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Are hilly and large cities simply not appropriate for the implementation of exclusive bicycle lanes for commuting trips? To rationalize government expenditure, also avoiding negative impacts of eventual idle bicycle lanes, it is crucial to previously understand citizens' attitudes towards route spatial adversities which could affect the potential demand. Although many studies have been developed to estimate how objectively-measured factors influence the propensity for using bicycles for commuting, there is a gap in the literature for studies which examine how some important factors on route, such as hilliness and distance are perceived by individuals as obstacles to directly cycle to work, taking into account their current mode of transportation. Based on a survey carried out in Belo Horizonte, Brazil, with 2008 respondents, we found that even in a hilly city there may be much room for bicycle commuting: on average, 58% of residents in 67 Belo Horizonte census areas do not find the hilliness along their routes as an impediment to commute by bicycle and 59% of residents in those areas do not consider the distance on route too long for direct home-to-work commuting by bicycle. In this research, we investigated how the perception of gradient, distance, time commuting associated with the respective current mode of transportation and perceived exposure to thefts and traffic accidents along routes jointly influence the willingness to go directly to work only using a bicycle. A two-level ordered category response model was used to estimate these effects for residents of the 67 Belo Horizonte census areas. Hilliness and long distances on route for commuting caused, on average, a decrease of 52% and 36%, respectively, in the odds to commute by bicycle. As the current commuting time increases from 10 to 60 min, the probability of car and public transportation users changing to a bicycle to commute decreases from around 50–21% for car users and to 34% for those using public transportation. Conversely, using the same variation of commuting time, the probability of using a bicycle increases from 58 to 74% for people who currently walk to the workplace, that represents around one third of the study population. Preferable roads for bicycle commuting were identified in Belo Horizonte, with their slope suitability checked by means of a slope map available for its road system. Perceived risk of theft and traffic accidents were not found to be significant for bicycle commuting when suitable exclusive bicycle lanes are provided. [ABSTRACT FROM AUTHOR]

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

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

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

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

The number of underage accidents in Jember Regency in 2011-2012 increased from 37 to 190 cases. Therefore, bicycle and pedestrian paths were planned through the School Safe Route program that could encourage students to choose to ride a bicycle or walking. The method of this study was the Level of Service analysis (LOS), student and travel characteristics, cross tabs, bicycle lanes, pedestrians, and road equipment facilities. The results showed that the level of road service on each road section varied, including LOS A, B, D and E. The characteristic and common cross tabs analysis results showed that most transportations used by students were motorcycles. Still, there was a relatively large proportion of students’ willingness to change their transportation mode in operational conditions if bicycle and pedestrian path facilities were provided. Cycle path analysis showed that the types of bicycle lanes were planned, specifically type A and C, with a bicycle lane width was 1.44 m for each lane. From the calculation of the minimum effective width of the sidewalk obtained 1.01 m with a crossing facility in the form of a pelican crossing with waiting stalls. Several road equipment facilities were planned, such as traffic signs, road markings and Traffic Signaling Equipment (TSE). Bicycle and pedestrian routes were planned at Tawang Mangu Street, Danau Toba Street, Mastrip Barat Street, Kalimantan Street, Jawa Street, Karimata Street, M.T. Haryono Street, Letjen S. Parman Street, Letjen Panjaitan Street and Letjen Suprapto Street.

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

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

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

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

Highlights • Overtaking behaviour of motorized vehicles when passing bicycles on urban arterials was analyzed. • A methodology was developed to estimate the number of expected unsafe passing events on a given 4-lane urban arterial. • The methodology enables quantifying the risks imposed to cyclists while sharing the road with motorized vehicles. • Model inputs are bicycle demand, section length, AADT, speed limit, and upstream traffic signal configurations. Abstract In this study interactions between motorized vehicles and bicycles were studied by analyzing the overtaking behavior of motorized vehicles when passing bicycles on urban arterials. A methodology is presented to estimate the number of 'unsafe' passing events on 4-lane urban arterials with no on-street bike lanes. A 'critical passing distance' is defined to classify expected passing maneuvers i.e. when a motorized vehicle overtakes a bicycle, into 'safe' and 'unsafe' passing events. The proposed method enables calculation of the expected number of 'unsafe passing' events based on the expected bicycle demand, road segment's length, AADT, speed limit, and traffic signal timing parameters. The 'critical passing distance' is an input parameter and can be set by the planner. Given the number of expected 'unsafe passing' events, and institutional safety objectives and standards in terms of acceptable risk levels for cyclists, transportation planning departments can use the proposed methodology to decide whether provision of a specific cycling facility is necessary for a given road segment. [ABSTRACT FROM AUTHOR]

