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Intersections typically account for a substantial part of the total travel time in urban areas, and an even higher share of the congested travel time, especially for bicycle traffic. Nevertheless, delays caused by yielding for cyclists or cars at intersections have previously not been modelled in large-scale bicycle traffic assignment models. This study proposes a computationally efficient large-scale applicable methodology for explicitly modelling yielding for conflicting moves at multi-modal intersections in an agent-based traffic assignment model. Nodes representing the intersections are classified into five node types that simulate potential moves across nodes differently while obeying right-of-way and preventing simultaneous conflicting moves. The methodology is implemented within a joint assignment model capable of modelling on-link congestion of both car and bicycle traffic and is applied to a large-scale case study of a Metropolitan Copenhagen network with 144,060 nodes and 572,935 links. The MATSim case study with 4,593,059 trips shows manageable computation times similar to when not modelling right-of-way at intersections. Especially for car traffic, yielding at intersections imposes considerable excess travel time. The effects are larger for trips going to the central part of the city where the inter-modal impact of conflicting bicycle traffic is identified as a major source of added travel time. The study finds that failing to model conflicting moves at intersections generally underestimates travel times and causes too much traffic to go through the urban core, highlighting the importance of joint modelling of intersections.

To promote the usage of active transport modes, urban areas are reallocating more road space for bicycles nowadays. With the expansion of dedicated cycling infrastructure in future cities, the bicycle traffic demand is expected to grow significantly. However, this also implies the reduced capacity for car traffic. Therefore, road traffic needs to be managed by monitoring the congestion dynamics of bicycles and cars at the same time. In this study, we consider a busy bi-modal road traffic network with car lanes and dedicated bike lanes. Actuated signals are implemented on both types of infrastructure so that the signal control strategy is responsive to bi-modal demand at intersections. Due to the conflict between the two modes, larger demand from one mode causes longer waiting time on another. Three-dimensional macroscopic fundamental diagrams (3D-MFD) can be used to model the traffic performance of such a bi-modal network. A simulation approach is adopted to compute the traffic states in the 3D-MFDs. The proposed modeling framework may also be applied to various actuated control setups according to the practical interest or extended to investigate the effect of other traffic-dependent signal control strategies for cars and bicycles.

The purpose of this report is to inform Uppsala Municipality on possibilities to strengthen its capacity to collect and use (digital) data on bicycle and pedestrian traffic. It describes various methods to measure bicycle and pedestrian traffic and the current practice of measuring in Uppsala and provides recommendations to further develop a data-driven approach towards bicycle- and pedestrian planning. It is based on literature studies as well as a survey, interviews and two workshops with staff from Uppsala Municipality., Overview over measuring methods for pedestrian and bicycle traffic

Seit 2016 wird in Hamburg durch das „Bündnis für den Radverkehr“ der Radverkehr als soziales, gesundheitsförderndes und klimafreundliches Verkehrsmittel gefördert. Im Jahr 2021 werden mit Hilfe der Fortschreibung als „Bündnis für den Rad- und Fußverkehr“ die eingeleiteten Ziele und Maßnahmen vertieft. Im Rahmen dessen sollen die sieben Hamburger Bezirke ihre bezirklichen Radverkehrskonzepte aktualisieren oder erstellen. Diese Diplomarbeit erarbeitet die Grundlagen eines modernen Radverkehrskonzeptes und stellt einen Entwurf eines ersten gesamtheitlichen Radverkehrskonzepts für den Bezirk Hamburg-Mitte auf. Neben den politischen und administrativen Grundlagen werden Best-Practice-Beispiele aus mitteleuropäischen Metropolen herangezogen, um Ideen für eine bessere Radverkehrsförderung erhalten zu können. Den Kern der Arbeit stellt die Entwicklung des bezirklichen Radverkehrsnetzes dar, welches für das Aufzeigen von Maßnahmen und einer Priorisierung in Abschnitte untergliedert wird. Auch eine Priorisierung der Maßnahmenabschnitte gehört dazu. Darüber hinaus wird der Themenkomplex des Fahrradparkens, dessen Bedeutung und mögliche Umsetzungen und Realisierungen, näher beleuchtet. Schlussendlich werden Empfehlungen für die Kommunikation und die Umsetzung des Radverkehrskonzeptes gemacht., Since 2016, the “Bündnis für den Radverkehr” has been promoting cycling as a social, health-promoting and climate-friendly means of transport in Hamburg. In 2021, the goals and measures introduced will be deepened with the help of the update as an “Bündnis für den Rad- und Fußverkehr”. As part of the this, the seven Hamburg districts are to update their district bicycle traffic concepts or have them drawn up. This diploma thesis defines the basics of a modern bicycle traffic concept and design a draft basis for a first holistic district bicycle traffic concept for the district of Hamburg-Mitte. In addition to the political and administrative fundamentals, best-practice examples from central European metropolises are used to obtain ideas for better bicycle traffic promotion. The core of the work is the development of the district cycling network, which is subdivided into sections for assigning measures and priorities. In addition, the topic of bicycle parking, its importance and possible implementations and realizations will be examined in more detail. Finally, recommendations are made for communication and the implementation of the cycling concept.

