en cykelväg under olika förhållanden. I det här projektet har vi sammanställt mätningar med VTI:s portabla friktionsmätare, PFT, på cykelvägar med en mängd olika underlag. För att relatera de med PFT:n uppmätta friktionsvärdena till den friktion som ett cykeldäck presterar, har vi även gjort jämförande mätningar med cykeldäck i VTI:s stationära däckprovningsanläggning. Dessa visar på en mycket god överensstämmelse mellan PFT-värdena och den maximala laterala friktionen tillgänglig för ett sommardäck. Det innebär att de friktionsvärden vi uppmätt med PFT:n i fält också kan sägas representera den friktion som skulle fås med ett cykeldäck på samma yta. Friktionsmätningarna på cykelytor i verklig miljö visar att friktionen påverkas av väglaget, beläggningsmaterialet, samt av vägmarkeringar och brunnslock. Is och snö medför en betydligt lägre friktionsnivå än barmarksförhållanden. Skillnader i väglag gör att olika typer av cykelinfrastruktur och olika vinterdriftmetoder medför olika friktionsnivåer. Det innebär att det kan förekomma stora variationer i friktionsnivå längs en och samma sträcka. Överraskningseffekten och därmed olycksrisken kan då bli stor. Inte bara snö och is, utan även grus, löv, smuts och annat på ytan kan innebära en sänkt friktion. För cyklisternas säkerhet är det viktigt att informera om var halka kan uppstå och att anpassa halkbekämpningsinsatser, utformning och konstruktion utifrån den kunskapen. Skidding is a common cause for cyclists getting seriously injured in traffic. Neither requirements nor prescribed friction measurement methods for cycleways have been based on the performance of bicycles. There is therefore a need for increased knowledge regarding the friction characteristics of bicycle tyres and the traction between a bicycle tyre and the road surface under different conditions. In this project we have compiled measurements with VTI's portable friction tester, PFT, on cycleways with a variety of road conditions. To relate the PFT friction values to the friction of bicycle tyres, we have also made comparative measurements with bicycle tyres in VTI's stationary tyre testing facility. These show a very good match between the PFT friction values and the maximum lateral friction available for a bicycle tyre. This means that the PFT friction values recorded on cycleways can also be said to represent the friction that a bicycle tyre would perform on the same surface. Our friction measurements on cycleways show that the skid resistance is affected by the road condition, the road surface material, as well as road markings and manhole-covers. Ice and snow cause a significantly lower friction level than at bare conditions. Differences in road conditions mean that different types of cycling infrastructure and different winter maintenance methods result in different friction levels. This means that there may be large variations in friction along one and the same cycle route. The surprise effect and thus the accident risk can then be great. Not only snow, ice and grit, but also leaves, clay and other dirt on the surface might lead to a reduced skid resistance. For the safety of cyclists, it is important to inform about where a slippery condition can occur and to adjust anti-icing actions, road design and construction according to that knowledge.

Cycling comfort consists of several factors. Their relevant values are important in the process of bicycle facility planning. Poor surface pavement quality manifests itself in terms of vibrations of a bicycle. This strongly influences the perception of a cycle track, general cycling comfort and the route choice as well. We introduce dynamic comfort index (DCI) which is capable of objectively describing the vibration properties of surface pavement on a track. The DCI is derived from data gathered when riding a bicycle equipped with a GPS device and an accelerometer. The most common types of devices were selected to make the DCI widely applicable. We tested DCI values on various bicycles and surface pavements. DCI values on individual cycling tracks were compared with the subjective feelings of 43 cyclists via questionnaires. A strong correlation (−0.94) was obtained between the objectively measured DCI values and the subjectively assessed evaluations. This makes the DCI approach transferable to any other environment. This method has been applied to an entire road network within the historical center of the city of Olomouc (Czech Republic). It can further be used by bicycle track administrators to monitor surface quality, by planners to obtain relevant surface pavement values, and by individual cyclists for optimal route choice.