Highlights • We ask which bicycle lane types are associated with fewest crashes. • Spatial units of analysis were street segments and intersections. • Lowest crash odds found where there are higher speeds, tram stops, and bus routes. • Exclusive bicycle lanes reduced bicycle crashes in all these settings. • Kerbside bicycle lanes were the least beneficial bicycle lane type. Abstract Bicycle lanes reduce real and perceived risks for bicycle vs. motor vehicle crashes, reducing the burden of traffic injuries and contributing to greater cycling participation. Previous research indicates that the effectiveness of bicycle lanes differs according to roadway characteristics, and that bicycle lane types are differentially associated with reduced crash risks. The aim of this study is to combine these perspectives and identify the types of on-road bicycle lanes that are associated with the greatest reductions in bicycle crashes given the presence of specific roadway characteristics. We compiled a cross sectional spatial dataset consisting of 32,444 intersection polygons and 57,285 street segment polygons representing the roadway network for inner Melbourne, Australia. The dependent measure was a dichotomous indicator for any bicycle crash (2014–2017). Independent measures were bicycle lanes (exclusive bicycle lanes, shared bicycle and parking lanes, marked wide kerbside lanes, and kerbside bicycle lanes) and other roadway characteristics (speed limit, bus routes, tram routes, bridges, one-way flow, traffic lane width). In Bayesian conditional autoregressive logit models, bicycle lanes of all types were associated with decreased crash odds where speeds were greater, bus routes and tram stops were present, and traffic lanes were narrower. Only exclusive bicycle lanes were associated with reduced crash odds (compared to the expected odds given the presence of the bicycle lane and the roadway conditions) in all these setting. The extent to which on-road bicycle lanes reduce crash risks depends on the bicycle lane type, the roadway conditions, and the combination of these two factors. Bicycle lanes that provide greater separation between cyclists and vehicular traffic are most consistently protective. [ABSTRACT FROM AUTHOR]

In 2015, a controversial bicycle lane was installed on Paulista Avenue –a thoroughfare in the heart of the megacity of São Paulo with a high rate of motorised vehicles. For the first time, on-bicycle air pollution concentrations were assessed along this lane using black carbon (BC) as an indicator of fossil fuel combustion. We measured BC concentrations with a hand-held microaethalometer at a high temporal resolution, enabling the capture of fine spatial gradients along the route. Although this new link expanded the city's cycling network, our pioneering study showed that BC concentrations were large (mean 8.5 μg m −3 ) with extreme values reaching 24.0 μg m −3 , comparable to concentrations found in many megacities. In agreement with other studies, we observed that concentrations decreased about 1.6 times on a section of the bicycle lane running through a calmer neighbourhood, which could indicate the potential to safeguard the health of cyclists by installing lanes with greater separation from main roads, such as Paulista Avenue. This pilot work paves the way to more detailed studies aiming to map out the spatial distribution of other traffic-related pollutants across the city's 458-km long bicycle network. [ABSTRACT FROM AUTHOR]

In some circumstances on streets equipped with new bike facilities, cyclists are not interested in using them. Instead, they continue to use shared spaces with pedestrians or motor vehicles. Thus, simply adding a bike facility does not guarantee that cyclists will switch to using it. Owing to the considerable development of bike facilities, the investigation of facility preference, particularly focusing on facility choice forecast, has become increasingly important. This study developed a model for predicting the facility choice of cyclists between on-street facilities (curb, traffic lane, and bike lane (BL)) and off-street facilities (sidewalks). Initially, the optimal model was selected using Bayesian Model Averaging method. Then, it was validated by both internal and external validations. Apart from the aforementioned factors, several other exogenous variables were also found to be significant predictors of bike facility choice, including the width of traffic lanes, existence of real-time stopping vehicle, type of bike, bus stop existence, and in-group cycling. Analysis of the relative importance of predictors indicated that bus stop existence, effective sidewalk width, and type of bike were the potential predictors. A framework for predicting BL usage, if it is present, was also developed. A test for the predictive performance of the application at a real site was carried out. By comparing predicted and actual BL usage figures, the analysis showed good predictive performance. The results of this study can help developers, planners, and designers to adopt reasonable investment decisions as well as better designs in developing new bike facilities. [ABSTRACT FROM AUTHOR]