A key component of traffic models for simulating bicycle traffic focuses on capturing the interactions between cyclists and the cycling infrastructure. One of the most relevant features of the infrastructure that has a significant impact in bicycle traffic is the gradient of a bicycle path. Bicycle traffic simulations are a rather uninvestigated topic since historically, most focus on simulations has been on cars. However, bicycle simulations are an important tool to further investigate and understand cyclist’s behaviour. Therefore, the main objective of this thesis is to investigate and simulate free-riding behavior of cyclists in connection to the gradient, particularly on downhills. To do so, trajectory data of cyclists traveling on a downhill with a maximum gradient of 5.5\% are analysed to identify the impact of gradient on the speed and acceleration. The data received needed processing in order to be useful. This included filtering of the trajectories and excluding the data from cyclists which could not to be regarded as free-riding. As a result, a linear correlation is found between pedaling power and the gradient that can be used in microscopic bicycle traffic simulation. Based on this knowledge regarding this linearity, the approach used for modeling the gradient’s effect on the pedaling power is linear regression. The model can be developed in various ways, so instead of only choosing one model, several were developed and compared against each other. These models are then used for the simulation. The results indicate that the simulation captures well the impact of downhill gradients in a population of cyclists as it reproduces similar speed profiles to the ones observed. Therefore, it can be concluded that a power-based model is suitable for simulating free-riding behaviour of cyclists traveling in downhills. En nyckelfaktor i trafikmodeller för cykelsimuleringar är att beskriva interaktionen mellan cykister och den omgivande infrastrukturen. En av de mest relevanta faktorerna hos infrastrukturen som har en signifikant påverkan på cykeltrafiken är lutningen på vägen. Simuleringar av cykeltrafik är ett tämligen outforskat område eftersom historiskt sett har mest fokus legat på simulering av bilar. Simuleringar är dock ett viktigt verktyg för att vidare undersöka cyklisters beteenden. Därmed är det huvudsakliga syftet med detta arbete att undersöka fria cyklisters beteenden med specifikt fokus på cyklister som cyklar i nedförsbackar. För att göra detta har data från cyklister som cyklar i nedförsbackar med en maximal lutning på 5.5\% analyserats för att analysera hur lutningen påverkar cyklisternas hastighet och acceleration. Den tillgängliga datan behövde bearbetning för att kunna användas. Detta innebar att filtrera datan samt att exkludera cyklister som ej kunde anses vara fria. Detta resulterade i att en linjär korrelation mellan effekten på pedalerna och lutningen på backen, denna korrelation kan användas för mikroskopisk cykelsimulering. Baserat på denna kunskap gällande linjäriteten kan linjär regressionsanalys användas för att modellera väglutningens inverkan på effekten från cyklisten. Modellen kan utvecklas på många olika sätt, och istället för att enbart välja en av dessa så utvecklades flera som kan jämföras med varandra. Dessa modeller används sedan för simuleringen. Resultaten indikerar att simuleringarna väl beskriver nedförsbackarnas påverkan på cyklister då simuleringarna genererar liknande hastighetskurvor som den uppmätta datan. Därmed kan slutsatsen dras att effektbaserade modeller är lämpliga för att simulera fria cyklisters beteenden när de cyklar i nedförsbackar.

