Keywords: bicycle planning

Keywords: bicycle planning

In response to the renewed appreciation of the benefits of bicycling to the environment and public health, public officials across the nation are working to establish new bicycle routes (1). During the past two decades, a number of methods have been endorsed for the selection of “suitable” bicycle routes. These methods are limited in that they do not explicitly address bicycle safety nor do they reflect urban conditions. The purpose of this research was to develop an objective bicycle route safety rating model based on injury severity. The model development was conducted using a logistic transformation of Jersey City's bicycle crash data for the period 1997-2000. The resulting model meets a 90% confidence level by using various operational and physical factors (traffic volume, lane width, population density, highway classification, the presence of vertical grades, one-way streets and truck routes) to predict the severity of an injury that would result from a motor vehicle crash that occurred at a specific location. The modeled rating of the bicycle route's safety is defined as the expected value of the predicted injury severity. This rating is founded on the premise that safe routes produce less severe accidents than unsafe routes. The contribution of this research goes beyond the model's predictive capacity in comparing the safety of alternative routes. The model provides planners with an understanding, derived from objective data, of the factors that add to the route's safety, the factors that reduce safety and the factors that are irrelevant. The model confirms widely held beliefs, as evidenced by the findings that highways with steep grades, truck routes and poor pavement quality, create an unfavorable environment for bicyclists. On the other hand, the model found that increased volume and reduced lane width, at least in urban areas, actually reduce the likelihood of severe injury. Planners are encouraged to follow the lead of experienced bicyclists in choosing routes that travel through the urban centers as opposed to diverting bicyclists to circuitous routes on wide, low volume roads at the periphery of cities.

Keywords: bicycle planning

Some useful research on a distinctive type of bicycle facility. I still have mixed feelings on this design, although I can definitely imagine situations where it would be useful. The two major positive points are: it legitimizes cyclists taking the lane; improves distance between bicycles and door zone on streets where bicycles could not be otherwise accommodated. These are both major design achievements; I've spent some time thinking about these exact problems, and haven't come up with anything nearly as effective as this. However, I'm worried that this could be used as an excuse to not build bicycle lanes. A properly designed bicycle lane and parking zone should leave a buffer between parking and cyclists, and is more inviting on busy streets than a shared lane could be. Furthermore, a bicycle lane gives cyclists a real speed advantage in congested traffic: their lane might be empty while vehicle lanes are bumper-to-bumper.

The report shows that these markings encourage drivers to give bikes more clearance when passing, and gives bicycles the comfort margin needed to get them out of the dooring zone. Unfortunately, they don't address the issue of pavement markings to encourage parked cars to stay close to the curb, which is also an important part of the story.

Keywords: bicycle planning, pavement marking

Keywords: bicycle planning, transport planning

Keywords: bicycle planning

Apparently contains a fairly positive view of cycling, from a group of economists.

Keywords: congestion pricing, transport planning, urban economics, bicycle planning, parking

Keywords: bicycle planning, bicycle modelling

detailed annotation

Keywords: bicycle planning, marketing, transit

Keywords: bicycle planning, bicycle safety, route choice

Keywords: bicycle planning, bicycle collisions, canada

Keywords: bicycle planning, bicycle collisions, canada

Keywords: bicycle planning, canada

Keywords: bicycle planning

Interesting. This is one of the first thorough, scientific attempts at understanding cycling collisions that I've seen. The sampling methodology is always tricky, and their approach here is certainly not perfect. I would have liked to see questions about the type of facility where falls/collisions happened in their survey-this seems like vital information. The actual dataset also has its problems: only a small fraction of total exposure was on paths or sidewalks (6%). Additionally, the study area only contains a small amount of path facilities (74km), and from what I know of Toronto paths, most were built quite a long time ago and are very poorly designed and maintained. Many sections of the Martin Goodman waterfront trail were horrific when I rode it to work in 1999, and there are some really dodgy sections in the Don Valley system.

But otherwise, the study methodology is fairly sound, and the authors are suitably conservative in their conclusions. I don't fully understand their weighting system, but I'll reread that at some point.

Overall, I'd be very hesitant to condemn paths or sidewalks on the basis of a study like this. Sidewalks definitely have problems, but this study really only shows that badly designed/maintained paths are unsafe-not a surprise, really. And it says nothing at all about the “bicycle segregation” debate, despite popular citations on Wikipedia for that purpose.

Keywords: bicycle planning, bicycle collisions, canada, toronto

Keywords: bicycle planning

Keywords: bicycle planning

This report describes research that examined the attitude and behaviour of drivers towards cycle users. A range of qualitative and quantitative research techniques was used, including the use of virtual reality equipment to simulate encounters between drivers and cyclists. Variations in driver attitude and behaviour based on a number of factors, including physical infrastructure and cyclists behaviour were examined. The research also examined the effectiveness of two different approaches to improving drivers' consideration of the needs of cyclists. The report makes recommendations to improve driver training, for the layout of roads and for future campaigns to raise awareness of cyclists among drivers.