The primary objective of the study was to identify the factors that influenced the comfort perception of e-bike, e-scooter and bicycle riders in mid-block bicycle lanes on urban streets and to estimate the bicycle level of service (BLOS) of a mid-block bicycle lane with mixed two-wheeled traffic. Data were collected at thirty locations on thirty different streets in Nanjing area in China. Pearson’s Chi-square tests were conducted to make comparisons of the comfort perception among different cyclist groups. The factors that significantly affected the comfort perception of the cyclists included the age of the cyclists, the type of two-wheeled vehicles, the volume of two-wheeled vehicles, the width of mid-block bicycle lanes, the proportions of e-bikes and e-scooters in two-wheeled vehicles, the physical separation between motorized, bicycle and pedestrian lanes, the slope of bicycle lanes, the roadside access points and the roadside land use. Ordered probit models were developed to quantitatively evaluate the impacts of different contributing factors on the comfort perception of the riders of e-bikes, e-scooters and bicycles. The results showed that compared to the riders of bicycles, the riders of e-bikes and e-scooters were more likely to perceive a poor comfort level. The comfort perception of the cyclists increased with an increase in the width of the mid-block bicycle lane, whereas it decreased with an increase in the volume of two-wheeled vehicles. The proportions of e-bikes and e-scooters in two-wheeled vehicles negatively affected the comfort perception of the cyclists. In addition, the presence of physical separation between the motorized, bicycle and pedestrian lanes significantly increased the comfort perception of the cyclists. With the comfort perception models, a procedure was developed and insights were gained to help transportation professionals estimate the BLOS of a mid-block bicycle lane with mixed two-wheeled traffic. [ABSTRACT FROM AUTHOR]

In recent years, many bicycle lanes on urban streets are replaced with vehicle parking places. Spaces for bicycle riding are reduced, resulting in changes in bicycle and vehicle operational features. The objective of this study is to estimate the impacts of on-street parking on heterogeneous traffic operation on urban streets. A cellular automaton (CA) model is developed and calibrated to simulate bicycle lane-changing on streets with on-street parking. Two types of street segments with different bicycle lane width are considered. From the simulation, two types of conflicts between bicycles and vehicles are identified which are frictional conflicts and blocking conflicts. Factors affecting the frequency of conflicts are also identified. Based on the results, vehicle delay is estimated for various traffic situations considering the range of occupancy levels for on-street parking. Later, a numerical network example is analyzed to estimate the network impact of on-street parking on traffic assignment and operation. Findings of the study are helpful to policies and design regarding on-street vehicle parking to improve the efficiency of traffic operations. [ABSTRACT FROM AUTHOR]

The aim of this study was to describe the crash characteristics and patient outcomes of a sample of patients admitted to hospital following bicycle crashes. Injured cyclists were recruited from the two major trauma services for the state of Victoria, Australia. Enrolled cyclists completed a structured interview, and injury details and patient outcomes were extracted from the Victorian State Trauma Registry (VSTR) and the Victorian Orthopaedic Trauma Outcomes Registry (VOTOR). 186 cyclists consented to participate in the study. Crashes commonly occurred during daylight hours and in clear weather conditions. Two-thirds of crashes occurred on-road (69%) and were a combination of single cyclist-only events (56%) and multi-vehicle crashes (44%). Of the multi-vehicle crashes, a motor vehicle was the most common impact partner (72%) and distinct pre-crash directional interactions were observed between the cyclist and motor vehicle. Nearly a quarter of on-road crashes occurred when the cyclist was in a marked bicycle lane. Of the 31% of crashes that were not on-road, 28 (15%) occurred on bicycle paths and 29 (16%) occurred in other locations. Crashes on bicycle paths commonly occurred on shared bicycle and pedestrian paths (83%) and did not involve another person or vehicle. Other crash locations included mountain bike trails (39%), BMX parks (21%) and footpaths (18%). While differences in impact partners and crash characteristics were observed between crashes occurring on-road, on bicycle paths and in other locations, injury patterns and severity were similar. Most cyclists had returned to work at 6 months post-injury, however only a third of participants reported a complete functional recovery. Further research is required to develop targeted countermeasures to address the risk factors identified in this study. [ABSTRACT FROM AUTHOR]