Viele Schüler*innen an weiterführenden Schulen nutzen regelmäßig das Fahrrad für ihren Weg zur Schule. Neben attraktiven und sicheren Wege gibt es auch Gefahrenstellen, ungesicherte Querungsstellen oder Strecken mit hohen Verkehrsstärken und fehlender Radinfrastruktur. Dabei nimmt die Verkehrssicherheit des Fahrrades in Hinblick auf die notwendige Verkehrswende und der steigenden Fahrradnutzung an Bedeutung zu. Mit Hilfe von Radschulwegplänen kann die Verkehrs- und Schulwegsicherheit der radfahrendenden Schüler*innen verbessert und die Attraktivität des Fahrrades und Förderung der nachhaltigen Mobilität gesteigert werden. In dieser Arbeit wurde ein Radschulwegplan für die Integrierte Gesamtschule Franzsches Feld IGS:FF in Braunschweig erarbeitet. Für die Erarbeitung war eine Bestandsaufnahme des Ist-Zustandes erforderlich. Dazu gehörte eine Mobilitätsbefragung aller Schüler*innen, eine Unfallauswertung der Radverkehrsunfälle mit Personenschaden von 2018 bis 2020 im 5 km Radius und eine Ortsbegehung der daraus identifizierten objektiven und subjektiven Gefahrenstellen. Das Ergebnis der Bestandsaufnahme und Auswertung ist der Radschulwegplan für die IGS:FF mit den empfohlenen Radschulwegen, Informationen zu geeigneten Querungsstellen sowie Aufmerksamkeitspunkten. Des Weiteren wurden 16 Mängel- und Maßnahmenblätter inkl. detaillierte Handlungsempfehlungen zur Verbesserung der Gefahrenstellen für die Stadt Braunschweig ausgearbeitet. Abschließend wurden ausführliche Maßnahmenvorschläge zur Förderung und Stärkung des Radverkehrs an der IGS:FF erarbeitet., Many students at secondary schools regularly use bicycles to get to school. In contrast to attractive and safe routes, there are also danger spots, unsecured crossing points or routes with high traffic volumes and a lack of cycling infrastructure. In this context, the traffic safety of bicycles is becoming increasingly important in view of the necessary traffic turnaround and the increasing use of bicycles. With the help of bicycle school route plans, the traffic and school route safety of cycling students can be improved and the attractiveness of cycling and the promotion of sustainable mobility can be increased. In this study, a bicycle school route plan for the secondary school IGS Franzsches Feld IGS:FF in Brunswick was developed. For the development, an inventory of the current situation was necessary. This included a mobility survey of all students, an accident evaluation of the cycling accidents with personal injury from 2018 to 2020 in a 5 km radius and a site inspection of the objective and subjective danger spots identified from this. The result of the inventory and evaluation is the bicycle school route plan for the IGS:FF with the recommended bicycle school routes, information on suitable crossing points as well as attention points. Furthermore, 16 sheets including detailed recommendations for action to improve the danger points were elaborated for Brunswick. Finally, detailed proposals for measures to promote and strengthen cycling at the IGS:FF were developed.