Keywords: bicycle planning

Keywords: bicycle planning

In this Swedish study, the attitudes towards cycling during winter in general, and in relation to winter maintenance of cycleways in particular, is examined. Questionnaires were answered by a thousand employees at four major companies in two Swedish cities. There was a clear difference in mode choice between seasons. The number of car trips increased by 27% from summer to winter while the number of bicycle trips decreased by 47%. The number of car trips increased with distance while the number of bicycle trips decreased, and the decrease was even more significant in winter than in summer. There was a difference in opinion between different categories of cyclists, on what factors influenced the choice of transport mode for the journey to work. Temperature, precipitation, and road condition were the most important factors to those who cycled to work in summer but not in winter. Exercise was the most important to those who cycled frequently in winter, and travel time the most important to those who never cycled to work. By improving winter maintenance service levels on cycleways, it might be possible to increase the number of bicycle trips during winter by 18%, representing a corresponding decrease in the number of car trips of 6%. To increase cycling during winter, snow clearance was found to be the most important maintenance measure. Skid control was not considered as important for the choice of mode, although important to attend to for safety reasons.

Keywords: bicycle planning, bicycle safety

Keywords: bicycle planning, bicycle collisions

The risk perception and behavior of elderly pedestrians and cyclists in cities in Denmark have been revealed by means of a questionnaire administered to both elderly people aged 70 and above and a control group aged 40-49, and interviews with some of the elderly respondents. The elderly appreciate pedestrian crossings, signalized intersections and cycle paths significantly more than the control group does. To a larger extent they feel that it is dangerous to cross the road where these facilities are missing. Furthermore, the elderly pedestrians find the presence of a sidewalk very important on their route whereas the control group more often chooses the fastest route. Differences within the group of elderly respondents can be related to differences in health and physical abilities rather that to differences in age. Generally, the elderly road users state a more cautious behavior in specific traffic situations than the control group. Thus, a significantly higher proportion of the elderly than the control group choose to walk up to a pedestrian crossing if they can see one and stop the bicycle before turning left, and a significantly lower proportion of the elderly choose to cross at a red light, ride on the sidewalk and ride in the opposite direction on the cycle path.

Keywords: pedestrian planning, bicycle planning, streets

Keywords: bicycle planning

detailed annotation

Keywords: bicycle planning

Keywords: bicycle planning, pedestrian planning

Keywords: route choice, transport modelling, bicycle planning

Keywords: bicycle planning

Keywords: bicycle planning

Keywords: bicycle planning

This report presents a summary of international literature on pedal cycle theft, cycle theft statistics for Great Britain and the results of a survey of victims of bicycle theft in Great Britain. The 1996 British Crime Survey estimated that there were 660,000 incidences of pedal cycle theft during 1995 in England and Wales, of which only 28% were reported to, and recorded by, the Police. The Scottish Crime Survey estimated that there were 26,000 bicycles stolen during 1993, representing a rise of 53% on the 1986 figures. A survey of bicycle theft victims was conducted in December 1996 and January 1997. Topics covered include attitudes towards bicycle theft and how theft and the threat of them affect cycling behaviour. These are compared with response from a control sample of cyclists who have never experienced theft. Results from the survey are compared with British Crime Survey findings.

Keywords: bicycle planning

Keywords: bicycle planning

Keywords: bicycle planning

An interesting little essay, including some historical facts about Vancouver cycling groups that I wasn't aware of, such as the fact that BEST was originally an offshoot of Bicycle People. Too bad there's no online copy... reading it on microfiche on UBC campus is a pain.

Keywords: activism, bicycle planning, urban politics, canada

Keywords: transit, bicycle planning

Keywords: bicycle planning, canada

Keywords: bicycle planning, streets, urban design

Keywords: bicycle planning

Keywords: bicycle planning

Some claim that cardependent cities contribute to obesity by discouraging walking and bicycling. In this article, we use household activity data from the San Francisco region to study the links between urban environments and nonmotorized travel.

We used factor analysis to represent the urban design and land-use diversity dimensions of built environments. Combining factor scores with control variables, like steep terrain, that gauge impediments to walking and bicycling, we estimated discrete-choice models. Builtenvironment factors exerted far weaker, although not inconsequential, influences on walking and bicycling than control variables.

Stronger evidence on the importance of urban landscapes in shaping foot and bicycle travel is needed if the urban planning and public health professions are to forge an effective alliance against cardependent sprawl.

A good study looking at the factors influencing cycling and walking. The perspective is Cervero's usual framework, the three Ds: density, diversity and design. All three are found to have significant influences on bicycle usage, with the residential end being slightly more important. Of the urban form variables, the presence of neighbourhood retail is found to be the strongest predictor of walking.

From an evaluation standpoint, I wish these authors would standardize/normalize the coefficients of their models! After limiting to statistically significant variables, normalization would allow me to compare the relative influence of each variable on bicycle usage. It would also be extremely useful to include the mean and standard deviation of all input variables, to allow some rough comparisons to other study areas. If the input data has low variance (e.g., a uniformly low-density suburb), meaningful patterns could be missed.