The objectives of this manuscript are (1) to evaluate the effectiveness of on-street bicycle lane in reducing crashes involving bicyclists on urban roads, (2) to quantify and compare risk to bicyclists on road segments with and without on-street bicycle lane, (3) to evaluate the effect of on-street bicycle lane on other road network users (all crashes), and, (4) to assess the role of on-network characteristics (speed limit, the number of lanes, the width of on-street bicycle lane, the width of the right-most travel lane, and, the numbers of driveways, unsignalized approaches and signalized intersections per unit distance) on risk to bicyclists. Data for thirty-six segments with on-street bicycle lane and twenty-six segments without on-street bicycle lane in the city of Charlotte, North Carolina were extracted to compute and compare measures such as the number of bicycle crashes per center-lane mile, the number of bicycle crashes per annual million vehicle miles traveled (MVMT), the number of all crashes per center-lane mile, and the number of all crashes per MVMT. The results obtained from analysis indicate that bicyclists are three to four times at higher risk (based on traffic conditions) on segments without on-street bicycle lane than when compared to segments with on-street bicycle lane. An analysis conducted considering all crashes showed that on-street bicycle lanes do not have a statistically significant negative effect on overall safety. An increase in annual MVMT (exposure) and the number of signalized intersections per mile increases the number of bicycle crashes, while an increase in on-street bicycle lane width or right-most travel lane width (if on-street bicycle lane cannot be provided) decreases the number of bicycle crashes. Installing wider on-street bicycle lanes, limiting driveways to less than 50 per mile and unsignalized approaches to less than 10 per mile, increasing spacing between signalized intersections, and, facilitating wider right-most travel lane if on-street bicycle lane cannot be provided reduces occurrence of bicycle crashes and lowers risk to bicyclists on roads. [ABSTRACT FROM AUTHOR]

Abstract: After many years without any substantial improvement in bicycle infrastructure in Curitiba, a 4-km Leisure Bicycle Lane was implemented in the central area of the city in 2011. The project was one of several that City Hall hurriedly implemented following pressure from bike activists. On the Sunday the project was launched, more than three thousand cyclists are estimated to have used the bicycle lane; of these, 300 cycled alongside the lane, outside it, against it. They made the front pages of newspapers, disrupted the sociotechnical framework of bicycle policy in the city and put bicycles on the political agenda of the municipal elections. This paper discusses why, in a city renowned worldwide for its public transportation system and for having more than a 100km of bicycle lanes, a bicycle project failed after being sabotaged by cyclists and was definitively abandoned in February 2013. Based on interviews with key actors, including public officials, journalists, and bicycle activists, this paper concludes that the failed bicycle lane unveils the profound and urgent social and political dimensions embedded in what had been presented by municipal authorities as a neutral technical solution. [Copyright &y& Elsevier]

Background Despite evidence that environmental features are related to physical activity, the association between the built environment and bicycling for transportation remains a poorly investigated subject. The aim of the study was to improve our understanding of the environmental determinants of bicycling as a means of transportation in urban European settings by comparing the spatial differences between the routes actually used by bicyclists and the shortest possible routes. Methods In the present study we examined differences in the currently used and the shortest possible bicycling routes, with respect to distance, type of street, and environmental characteristics, in the city of Graz, Austria. The objective measurement methods of a Global Positioning System (GPS) and a Geographic Information System (GIS) were used. Results Bicycling routes actually used were significantly longer than the shortest possible routes. Furthermore, the following attributes were also significantly different between the used route compared to the shortest possible route: Bicyclists often used bicycle lanes and pathways, flat and green areas, and they rarely used main roads and crossings. Conclusion The results of the study support our hypothesis that bicyclists prefer bicycle pathways and lanes instead of the shortest possible routes. This underlines the importance of a well-developed bicycling infrastructure in urban communities. [ABSTRACT FROM AUTHOR]

The paper deals with the traffic calming in Belehradska Street in Pardubice. Traffic calming shares the goal of reducing vehicle speeds, improving safety, and enhancing quality of life and starts to occur in many Czech towns. There are given an examples existing traffic calming measures. In the second part of this paper the other measures is proposed – to change of the traffic organization of intersection Belehradska – Kosmonautu