Prometnu paradigmu grada Zagreba obilježava podređenost svim drugih oblika mobilnosti motoriziranom prometu što negativno utječe na kvalitetu života: zagađuje zrak, usporava kretanje, troši slobodno vrijeme građana te doprinosi razvoju bolesti. Niz europskih zemalja stoga razvija svoje gradove u smjeru održivih sredina u kojima je promet temeljen na javnom prijevozu, pješačenju i bicikliranju. Cilj ovoga rada je primijeniti standarde europskih gradova pri analizi biciklističkog sustava Zagreba, utvrditi glavne nedostatke i pružiti moguća rješenja za biciklističku infrastrukturu. Svrha toga je pružiti temelj za poboljšanje biciklističke infrastrukture i time kvalitete života građana. U radu se daju odgovori na glavna istraživačka pitanja: 1) Odgovara li postojeća biciklistička infrastruktura europskim standardima i potrebama građana Zagreba; 2) Primjenjuju li se postojeći zakoni i pravilnici koji se odnose na biciklistički promet pravilno pri implementaciji infrastrukture; i 3) Jesu li građani i stručnjaci dovoljno uključeni u odlučivanje o biciklističkom prometu. Za utvrđivanje odgovora korištena su metode dubinskih intervjua sa stručnjacima, terenska analiza infrastrukture, analiza dostupnih podataka i zakonskih regulativa, te sekundarna analiza sadržaja dostupnog na internetu kao i stručne literature. Utvrđeno je da u Zagrebu biciklistička infrastruktura ne zadovoljava osnovne standarde koji se odnose na koheziju, direktnost, sigurnost, udobnost i atraktivnost. Biciklistički sustav je fragmentiran i nepovezan , te ne postoji dovoljna pokrivenost javnim prijevozom i parkinzima. Također se bilježe propusti u provedbi postojeće regulative pri izgradnji infrastrukture, a građani i stručnjaci nisu u dovoljnoj mjeri uključeni u odlučivanje o biciklističkom prometu. Zagrebu je stoga potrebna promjena prometne paradigme koju bi bilo najbolje isplanirati temeljem europskih primjera metodom izrade SUMP-a uz uključenost svih potrebnih sudionika. Gradu je potrebna kvalitetna integracija biciklističkog prometa s javnim prijevozom što se prvenstveno mora postići simirivanjem i dijeljenjem prometa. Glavni problem biciklističkog sustava, nepovezanost i fragmentiranost trebalo bi riješiti prenamjenom kolnika za biciklističku infrastrukturu te stvaranjem biciklističkih magistrala npr. duž rute »Samoborčeka« i gradskih potoka iz kojih bi se granale manje prometnice, povezane s javnim prijevozom i ostalim sadržajima u gradu. The traffic paradigm of the city of Zagreb is characterized by the subordination of all other forms of mobility to motorized traffic, which negatively affects the quality of life: it pollutes the air, slows down movement, consumes citizens' free time, and contributes to the development of diseases. A number of European countries are therefore developing their cities in the direction of sustainable environments where traffic is based on public transport, walking and cycling. The aim of this paper is to apply the standards of European cities in the analysis of Zagreb's bicycle system, to determine the main shortcomings and to provide possible solutions for bicycle infrastructure. The purpose of this is to provide a basis for improving the cycling infrastructure and thus the quality of life of citizens. The paper provides answers to the main research questions: 1) Does the existing cycling infrastructure meet European standards and the needs of the citizens of Zagreb; 2) Are the existing laws and regulations related to bicycle traffic properly applied when implementing the infrastructure; and 3) Are citizens and experts sufficiently involved in deciding on bicycle traffic. To determine the answers, the methods of in-depth interviews with experts, field analysis of infrastructure, analysis of available data and legal regulations, and secondary analysis of content available on the Internet as well as professional literature were used. It was established that the bicycle infrastructure in Zagreb does not meet the basic standards related to cohesion, directness, safety, comfort and attractiveness. The cycling system is fragmented and disconnected, and there is insufficient coverage by the public bicycle system and parking locations. There are also failures in the implementation of existing regulations when building infrastructure, and citizens and experts are not sufficiently involved in decision-making about bicycle traffic. Zagreb therefore needs a change in the traffic paradigm, which would be best planned based on European examples using the SUMP method with the involvement of all necessary participants. The city needs high-quality integration of bicycle traffic with public transport, which must primarily be achieved by calming traffic and implementing roads for shared traffic. The main problem of the bicycle system, disconnection and fragmentation, should be solved by repurposing roadways for bicycle infrastructure and by creating bicycle highways, for example, along the "Samoborček" route and city streams, from which smaller roads would branch off, connected to public transportation and other facilities in the city.