Finally, the bicycle model seems pretty shoddy-the rho-squared value is only 0.13! Since it only considers factors at origin and destination, I imagine it's missing a massive amount of valuable data, like the topography, safety and quality of the route itself.

Keywords: active transportation, pedestrian planning, bicycle planning, urban form, bicycle modelling

An excellent, through report of bicycle/motor vehicle collisions, in a Canadian context. See also: Tom00.

Keywords: bicycle planning, bicycle collisions, canada

detailed annotation

This was my real introduction to transport planning, and now in retrospect I can see that this document represents a very progressive stance on transportation planning. See some of my detailed comments on cycling at the VACC website; I've been the lead person on downtown issues for the VACC for the last several years.

Keywords: transport planning, bicycle planning, pedestrian planning, goods movement, transit, canada

By the time I actually got around to reading this, I was familiar with much of the content. I'm still surprised by how slowly they're implementing the non-downtown recommendations, but I suppose the downtown needs are by far the most pressing, and quite time-consuming. I like the fact that they actually define level-of-service measures for bicycle routes-I'd be curious to run the counts through a GIS and see how the existing routes do in terms of LoS.

Keywords: bicycle planning, canada

Keywords: bicycle planning

detailed annotation

Keywords: bicycle planning

Keywords: bicycle planning

detailed annotation

Keywords: bicycle planning

Keywords: bicycle planning

Keywords: bicycle planning

Keywords: bicycle planning

Keywords: bicycle planning, parking

Keywords: bicycle planning, transit

Keywords: bicycle planning

Keywords: urban planning, pedestrian planning, bicycle planning

Keywords: bicycle planning

Promotion of more and safer bicycle traffic produces healthier road users and helps to create better towns. Collection of Cycle Concepts presents some ideas on how to increase the use of bicycles and how to prevent bicycle accidents.

The growth in car traffic is creating environmental problems and congestion. Compared to other countries in Europe traffic problems in Denmark are still modest. An important explanation for this is the development in the course of the last century of a robust bicycle culture. Today, one trip out of five in Denmark is by bicycle.

The future role of the bicycle must also be strong in order to create a sustainable society. It is important to develop and infrastructure that permits the optimal exploitation of the bicycle's qualities and possibilities.

A larger share of the short trips in towns can take place by bicycle. The car is often indispensable on longer trips. The bicycle can not be alone. Intermodality is important. The right balance of good roads and paths for pedestrians, cyclists and motorists can create better towns without losing the interaction between modes of transport.

The bicycle can more often be used as feeder traffic for coach, bus, train and plane on longer trips. This calls for safe an functional access roads and terminals with good possibilities for interchanges.

Not only road administrations, but also companies, institutions, schools associations ets, must contribute to changing our attitudes to transport and making it more acceptable to cycle. The individual advantages are big. Half an hour's cycling daily increases our mean life expectancy by 1-2 years and gives better quality of life, both physically and mentally.

There are many measures that can be taken to improve cyclist safety. In spite of this, the accident risk for Danish cyclists has not changed over the past 25 years. It is necessary to approach the problem more systematically and introduce proposed solutions and places and among target groups where they will have the greatest impact.

The main challenge is promoting more and safer bicycle traffic is the need to implement a wide range of measures simultaneously. I therefore invite the reader to consider the many ideas contained in Collection of Cycle Concepts-and be inspired of those ideas, which apply to local conditions.

This is probably the best bicycle planning guide I've run into so far. Throroughly recommended for anyone interested in these issues, and for anyone already involved in bicycle planning or advocacy.

Some of the good stuff: route sweeping, every 2-8 weeks, plus extra autumn service to deal with leaves and a special service for weekends to deal with broken glass near nightlife zones (p. 123); “cycle crossings,” where pavement markings are extended through an intersection to reduce conflicts with turning motor vehicles (p. 89); advanced stop lines; cute advertisements (p. 37); signage (pp. 102-105); effect of distance on mode choice (p. 46); discussion of the need for small shops (p. 46); graph showing how age affects cycling speed and distance (p. 12); wheel ramp on stairs (p. 95); bike parking maps (p. 108), with symbols for covered/uncovered and number of spaces.

Keywords: bicycle planning, bike box, pavement colouring, bicycle segregation, bicycle parking, bicycle collisions, traffic calming

Keywords: transit, bicycle planning

Vehicle restricted areas (VRAs) or `pedestrian areas' in town centres are sometimes important routes for cyclists. However, cycling is prohibited in many VRAs on the grounds of pedestrian comfort and safety. TRL studied the behaviour of 2,220 cyclists at sites in Cambridge, Hull and Salisbury where cycling is permitted for part or all of the day. TRL also interviewed 300 pedestrians and 150 cyclists at these sites to obtain additional details about behaviour and attitudes. The report presents data on cycling speeds, dismounting and pedestrian flows and identifies those factors that significantly influence cyclist behaviour. It also shows which types of cyclists are most likely to ignore cycling bans and to cycle fast. The interviews reveal varying levels of acceptance by pedestrians of cycling in VRAs, and indicate that some injurious incidents occur. Conclusions are presented about how the physical layout of the VRA and other factors can affect pedestrian safety and comfort. The report does not endorse or reject cycling in VRAs, but presents information that may assist with appropriate local regulation and design.