China has a historic system of wide cycle tracks, many of which are now encroached by cars, buses and bus stops. Even with these conditions, college students still bicycle. On campuses, students park their bikes on facilities ranging from kick-stand-plazas to caged sheds with racks, pumps and an attendant. In other countries, including Canada, some of the newer cycle tracks need to be wider to accommodate an increasing number of bicyclists. Other countries will also need to improve their bike parking, which includes garage-basement cages and two-tiered racks. China could provide lessons about cycle tracks and bike parking. This study applied the Maslow Transportation Level of Service (LOS) theory, i.e., for cycle tracks and bike parking, only after the basic needs of safety and security are met for both vehicle occupants and bicyclists can the higher needs of convenience and comfort be met. With random clustering, a self-administered questionnaire was collected from 410 students in six dormitory buildings at Peking University in Beijing and an environmental scan of bicycle parking conducted in school/office and living areas. Cycle tracks (1 = very safe/5 = very unsafe) shared with moving cars were most unsafe (mean = 4.6), followed by sharing with parked cars (4.1) or bus stop users (4.1) (p < 0.001). Close to half thought campus bike parking lacked order. The most suggested parking facilities were sheds, security (guard or camera), bicycle racks and bicycle parking services (pumps, etc.). If parking were improved, three quarters indicated they would bicycle more. While caged sheds were preferred, in living areas with 1597 parked bikes, caged sheds were only 74.4% occupied. For the future of China’s wide cycle tracks, perhaps a fence-separated bus lane beside a cycle track might be considered or, with China’s recent increase in bike riding, shared bikes and E-bikes, perhaps cars/buses could be banned from the wide cycle tracks. In other countries, a widened cycle track entrance should deter cars. Everywhere, bike parking sheds could be built and redesigned with painted lines to offer more space and order, similar to car parking.

The fruition of a natural or anthropic territory depends basically by the access and moving condition inside the area. These aspects are related both to the paths network characteristics, like slopes and road accessibility, crossing methods and usability. In addition, a second aspect, which combine all the firsts, is represented by the way in which humans decide to experience this territory, creating a relationship between the way of thinking and movement, contextualizing their thought identity with the external environment. Starting from an analysis that consider both the relation between thought and movement, merging personal and collective identity, and the historical evolution of human’s walking and cycling, the article suggests a critical analysis about accessibility of an urban area close to Rome centre, using drawing and representation tools to support and visualize this process, in order to suggest a simplified and optimized territory access, meanwhile trying to keep alive and foster the basic connection between thinking and movement.

Gummi har särskilda egenskaper i förhållande till andra material. När uttjänta däck återvinns erhålls olika produkter som till stora delar har kvar sina gummiegenskaper. Det är till exempel mjukt, har isolerande och dränerande förmågor samt återfår sin ursprungliga form efter en belastning förutom att det är beständigt över tid. Dessa egenskaper kan utnyttjas för att framställa produkter och konstruktioner med unika kvaliteter, till exempel produkter som tål större deformation utan att gå sönder, som dämpar vibrationer och buller, som har en isolerande förmåga, har renande och stabiliserande förmågor. I anläggningsbranschen har man traditionellt mest utnyttjat antingen obundna granulära material, (sand och bergmaterial) eller bundna material (asfalt, betong). Gummimaterial i form av exempelvis granulat, däckklipp eller hela däck erbjuder möjligheter att utföra nya typer av anläggningskonstruktioner med speciella fördelar i förhållande till de traditionella konstruktionerna. Välkända exempel på hur man skapat en ny typ av konstruktioner baserat på gummits speciella egenskaper är konstgräsplaner med gummigranulat och fallskyddande lekplatsbeläggningar. Det finns stora potentialer att utveckla anläggningskonstruktioner med unika egenskaper där det återvunna materialet utgör eller till del ingår och som kommer bli efterfrågat för sin funktion och lönsamhet. Ett grundläggande problem, oavsett tillämpningar, är att det handlar om två olika värdekedjor och någon naturlig länk för att knyta samman dessa saknas. Den ena värdekedjan är utförande och anläggande av väg och anläggningskonstruktioner och den andra är återvinning av avfall och restprodukter. Dessa värdekedjor har traditionellt helt olika fokus på syfte och mål med verksamheterna varför det önskvärda förhållandet med både ”push and pull” inte naturligt uppstår. För att skapa denna länk måste någon part ta ansvar för det behov och den roll som uppstår i skärningspunkten mellan värdekedjorna. Vem som tar denna roll är den springande frågan för vidareförädling, tillverkning och utförande där återvunna däck helt eller till del utgör råvaran. Rubber has special properties compared to other materials. When used tires are recycled it results in products which largely retains the original technical characteristics of rubber. It is, for example soft, insulating, regains its original shape after a load and is durable. These properties can be utilized to produce products and structures with unique properties. For example; products that can withstand greater deformation without breaking, which dampen vibrations and noise, which has an insulating ability, purifying and stabilizing abilities and products. We can also add that it is persistent over time. The construction industry has traditionally used mostly either unbound granular materials, (sand and rock material) or bound material (asphalt, concrete). Rubber material in the form of granules, for example, tire clip or the entire tyre offers unparalleled opportunities to perform new types of civil engineering structures with special advantages compared to traditional structures. Well known examples of how to create a new type of constructions based on the specific properties of rubber are artificial grass with rubber granules and appropriate soft protective coatings for playgrounds. There are great potentials to develop constructions with unique properties where recycled material forms or is part of the construction, and will be wanted for its function and become profitable. A basic problem, regardless of applications, is that this involves two different value chains and a natural link between these are missing. One value chain is construction and civil engineering and the other is the recycling of waste and residue products. These value chains have traditionally completely different focus in aim and purpose for businesses, so the desirable relationship with both “push and pull” is not naturally occurring. To create this link, some party must take responsibility for the need and the role that arise at the intersection of these value chains. Who takes this role is the leaping issue for further processing, manufacturing and managing where recycled tires wholly or partly constitute the raw material.