Gradska četvrt Sesvete u zadnjih je 30 godina doživjela velik porast broja stanovnika i jak ekonomski razvoj. No, taj razvoj nije pratio razvoj prometne mreže. Ona je zastarjela i ne može primiti obujam prometa kakav danas Sesvete imaju. Zbog toga je potrebno tražiti alternativne načine prometovanja. Prilika za to rasterećenje je u biciklističkom prometu. Ta vrsta prometa do sada nije imala dovoljnu iskorištenost u prometu Sesveta, no ima velik potencijal. Usprkos neizgrađenosti prometne infrastrukture moguća je provedba brojnih projekata po uzoru na druge hrvatske i europske gradove koji svojim primjerima mogu voditi Sesvete prema razvoju i rješavanju ključnih problema. U rješavanju tih problema od velike je važnosti i primjena načela Plana održive urbane mobilnosti radi postizanja glavnog cilja, a to je efikasnije korištenje cjelovite prometne infrastrukture. Na taj način iskazan je i cilj istraživanja koji se temelji na analizama trenutnog stanja i prijedlozima za budući razvoj biciklističkog prometa kao dijela Plana održive urbane mobilnosti. Sam cilj ovog rada proveden je kroz proučavanje stručne i znanstvene literature, kartiranja u GIS-u i ispitivanja javnog mnijenja pomoću online anketnog istraživanja koje je pokazalo nezadovoljstvo ispitanika stanjem prometa u Sesvetama, ali i velik prostor za napredak. The city district of Sesvete has experienced a large increase in population growth and strong economic development in the past 30 years. However, this development did not follow the development of the traffic network. It is outdated and cannot receive the volume of traffic that the Sesvete is having today. For this reason, alternative routes should be sought. The chance for releasing that pressure is in cycling. This type of traffi so far had insufficient utilisation in the traffic of Sesvete, but has great potential. Despite the low quality of traffic infrastructure, it is possible to implement a number of projects following the example of other Croatian and European cities, which can guide Sesvete towards developing and addressing key issues. In solving these problems, the application of the principles of the sustainable urban mobility plan in order to achieve the main goal, which is the more efficient use of the complete transport infrastructure, is of great importance. In this way, the goal of the research is expressed and it is based on the analysis of the current situation and proposals for the future development of bicycle traffic as part of the Sustainable Urban Mobility Plan. The very goal of this work was carried out through the study of professional and scientific literature, GIS mapping and public opinion polls using an online survey that showed respondents' dissatisfaction with the state of traffic in Sesvete, but also a great room for improvement.

U radu je opisan geografski informacijski sustav, gdje i kako ga koristimo, te zašto je toliko važan za svakog od nas. Dalje opisujem biciklističke i pješačke staze odnosno trake, njihovo planiranje i projektiranje. Veliki problem sa kojim se biciklisti svakodnevno susreću a to je parkiranje bicikla u samim središtima gradova, višenamjenskim, stambenim i poslovnim zgradama, kolodvorima itd., na svim tim mjestima svakodnevno dolazi do krađa, samim time ljudi su u strahu i u većini slučajeva ipak se odlučuju za odlazak na posao, fakultet ili na neko treće mjesto motornim vozilom. Prikazujem kako su riješili problem „ ne sigurnog“ parkiranja u jednoj stambenoj zgradi, te sigurna parkiranja za bicikle koja bi riješila problem krađa. Navodim primjer rekonstrukcije u Aninoj ulici u Varaždinu na kojem nažalost nailazimo na niz nedostataka i grešaka prilikom planiranja i izvedbe. The paper describes the geographic information system, where and how we use it, and why it is so important for each of us. I further describe bicycle and pedestrian paths or lanes, their planning and design. A big problem that cyclists face every day is parking bicycles in the city centers, multipurpose, residential and commercial buildings, stations, etc., in all these places there are thefts every day, so people are afraid and in most cases still decide to go to work, college, or some third place by motor vehicle. I show how they solved the problem of "unsafe" parking in an apartment building, and safe parking for bicycles that would solve the problem of theft. I cite an example of reconstruction in Ana Street in Varaždin, where we unfortunately encounter a number of shortcomings and errors in planning and execution.

Bicycle usage is significantly affected by weather conditions. Climate change is, therefore, expected to have an impact on the volume of bicycle traffic, which is an important factor in the planning and design of bicycle infrastructures. To predict bicycle traffic in a changed climate in the city of Berlin, this paper compares a traditional statistical approach to three machine learning models. For this purpose, a cross-validation procedure is developed that evaluates model performance on the basis of prediction accuracy. XGBoost showed the best performance and is used for the prediction of bicycle counts. Our results indicate that we can expect an overall annual increase in bicycle traffic of 1–4% in the city of Berlin due to the changes in local weather conditions caused by global climate change. The biggest changes are expected to occur in the winter season with increases of 11–14% due to rising temperatures and only slight increases in precipitation.