Keywords: bicycle planning, pedestrian planning

Keywords: bicycle planning

Keywords: bicycle planning

Cycle sales have increased substantially but overall cycle use has not. This project investigated the expectations and experiences of new cycle owners to see how they might be encouraged to cycle more, particularly for utility purposes. 76 adults who did not regularly cycle, who were buying a new cycle for themselves, were interviewed in cycle shops immediately after their purchase, about their planned cycle use and expectations. After one month they completed a four-day travel diary. After another month, they were interviewed in-depth regarding their cycle use, experiences and attitudes. Almost all those who completed the survey were pleased with their purchase. The majority cycled at least once a week, some much more frequently. Leisure was the main journey purpose but those who cycled to work tended to cycle more frequently. Physical effort, practical difficulties, the weather and the danger and unpleasantness from motor traffic were the main deterrents. One quarter reported using their cars less. However, most continued to use cars for the majority of journeys, including many under one mile. The report concludes that measures are needed to overcome practical barriers to greater cycle use, and to make cycling more enjoyable, for both new and existing cyclists.

Keywords: bicycle planning

Keywords: bicycle planning, bicycle modelling

Keywords: bicycle planning

This is a very good idea for streets with heavy bus traffic. Following the VACC's recommendation, Vancouver has implemented this on downtown Burrard St.

Keywords: bicycle planning, transit, streets, pavement marking

The ADONIS project was commissioned by the European Commission to a Consortium comprising 7 partners as part of the Fourth Framework Programme. Original title of the project is: Analysis and Development Of New Insight into Substitution of short car trips by cycling and walking (ADONIS).

The ADONIS project was partly funded by the EU - DG VII Transport RTD Programme, Urban Sector and was co-financed by Danish Transport Council, Danish Ministry of Transport, Municipality of Barcelona, Catalan Institute of Road safety, SAINCO TRAFICO S.A., Swedish Transport & Communications Research Board and Belgian Institute for Traffic Safety.

Interesting ideas: C10 (New types of designs for bus stops) describes some interesting ways of designing bus stops to reduce conflicts with cyclists. In one of the options, the bicycle lane is against the curb, but the bus does not pull into the curb to let passengers off. Instead, it stops in its lane, and passengers walk across the bicycle lane. To help them, zebra crossings are marked across the bicycle lane at the bus doors. I think this design is only needed because buses in Denmark are not allowed to pull up to the curb when there is a bicycle lane. C17a-b (Two-way bicycle traffic in one-way streets in Belgium and the Netherlands) gives some interesting background on the effectiveness of this desirable tactic in those countries, and includes some useful signs used there. C18 (two-way traffic on cycle tracks) makes the interesting point that two-way tracks can be good solutions when there are many T juntions on one side of the street, but few on the other (e.g., next to rail tracks or water).

The crossings section is excellent: all of C19-C32 are worth reading. These ideas are first-rate, and few of them have been adopted in North America, from what I've seen. These are some of the biggest issues that I have with current design on this continent. I liked their use of the term “cycle crossing” where the bike lane/path is marked through an intersection.

The parking section (C33-C38) isn't too revolutionary. There are a few interesting details of free public bicycle programmes, and company bicycle programmes in C40-C42. The rest of the policy section (C39-C44) was unexciting, and likewise for the education section (C45-C52).

The organisation section had some interesting ideas. C53 discusses bicycles on public transport (mainly commuter rail routes) in Copenhagen. C56 (“BikeBusters”) describes a programme where committed car drivers were given a free bike, free bus tickets for a year, and asked to fill in trip diaries and track their weight and cholesterol. Others describe bike-to-school programmes, bicycle courier companies, and priority snow cleaning.

Keywords: bicycle planning, pedestrian planning, pavement colouring, pavement marking, streets

Keywords: bicycle planning, pedestrian planning, urban planning, transport planning

Some surveys indicate that providing bicycle lanes and paths may encourage more people to commute by bicycle. The presence of a striped lane or separated path can increase a cyclist's perception of safety. With growing concerns over traffic congestion and vehicle pollution, public policy makers are increasingly promoting bicycling as an alternative for commuting and other utilitarian trip purposes. State and local spending on bicycle facilities has increased significantly over the past decade. Previous studies have linked higher levels of bicycle commuting to various demographic and geographic variables. At least one analysis showed that cities with higher levels of bicycle infrastructure (lanes and paths) witnessed higher levels of bicycle commuting. Research was conducted that affirms that finding by analyzing data from 43 large cities across the United States. This cross-sectional analysis improves on previous research by including a larger sample of cities, not including predominantly college towns, and using consistent data from the Bureau of the Census 2000 Supplemental Survey. Although the analysis has limitations, it does support the assertion that new bicycle lanes in large cities will be used by commuters.