Bakgrunden till denna samling av tre delstudier; 1) Bygdeväg, 2) Hur nära är nära? och 3) Portabla friktionstestare (PFT) för motorcyklar (MC), är att belysa eventuella problem som hjulburna, oskyddade trafikanter har på svenska landsvägar. Delstudierna 1 och 2 handlar om cyklister på landsvägar medan delstudie 3 handlar om motorcyklister. Delstudie 1 är en enkätstudie om en ny vägutformning, s.k. bygdeväg. Delstudie 2 är en experimentell studie som belyser frågan om bredden på en cykelbana/-fält från cyklistens perspektiv. Delstudie 3 är friktionsmätningar genomförda på ett mätningssätt som är mer anpassad till motorcyklisters situation. De tre delstudierna mynnade tillsammans ut i följande rekommendationer: i) Sträckor som utformas till bygdeväg bör väljas med stor omsorg och på de ställen sikten är skymd bör alternativa lösningar övervägas. ii) Hastighetsbegränsningen på bygdeväg bör som vara max 50 km/h. För att hastighetsbegränsningen inte ska överskridas bör skyltning i kombination med övervakning och/eller infrastrukturåtgärder övervägas för att även minska hastighetsöverträdelserna. iii) Införandet av bygdeväg bör förankras hos lokalbefolkningen och föregås av informationsinsatser så att alla vet vilka regler som gäller. iv) En enkelriktad cykelbana/-fält på en väg med blandtrafik bör minst vara 120 cm i sidled från dess mittpunkt till banan för de motordrivna fordonen. v) Friktionsmätningar bör kopplas till förarens upplevelse av väggrepp. vi) Det behöver utvecklas en mätmetod/protokoll för friktion där mätskräckan ≥ 1 m i olika nivåer av väta på vägbanan som kan tillämpas vid exempelvis olycksdrabbade vägavsnitt samt även kopplas till ”tillfälliga” lagningar av vägbanan. The background to this collection of three sub-studies; 1) Two-minus-one bicycle lanes on rural roads, 2) How close is close? and 3) Pilot study on road friction testing for motorcycles, is to highlight any problems that two-wheeled unprotected road users have on Swedish roads. Studies 1 and 2 are about cyclists on country roads, while study 3 is about motorcyclists. Study 1 is a survey of a new road design, two-minus-one rural roads. Study 2 is an experimental study that highlights the issue of the width of a cycle path/hard-shoulder from the perspective of the cyclist. Study 3 is friction measurements carried out on a measurement method that is more adapted to the situation of motorcyclists. The three sub-studies resulted in the following recommendations: i) stretches of rural roads that are intended to be two-minus-one rural roads should be chosen carefully and in places where sight-lines are obscured (by hedgerows, topography, etc.), alternative solutions should be considered. ii) The speed limitation on the two-minus-one rural roads should not exceed 50 km/h. In order to reduce speeding, signage in combination with surveillance and/or infrastructure measures should be considered to reduce speed violations. iii) The introduction of two-minus-one rural roads should be done in dialogue with local populations and preceded by information efforts so that everyone knows what rules apply. iv) A single carriageway cycle path/hard-shoulder on a two-minus-one rural road with mixed traffic should be at least 120 cm laterally from the middle of the bicycle path to the motor vehicles’ carriageway. v) Friction measurements should be linked to the driver's experience of grip. vi) Develops a measurement method/protocol for friction testing where the measurement section is ≥ 1 m in different levels of wetness on the roadway, which can also be used to evaluate blackspots on road sections that are linked to “temporary” road repairs.