International audience; Excessive concentrations of pollutants in the urban air are regularly observed, posing a long-term danger to the health of inhabitants. Monitoring the quality of urban air is therefore a very important issue to help stakeholders to take appropriate measures (reduction of road traffic...). The urban spatial distribution of air pollution is very heterogeneous and evolves rapidly over time. It is therefore important to develop reliable, fast, and spatially spread measurement methods. This last criterion is often hard to implement. For example, air quality measuring stations are very accurate, but their measurements are too local to obtain information on areas with no station. In this work, we propose to study the usage of residents' daily bicycle traffic as a participatory network of air quality sensors, providing volunteer cyclists with an air quality sensor to use during their daily commute. To evaluate the effectiveness of such a network, we choose to build a multi-agent simulation based on the GAMA development environment that models a group of bicycle-mounted sensors mapping urban air quality. Traces of urban air quality collected by the sensors are then used to infer air quality at the city level. Results are compared with actual data from public air administration. The model simulates the daily mobility of a synthetic population of cyclists in the city. The population (with age, activity, location) is created from census data provided by the INSEE French institute, trips data coming from House trip surveys of Mobiliscope (https://mobiliscope.cnrs.fr), and from geolocalized, time-stamped and anonymized travel data from private companies. The simulated daily routes of the bicycles are associated with pollution levels (NO2 and particulate matter PM10) provided by a state-of-the art urban air quality model. The synthetic observations recorded along the bike trips are complemented by geographical information (height of buildings, natural areas, distance to highway, ...) that are obtained through Geographical information systems (GIS) and further used as predictor variables in a land use regression (LUR) model. The dataset of synthetic information is used to infer a critical number of bicycles that would be required for an optimal assessment of the intra-urban air quality. To this end, we process the collected pollution data, for each time step, with extrapolation algorithms (eg. LUR) of the measured pollution concentrations and the city environment. For example, the distance of a point to primary roads is a relevant indicator for determining NO2 concentration. Thus, by performing a regression to estimate the relationship between the distance to the main roads and NO2 concentration, we can predict the NO2 concentration at unmeasured points. Moreover, the impact of the cyclists' circadian rhythm on the monitoring of the daily cycle of pollutants is investigated. We also evaluate the opportunity for cross-calibrating the mobile sensors during the biker's Rendez-vous based on the daily agenda of the different biker categories.

International audience; In order to minimize the negative consequences of motorized traffic, such as problems with space, congestion, and pollution, transport planning strategies promote the bicycle as sustainable mobility option. For efficient planning and monitoring purposes, vast amounts of mobility data are required. However, although sensor technology is advancing at high pace and IoT systems generate extensive data streams, suitable data on cycling mobility at a high temporal and spatial resolution is still sparse. Transport simulation models have become powerful frameworks, which facilitate linking various data sources and bridging existing data gaps. Against this backdrop, our research aims at the development of an agent-based model that simulates bicycle traffic flows at a regional scale level, at very high resolution for an entire day. The testbed for our proof-of-concept is the greater region of Salzburg city in Austria. The bicycle simulation model is implemented in the GAMA RC1.8 platform. The platform’s geospatial capabilities allow for and adequate representation of the environment and processes. We therefore implemented a complex transportation system, which includes spatial reasoning and determinants in human mobility behavior. In general, the bicycle model generates a heterogeneous population of around 185,000 persons who are actively engaged in selecting activities and traveling to destinations. Their decision-making process is governed by probabilistic rules derived from mobility survey data. Choices include the selection of the next activity type, its location, the time of departure, duration, transportation mode, route, speed, and reasonable distances reachable by a selected mode. The routing of cyclists uses a bikeability index, instead of shortest distance or minimum travel time, as impedance (cost function). The results of a simulation include spatio-temporal bicycle patterns at high spatial (road segment) and temporal (minute) resolution, mapped on a topologically correct graph. Scenario analysis justifies the model’s complexity and demonstrates that models with implemented context-dependent behavior outperform null models. Empirical validation shows different correlations between simulated and observed data, which are GPS trajectories and stationary counting data. Relative frequencies, such as ratios of morning vs. afternoon peaks, city center vs. outskirts, and west vs. east sides of the city are well imitated. The temporal distributions of cyclists at counting stations are strongly correlated with observed data, while the spatial distributions over a network have moderate to weak significant correlations. These findings may help us understand the importance of the quality of input and validation data. Data bias hugely influences the model’s predictive power and accuracy. Further improvement in the design of mobility behavior is possible. The routing choice would benefit from the consideration of traffic lights, visibility index, number of turns, and current volumes of other traffic participants. Commuters’ navigational rationalism can be modeled differently from city residents. Another important step for further research is to examine the model’s transferability, decide which components are to be re-parametrized or generalized for similar city regions. In conclusion, we have developed the bicycle agent-based model where spatio-temporal traffic patterns emerge from individual mobility behavior. The findings of our research provide a methodology to investigate different traffic scenarios and to assist transport planning in decisions regarding the promotion of bicycle mobility.