Keywords: bicycle planning

Keywords: bicycle planning, pedestrian planning

In this study, self-reported cyclist collision and fall information from a mail-back questionnaire was analyzed for a sample of 2,945 adult cyclists who commute to work/school in Toronto and Ottawa. Analysis focused on incident frequencies by month, time of day, location, road surface condition, and injury level. These results are presented in order to provide a valuable complement to other sources of bicycle incident data obtained primarily from emergency room hospital records. Only a small percentage of collision and fall incidents resulted in a major injury and would therefore be found in a bicycle accident database compiled from emergency room hospital records. Slightly more, 19.2 and 11.7% of the collisions in Ottawa and Toronto, respectively, were reported to police. The results of the study found that collisions were more sensitive to automobile traffic, whereas falls were more sensitive to the prevailing roadway surface conditions. There was a higher proportion of falls than collisions during the winter months in both cities. However, the severity of injuries from collisions and falls were fairly consistent across time periods. Even when the severity of collisions and falls were considered for different roadway environmental conditions and between roads and off-road, no difference was found. This analysis suggests that minor collisions and falls should be considered in accessing the safety experience of bicyclists.

Keywords: bicycle planning, bicycle collisions, canada

Keywords: bicycle planning, intermodal, transit

Keywords: bicycle planning

Keywords: bicycle planning

Apparently, this talks about the inapplicability of motorized travel models to peds/bikes.

Keywords: pedestrian planning, bicycle planning, transport modelling

Keywords: bicycle collisions, bicycle planning, pedestrian planning, finance

Keywords: pedestrian planning, bicycle planning, traffic calming, bicycle collisions

Keywords: bicycle planning, pedestrian planning, active transportation

Keywords: bicycle planning

Keywords: bicycle planning

Keywords: urban planning, bicycle planning

Keywords: pedestrian planning, bicycle planning

Keywords: bicycle planning, transport modelling

Keywords: bicycle planning, streets, traffic controls

Keywords: bicycle planning

Keywords: bicycle planning, bike box

Keywords: bicycle planning, bike box

Keywords: bicycle planning

Keywords: bicycle planning

Keywords: bicycle planning

Quote: Forni, Colquhoun and Hasen reported in 1997 a study of the use of coloured surfacing in road layouts in Europe. They found that the colour red is the most commonly used pavement colour for road safety in Europe. However, colours including yellow and other combination colours have been successfully used to reduce speeds and collisions. The study suggested adopting green coloured surfacing for schemes that aim to identify sections of road for use by certain vehicles such as buses or bicycles.

Keywords: bicycle planning

Keywords: active transportation, urban planning, pedestrian planning, bicycle planning, urban form, transport planning, land use transport link

Keywords: bicycle planning

Keywords: active transportation, urban planning, pedestrian planning, bicycle planning, urban form, transport planning

Keywords: parking, bicycle planning

Keywords: bicycle planning

Keywords: bicycle planning, pedestrian planning

Keywords: bicycle planning

This research considers the links between leisure cycling, purely for the enjoyment of it, and cycling for more utility purposes, such as to work. Surveys of more than 500 leisure cyclists, non-cyclists and those who cycle to work have been completed along with depth interviews and discussion groups. The main focus of the work is to understand what are the differences between the perceptions of leisure cycling and utility cycling and to determine how this might be overcome in order to increase the use of cycling for utility journeys. Recommendations are made of the type of facility and promotional means that might encourage more people to move from leisure cycling to utility cycling.

Keywords: bicycle planning

A basic overview of the rationale for urban bicycling, and the obstacles facing further promotion. It has some interesting points regarding bike-based police and parking enforcement. I think those officers are great, along with the bike-based paramedics (stretcher trailer and all) I saw in Vancouver's Grey Cup festivities in November 2005.

Keywords: bicycle planning

Keywords: bicycle planning

In 1996 the UK government introduced the National Cycle Strategy which aimed to double the number of cycling trips by the end of 2002 and double them again by 2012. So far, however, these targets have not been met. The House of Commons ascribes this to “a fundamental lack of commitment to cycling on an individual, regional and national level”. This paper addresses the individual level by examining the views of commuters in different stages of change as distinguished by Prochaska2019s model [Prochaska, J.O., DiClemente, C.C., 1984. The Transtheoretical Approach: Crossing Traditional Boundaries of Change. Dow Jones/Irwin, Homewood IL]. This model views behaviour change as a process rather than an event. Two studies were conducted amongst university staff and students: a survey study and an action study. The studies showed that as people progress from precontemplation to action their attitudes towards cycling become more positive and their perceptions of various personal and external barriers change. This suggests that different strategies are necessary to move people in different stages of change to action and maintenance. At the moment, it seems that regular cyclists form a very small minority of people who will cycle under most circumstances simply because they like cycling. The majority of people have never contemplated cycling. There is, however, also a group of people who would like to cycle and could be persuaded to cycle under the right circumstances.