To analyze the effect of bicycle flow caused by curb parking on segregated bicycle lane, this paper analyzed the group and compression characteristic of bicycle flow. Then based on airflow analysis method, we put forward the model of bicycle compression wave to describe the state of cycle deceleration-following and stop under the influence of parking process of vehicles. By means of the model, the maxim queuing position is calculated when the situation caused by curb parking is the worst. Furthermore, the shortest distance between curb-parking space and upper intersection is calculated. Based on the field data measured at Dongzhongshi Road in Suzhou city, comparing the calculated results with the real stop wave rate, the average value of relative error is less than 8.57%. By controlling the interference time of bicycle and density of bicycle flow, the phenomenon that queuing bicycles extend to upper intersection can be reduced effectively, so that the traffic congestion can be relieved and the traffic hidden danger can be reduced. [ABSTRACT FROM AUTHOR]

Abstract: Maryland (MD) recently became one of fourteen states in the United States to enact a traffic law requiring motor vehicles to pass bicyclists at a distance of greater than three feet. To our knowledge, motorist compliance with the law has never been assessed. This study measured the distance between overtaking motor vehicles and cyclists [e.g. vehicle passing distance (VPD)], to develop baseline metrics for tracking implementation of the three-foot passing law in Baltimore, MD and to assess risk factors for dangerous passes. During September and October 2011, cyclists (n =5) measured VPD using a previously published video technique (). Cyclists logged a total of 10.8h of video footage and 586 vehicle passes on 34 bicycle commuting trips. The average trip lasted 19.5±4.9min and cyclists were passed on average 17.2±11.8 times per trip. VPDs of three feet or less were common when cycling in standard lanes (17%; 78 of 451 passes) and lanes with a shared lane marking (e.g. sharrows) (23%; 11 of 47 passes). No passes of three feet or less occurred in bicycle lanes (0 of 88 passes). A multiple linear regression model was created, which explained 26% of the variability in VPD. Significant model variables were lane width, bicycle infrastructure, cyclist identity, and street identity. Interventions, such as driver education, signage, enforcement, and bicycle infrastructure changes are needed to influence driving behavior in Baltimore to increase motorist compliance with the three-foot law. [Copyright &y& Elsevier]

• Factors for bicycle crash are modeled by applying sGWPR. • LMC is used to assist the variable selection in sGWPR. • The effect of bicycle lane intersection density on bike crash varies across space. While cycling benefits individuals and society, cyclists are vulnerable road users, and their safety concerns arouse more macro-level spatial crash studies. Our study intends to investigate the spatial effects of population, land use, and bicycle lane infrastructures on bicycle crashes. This was done by developing a semi-parametric Geographically Weighted Poisson Regression (sGWPR) model which deals with the issue of spatial correlation and spatial non-stationarity simultaneously. It is a model that combines both constant and geographically varying parameters. To determine which parameter is fixed or non-stationary, previous studies suggest monitoring the Akaike Information Criterion (AICc). Yet, relying only on AICc might bury some spatial associations. So, in this study, we propose a Linear Model of Coregionalization (LMC) to assist the decision. Here, we use bicycle crash data across the metropolitan area of Greater Melbourne to establish sGWPR models suggested by AICc and LMC, respectively. Comparing the two sGWPR models, we found the sGWPR model under LMC results performs as well as sGWPR models suggested by AICc from the AICc perspective, and a 22.5% improvement in the mean squared error (MSE). It also uncovers more details about the spatial relationship between bicycle crashes and bicycle lane intersection density (BLID), an effect not suggested under AICc results. The parameters of BLID, a new measurement of bicycle lane facilities proposed by us, vary over space across analysis zones in Greater Melbourne. [ABSTRACT FROM AUTHOR]

• Bicycling rates increased across study sites regardless of the presence of a cycling facility. • A new cycling facility increased the odds of bicycling more on the street. • New facilities were associated with increased commute-related bicycling only for regular cyclists. • Mode-substitution was more likely near a new cycle track vs. a painted bicycle lane. • Urban vs. suburban location was associated with more cycling on street, but not with mode substitution. 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. [ABSTRACT FROM AUTHOR]