Objective To assess preference differences of females, bicyclists, bicyclists/non-bicyclists, and >3 days/week bicyclists about cycle tracks, surrounding environments, parking, signals, and bicycle type among middle class professionals in Hangzhou, a premier bicycling city in China. Methods Surveys were distributed to 1200 middle school students that 1150 parents/adults completed (95.8% completion rate). Multiple linear regression was used to study associations between frequency of bicycling and age, gender, education, income, obesity, and car ownership. Results Cycle tracks were a maximum of 15 feet wide, enabling side-by-side bicycling, with continuous landscaped islands a maximum of 7 feet wide between the road and the cycle track with trees over 40 years old. Almost all knew how to bicycle, 77% of men and 72% of women owned a car, and, of these car owners, 43.8% bicycled each week. Only 47.1% of men and 55.1% of women did not bicycle. Bicycling was deemed enjoyable due to the beautiful surrounding environment (52.7% strongly agreed/agreed). Gender differences were statistically significant for preferring bicycle signals (63.7% men, 69.1% women) and cycle tracks (53.9% men, 60.2% women). Used/preferred differences were statistically significant for bicycle signals (33.8% used versus 71.4% preferred), parking sheds (39.8% used versus 62.7% preferred) and cycle tracks (34.4% used versus 58.6% preferred). Percentages for overweight were significantly different between owning a car (28.8%) and not owning a car (21.0%). Conclusions Cities could test other city׳s innovations including parking sheds, bicycle signals, public bicycles, and wide-landscaped cycle tracks with trees between the cycle track and the road.

Where there are high turn volumes or speeds, pedestrian and bicycle crossings may need to be protected from right turns as well as left turns. Cycle tracks may need protected crossings even where right-turn volumes are modest. This research explores a phasing scheme in which right turns have their own phase and bike and pedestrian crossings run in their own distinct phase concurrent with the parallel vehicular through phase. This protected yet concurrent phasing scheme is more efficient than an all-pedestrian phase. A general framework for sequencing phases accounting for the right turn and crossing conflict is shown with four rings instead of the usual two. Seven examples of protected yet concurrent phasing from the United States and the Netherlands illustrate the scheme and characterize its likely impacts in terms of delay and street footprint. Overall delay and footprint impacts are found to be modest; factors that affect the impact of protected phasing include complexity of the phasing plan, coordinat...

Objectives. We studied state-adopted bicycle guidelines to determine whether cycle tracks (physically separated, bicycle-exclusive paths adjacent to sidewalks) were recommended, whether they were built, and their crash rate. Methods. We analyzed and compared US bicycle facility guidelines published between 1972 and 1999. We identified 19 cycle tracks in the United States and collected extensive data on cycle track design, usage, and crash history from local communities. We used bicycle counts and crash data to estimate crash rates. Results. A bicycle facility guideline written in 1972 endorsed cycle tracks but American Association of State Highway and Transportation Officials (AASHTO) guidelines (1974–1999) discouraged or did not include cycle tracks and did not cite research about crash rates on cycle tracks. For the 19 US cycle tracks we examined, the overall crash rate was 2.3 (95% confidence interval = 1.7, 3.0) per 1 million bicycle kilometers. Conclusions. AASHTO bicycle guidelines are not explicitly based on rigorous or up-to-date research. Our results show that the risk of bicycle–vehicle crashes is lower on US cycle tracks than published crashes rates on roadways. This study and previous investigations support building cycle tracks.