Keywords: bicycle planning, bicycle attitudes

Keywords: bicycle planning

Keywords: bicycle planning, bicycle collisions

Keywords: bicycle planning, bicycle segregation

Keywords: bicycle planning

Keywords: urban planning, canada, pedestrian planning, bicycle planning

detailed annotation

Keywords: bicycle planning

This project examined the factors that determine how suitable a road is for cycling (its level of service for cycling, here termed `cyclability'). Using a specially equipped instrumented bicycle, 51 cyclists road a 9.2km route and made subjective assessments of the `cyclability' of its 11 links. The authors then tried to explain the subjective scores in terms of objective road and traffic data. These included road width, surface quality, traffic flow and speed, passing distance, gradient, `lateral conflict', effort and aesthetics. This approach has potential applications in the field of cycle route planning as it can provide engineers with reassurance that certain types of conditions are likely to be deemed satisfactory by the majority of cyclists.

Keywords: bicycle planning, bicycle modelling

Keywords: bicycle planning

An excellent article investigating the role of attitudes in walking and biking. Most importantly, they attempted a quasi-longitudinal method. They discussed the feedbacks between the act of walking and attitudes about walking, although their method is not sophisticated enough to examine those feedbacks.

Some of the numbers are scary. For the average suburban respondent, the minimum distance to any establishment was about 550m, versus 250m for an urban respondent. The distance to any household maintenance establishment (e.g., groceries, drugstore, etc.) was 800m versus 400m for urban. No wonder no one walks!

Their cycling model had a surprisingly high R-squared value, 0.258-most disaggregate cycling models that I've seen are much lower. Cervero & Duncan had about 0.13; Krizek had about 0.22. Mind you, this could just be a result of their model structure, which is quite unusual.

Regarding their actual models, I'm mildly concerned by the pro-bike/walk and pro-transit attitude variables in their cycling model. While the signs are plausible, the variables are fairly highly correlated; is it possible that the parameters are therefore misestimated? (Mind you, a correlation of 0.3 isn't that high, at the end of the day.) More importantly, what is the “alternatives factor”? I'm guessing that it refers to the “PA options” factor, but it's not clear. Finally, why is a change in the “socializing behaviour” in the new neighbourhood associated with greater cycling? This isn't explored in the paper, but I could imagine that it means “more other people out cycling”-the classic “safety in numbers” hypothesis from the cycling literature.

Keywords: pedestrian planning, bicycle planning, land use transport link

Keywords: bicycle planning, rail

Keywords: bicycle planning

Keywords: bicycle planning

detailed annotation

Keywords: bicycle planning

Keywords: bicycle planning

Keywords: bicycle planning

Keywords: bicycle planning

One of the targets in the Danish masterplan for transport “Traffic 2005” is to promote cycling and walking in Danish cities and at the same time to improve traffic safety for cyclists and pedestrians as well as for road users in general. Around 4% of car traffic mileage should be transferred to cycling and walking before 2005. The traffic safety target of the masterplan, in spite of increasing traffic is to reduce the number of persons killed and injured by 45% before the year 2000 with reference to the year 1988. In 1997, the Danish Government published a new national traffic safety strategy “Every accident is one too many”. This strategy pays specific attention to the safety of cyclists. Demonstration projects co-financed by the government have been initiated to demonstrate some examples on how to realize the intentions and targets. In addition, new research activities have been initiated. In 1997, the Ministry of Transport established a Cyclist Forum with the purpose of creating a dialogue among local, regional and state level Road Authorities and the different players involved or related to planning and safety of cycling. In the spring of 1999, the Ministry of Transport is going to introduce a new national cycling strategy and the Danish Road Directorate will introduce a new handbook for local technicians and planners - a Catalogue of Ideas for recommendable solutions to promote safe cycling. This paper presents the Danish strategy for promoting safe cycling - including an overview of the policy, activities and experiences so far.

Keywords: bicycle planning

Keywords: streets, pedestrian planning, bicycle planning, canada, street design, urban design, prioritisation

A very early bike box paper, translated from Dutch.

Keywords: bicycle planning

According to McC02, this was a landmark publication in the UK context.

Keywords: bicycle planning

Keywords: bicycle planning, pedestrian planning

detailed annotation

Keywords: bicycle planning, transit

Keywords: transport planning, pedestrian planning, bicycle planning

Keywords: bicycle planning, canada

Keywords: bicycle planning

Keywords: bicycle planning

Keywords: bicycle planning, pavement marking, traffic calming, traffic controls

Keywords: bicycle planning

Keywords: bicycle planning

Keywords: bicycle planning

Keywords: bicycle planning

Keywords: bicycle planning, transport modelling, canada

Somewhat interesting, mostly due to its rarity: there are very few North American studies of pavement colouring. It's a rural context, and hence not very applicable in the situations I examine, where a bike lane might be coloured adjacent to a parking lane. The most curious aspect of the paper is the author's choice to consider “motor vehicle encroaches neighboring vehicle lane when passing bike” as a major variable-it's an issue, but not a major one in my view.

Keywords: bicycle planning, pedestrian planning, pavement colouring, streets

Keywords: bicycle planning

Keywords: bicycle planning, pavement colouring, streets

Keywords: bicycle planning, parking, pavement marking, streets

Keywords: bicycle planning

Keywords: bicycle planning, streets, pavement marking, bicycle segregation

Many, many good references! This is a really good read.