Car-following models are used in microscopic simulation tools to calculate the longitudinal acceleration of a vehicle based on the speed and position of a leading vehicle in the same lane. Bicycle traffic is usually included in microscopic traffic simulations by adjusting and calibrating behavior models developed for motor vehicle traffic. However, very little work has been carried out to examine the following behavior of bicyclists, calibrate following models to fit this observed behavior, and determine the validity of these calibrated models. In this paper, microscopic trajectory data collected in a bicycle simulator study are used to estimate the following parameters of the psycho-physical Wiedemann 99 car-following model implemented in PTV Vissim. The Wiedemann 99 model is selected due to the larger number of assessable parameters and the greater possibility to calibrate the model to fit observed behavior. The calibrated model is validated using the indicator average queue dissipation time at a traffic light on the facilities ranging in width between 1.5 m to 2.5 m. Results show that the parameter set derived from the microscopic trajectory data creates more realistic simulated bicycle traffic than a suggested parameter set. However, it was not possible to achieve the large variation in average queue dissipation times that was observed in the field with either of the tested parameter sets.

Transport planning strategies regard cycling promotion as a suitable means for tackling problems connected with motorized traffic such as limited space, congestion, and pollution. However, the evidence base for optimizing cycling promotion is weak in most cases, and information on bicycle patterns at a sufficient resolution is largely lacking. In this paper, we propose agent-based modeling to simulate bicycle traffic flows at a regional scale level for an entire day. The feasibility of the model is demonstrated in a use case in the Salzburg region, Austria. The simulation results in distinct spatio-temporal bicycle traffic patterns at high spatial (road segments) and temporal (minute) resolution. Scenario analysis positively assesses the model’s level of complexity, where the demographically parametrized behavior of cyclists outperforms stochastic null models. Validation with reference data from three sources shows a high correlation between simulated and observed bicycle traffic, where the predictive power is primarily related to the quality of the input and validation data. In conclusion, the implemented agent-based model successfully simulates bicycle patterns of 186,000 inhabitants within a reasonable time. This spatially explicit approach of modeling individual mobility behavior opens new opportunities for evidence-based planning and decision making in the wide field of cycling promotion

Biciklistički promet vrlo je popularan oblik prometa u najrazvijenijim europskim gradovima (primjer Amsterdama). Njegov razvoj potiče se jer pridonosi očuvanju okoliša, potiče zdravi način života i vrlo je jeftin oblik prijevoza. Grad Zagreb, usprkos pozitivnim pomacima, nema dovoljno razvijenu i infrastrukturno opremljenu biciklističku mrežu, iako bi to potaknulo ljude na njegovo korištenje (posebice mlađu populaciju). Time bi se smanjilo zagušenje ostalih oblika prometa (posebice automobilskog). U radu su predložene glavne rute gdje bi razvoj i ulaganje u biciklističku infrastrukturu bio najpotrebniji. Navedene rute su: Ruta zapad – istok, Ruta sjever – jug, Centralna ruta i Studentska ruta. Osim što prate neke od najprometnijih prometnica u Zagrebu rute su odabrane i zbog drugih obilježja koja će biti opisana u radu. Za svaku rutu opisano je stanje biciklističke infrastrukture te predložena rješenja za njeno poboljšanje. Svaka ruta prikazana je i kartografski. Podatci o stanju pojedine biciklističke rute dobiveni su terenskim radom. Na kraju rada opisani su planirani biciklistički projekti Grada Zagreba. Cycling is a very popular form of transport in the most developed European cities (the example of Amsterdam). Its development is encouraged because it contributes to the preservation of the environment, promotes a healthy lifestyle and is a very cheap form of transport. The City of Zagreb, despite the positive developments, doesn't have a sufficiently developed and infrastructurally equipped bicycle network, although this would encourage people to use it (especially the younger population). This would reduce congestion of other forms of traffic (especially automobile traffic). The paper proposes the main routes where the development and investment in cycling infrastructure would be most needed. The routes are: Route West - East, Route North - South, Central route and Student route. Not only because they are following the busiest roads in Zagreb, the routes were chosen because of other characteristics that will be described in the paper. For each route is described the condition of the cycling infrastructure and solutions for its improvement are proposed. Also, each route is shown cartographically. Data on the condition of individual bicycle route was obtained through fieldwork. At the end of the paper, the planned cycling projects of the City of Zagreb are described.