This paper presents a methodology to investigate the link between bicycle activity and built environment, road and transit network characteristics, and bicycle facilities while also accounting for spatial autocorrelation between intersections. The methodology includes the normalization of manual cyclist counts to average seasonal daily volumes (ASDV), taking into account temporal variations and using hourly, daily, and monthly expansion factors obtained from automatic bicycle count data. To correct for weather conditions, two approaches were used. In the first approach, a relative weather ridership model was generated using the automatic bicycle count and weather data. In the second approach, weather variables were introduced directly into the model. For each approach, the effects of built environment, road and transit characteristics, and bicycle facilities on cyclist volumes were determined. It was found that employment, schools, metro stations, bus stops, parks, land mix, mean income, bicycle facility type (bicycle lanes and cycle tracks), length of bicycle facilities, average street length, and presence of parking entrances were associated with bicycle activity. From these, it was found that the main factors associated with bicycle activity were land-use mix, cycle track presence, and employment density. For instance, intersections with cycle tracks have on average 61 percent more cyclists than intersections without. An increase of 10 percent in land-use mix or employment density would cause an increase of 8 percent or 5.3 percent, respectively, in bicycle flows. The methods and results proposed in this research are helpful for planning bicycle facilities and analyzing cyclist safety. Limitations and future work are discussed at the end of this paper.

Two innovative bicycle facilities were installed in Washington, D.C., during 2010 by the District Department of Transportation: buffered center median bicycle lanes on Pennsylvania Avenue, NW, and a two-way cycle track on 15th Street, NW. Both facilities included dedicated road space with buffers between bicyclists and motor vehicles, signal control, and signs and pavement markings. The facilities were designed to increase safety, comfort, and convenience for cyclists. This paper presents the results of a comprehensive study that evaluated the facilities to understand how well they worked for cyclists, motorists, and pedestrians in terms of safety and level of service (LOS) and how they affected behavior and attitudes. The study found that bicycle LOS improved and that bicycle volume on those corridors nearly quadrupled, well above the rate of citywide bicycle use. Motor vehicle LOS was largely unaffected. Signal progression was mixed for bicyclists: contraflow travel on the one-way portion of 15th Street and travel against the dominant direction on Pennsylvania Avenue showed the worst travel time performances. Although bicycle crashes increased on both facilities, the crash rate remained similar on 15th Street to what it had been previously. Pennsylvania Avenue saw a higher crash rate, mainly as a result of illegal U-turns across the bike lanes. In surveys of all travelers on the corridor (i.e., bicyclists, motorists, pedestrians) and nearby residents, the perception of the lanes in general was positive for all users, and the lanes were seen as a positive addition to the community.

Maps are currently experiencing a paradigm shift from static representations to dynamic platforms that capture, visualize and analyse new data, bringing different possibilities for exploration and research. The first objective of this paper is to present a map that illustrates, for the first time, the real flow of casual cyclists and bike messengers in the city of Madrid. The second objective is to describe the development and results of the Madrid Cycle Track initiative, an online platform launched with the aim of collecting cycling routes and other information from volunteers. In the framework of this initiative, different online maps are presented and their functionalities described. Finally, a supplemental video visualizes the cyclist flow over the course of a day.

This paper examines if, in a lower-income minority neighborhood, bicycling practices and bicycle-environment preferences of Blacks and Hispanics were different from Whites. During the summer of 2014, surveys were mailed to 1537 households near a proposed cycle track on Malcolm X Boulevard in Roxbury, MA. On the Boulevard, intercept surveys were distributed to cyclists and observations noted about passing cyclist's characteristics. Data were analyzed from 252 returned-mailed surveys, 120 intercept surveys, and 709 bicyclists. White (100%), Hispanic (79%), and Black (76%) bicyclists shown pictures of 6 bicycle facility types in intercept surveys perceived the cycle track as safest. More White mailed-survey respondents thought bikes would not be stolen which may explain why more Hispanics (52%) and Blacks (47%) preferred to park their bikes inside their home compared with Whites (28%), with H/W B/W differences statistically significant (p, Highlights • Cycle tracks were perceived as the safest by Whites, Blacks, and Hispanics. • More Blacks and Hispanics preferred to park their bikes inside their homes. • More Blacks and Hispanics want to bicycle with family and friends. • More Blacks were biking on Malcolm X in Roxbury compared with Whites. • Fewer Blacks and Hispanics wear helmets and more bike in regular clothes.