Keywords: bicycle planning, bicycle segregation, pavement marking, streets

Keywords: bicycle planning, bicycle collisions, pedestrian planning

Keywords: bicycle planning

Keywords: bicycle planning, transport modelling

Keywords: bicycle planning

Keywords: bicycle planning

Keywords: bicycle planning

Keywords: bicycle planning, pedestrian planning

Keywords: bicycle planning, bicycle collisions, pedestrian planning

Keywords: bicycle planning

Keywords: bicycle planning, urban form, land use transport link

Keywords: bicycle planning, pedestrian planning, urban planning, bike box, street design, streets

Keywords: bicycle planning, pavement colouring, bicycle collisions

Quote: A study conducted in Denmark found that blue painted bicycle lanes at intersections resulted in a 38% decrease in bicycle crashes and 71% reduction in fatalities and serious injuries.

Keywords: bicycle planning, pavement colouring

This before-and-after study covers the construction of one-way cycle tracks and lanes, blue cycle crossings and raised exits. It is the biggest study of its kind so far carried out in Denmark. The effects on road safety of all types of traffic both at junctions and on road sections for both accidents and injuries are examined. The effects on the volumes of motor vehicles as well as on bicycle and moped traffic are examined with regard to the construction of one way cycle tracks and lanes. Lastly, cycle facilities impact on cyclists? perceived risk and satisfaction on road sections and at junctions is also examined.

Keywords: bicycle planning, bicycle collisions, pavement colouring, bike box

Keywords: bicycle planning, canada

Keywords: bicycle planning, canada

Keywords: bicycle planning

Keywords: bicycle planning, transport modelling

An everyday review of demand modelling. The section on “maximal share studies” was interesting (Bro82, MorTho92). They also cited a four-stage model including bicycles in Portland (RosLaw93) and Edmonton (HunBro98).

Keywords: transport modelling, bicycle planning

Keywords: bicycle planning, rail

Keywords: bicycle planning, urban planning, transport planning

Keywords: bicycle planning

Keywords: bicycle planning

Keywords: bicycle planning

Keywords: bicycle planning

Keywords: bicycle planning

Keywords: bicycle planning

Keywords: bicycle planning, rail

detailed annotation

Keywords: bicycle planning

Keywords: bicycle planning

A fairly simple study, but with some important discussion and results. Most importantly, they examined nonlinear reactions to distance for cycling and walking. While this is not a surprising result, and would probably emerge from a traditional multinomial logit mode choice model (with linear disutility for distance), it is still worth exploring. From a policy perspective, the nonlinear relationship that emerges can be vital to designing walkable and bikable neighbourhoods. After controlling for socioeconomic characteristics, they found that only the presence of retail closer than 200m was associated with higher odds of walking; the presence of retail in the 200m-400m range had no significant impact on the odds of walking. This contradicts the received wisdom that people are willing to walk up to 400m (1/4 mile) for such trips. It also suggests that urban intensification should be focused within a very narrow range of retail establishments to be effective, similar to the strategy of Toronto's Avenues plan or Vancouver's EcoDensity initiative.

For cycling, they found that only the presence of a path within 400m of home was associated with higher odds of biking. Again, more distant paths had no significant effect. This is also a lower limit than the received wisdom, although not drastically so. I think Vancouver's long-range bicycle plan aims for bike routes with a spacing of 500m, although they're nowhere close to that yet. It does suggest that there could be significant improvements in mode share when the spacing improves from the current level (roughly 1000m) to 500m, which is a bit surprising; I'd sort of thought that we'd see diminishing returns with the later routes, but this paper suggests that routes that are too far away have no impact on most people.

Finally, Krizek and Johnson mention one important note: the number of vehicles/bicycles in a household is a potentially endogenous variable, making it dangerous for use in a model. An interesting note, and one that's rarely considered in the modelling literature.

Keywords: bicycle planning, pedestrian planning

Demarcating on-street bicycle facilities is often mentioned as an important strategy to encourage increased bicycle safety and bicycle travel. However, little if any literature has focused on instances where separate on-street bicycle facilities end. This paper better understands the severity of such instances and corresponding physical characteristics. We identify 30 discontinuities of on-street bicycle lanes in Minneapolis, Minnesota, and collect primary data measuring their physical attributes and cyclists' perceptions of the level of comfort while cycling through each. Using multi-variate analysis, the findings suggest that discontinuities ending on the left side of the street, with increased distance of crossing intersections, having parking after the discontinuities, and wider width of the curb lane are statistical elements that contribute to higher levels of discomfort. Such analysis is useful in determining bicyclists' comfort level where discontinuities exist and such methods can be an important part of an overall level of service toolkit for planning on-street bicycle lanes.

Keywords: bicycle planning

The original Dutch study of bike boxes / advance stop lines. OFOS (Opgeblazen fietsopstelstrook) is the Dutch name for the device.

Keywords: bicycle planning, bike box

Keywords: bicycle planning

Keywords: bicycle planning, transport modelling

Keywords: bicycle planning

Keywords: bicycle planning

Keywords: bicycle planning

Keywords: bicycle planning

Keywords: bicycle planning

Keywords: bicycle planning

Keywords: bicycle planning, canada

Keywords: bicycle planning

Keywords: bicycle planning, pavement colouring

Keywords: bicycle planning, pavement colouring

Keywords: bicycle planning, pavement colouring

Keywords: bicycle planning

Keywords: transport planning, gender, bicycle planning

Keywords: transportation demand management, bicycle planning, pedestrian planning, transit, urban form, parking, urban economics, finance, prioritisation, accessibility

Keywords: bicycle planning, pedestrian planning

An interesting article, particularly since I haven't read much on China before. They describe bike mode share of 40-60%, which is quite incredible! Car trips belong in the "other" category, and other makes up less than 14% of trips. However, it's on the rise: they show Beijing rising from 6% in 1986 to 27% in 2000 (for "other"). They complain about patronizing Western attitudes towards bicycles, but do a little of the same themselves. However, they close with an appeal for China to emulate the Dutch.

Keywords: bicycle planning, transit, transport modelling

Keywords: bicycle planning

Keywords: bicycle planning, bicycle collisions, canada

Keywords: bicycle planning

Keywords: bicycle planning

Nothing exceptional in this chapter.

Keywords: bicycle planning

Bike-and-ride, or the combined use of bicycle and public transport for one trip, is a multimodal alternative for the car. This paper discusses the use of bike-and-ride in three countries with widely differing bicycle cultures and infrastructures: the Netherlands, Germany and the UK. The share of the bicycle in access trips is comparable to general levels of bicycle ridership in each country, but only for train services and other fast modes of public transport. Strong similarities are found in the characteristics of bike-and-ride trips and users, in terms of travel distances, travel motives, and the impact of car availability. The majority of bike-and-ride users travels between 2 and 5 km to a public transport stop, with longer access distances reported for faster modes of public transport. Work and education are the main travel motives, with the first dominating the faster modes and the second the slower modes of public transport. Car availability hardly influences the choice for a combined use of bicycle and train, but strongly affects the levels of bike-and-ride for slower modes of transport.

Keywords: bicycle planning, intermodal

The number of policy initiatives to promote the use of bike-and-ride, or the combined use of bicycle and public transport for one trip, has grown considerably over the past decade as part of the search for more sustainable transport solutions. This paper discusses the experiences with, and impacts of, such initiatives in the Netherlands. The Dutch measures to promote bicycle use in access trips have been generally successful. A country-wide program to upgrade regular and secure bicycle parking at train stations has led to an increase in user satisfaction and a growth in bicycles parked at stations. Smaller programs to stimulate the combined use of bike-and-bus have resulted in an increase in bicycle use, bus use, and share of infrequent bus passengers. Bicycle lockers at bus stops are hardly used by bus passengers, due in part to the dominance of students among bus users as well as the relatively high price of lockers in comparison to the value of bicycles used for access trips. Measures to promote the use of the bicycle in egress trips have met with more varying results. Projects to introduce leasing bicycles for egress trips have failed to attract passengers, for both train and bus services. In contrast, the introduction of flexible rental bicycles at train stations has resulted in a small reduction in car use, growth in train trips, and growth in bicycle use for non-recurrent trips. The Dutch experiences suggest some lessons for promoting bike-and-ride in countries and cities with a less well-developed bicycle infrastructure.

Keywords: bicycle planning, transit, intermodal

Keywords: bicycle planning

Keywords: bicycle planning, transport planning

Keywords: bicycle planning

Keywords: bicycle planning

Keywords: bicycle planning

Keywords: bicycle planning

Keywords: bicycle planning, pedestrian planning

detailed annotation

Keywords: bicycle planning

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Keywords: bicycle planning, transit, transport planning

detailed annotation

Keywords: bicycle planning

detailed annotation

Keywords: bicycle planning

detailed annotation

Keywords: bicycle planning

Keywords: bicycle planning

Keywords: bicycle planning

Keywords: bicycle planning, transit

Keywords: bicycle planning

Keywords: bicycle planning

Keywords: bicycle planning

Keywords: transport planning, bicycle planning, pedestrian planning

Keywords: bicycle planning

Keywords: bicycle planning

Keywords: bicycle planning

Keywords: bicycle planning

Keywords: bicycle planning

This disaggregate cross-sectional study uses primary data on the cycling behavior of 608 randomly sampled respondents in urbanized King County, Washington, and objective parcel-level GIS measures of land use and infrastructure conditions. Binary logit model findings provide new insights on who bicycles, and on perceived and actual built environmental conditions associated with the likelihood of cycling in neighborhoods, controlling for socio-demographic variables. A high 21% of the respondents report cycling at least once a week in their neighborhood, more often for recreation or exercise than for transportation. Cycling is more popular among male, younger adults, transit users, and those who are physically active and in good health. Both perceived and objective environmental conditions contribute to the likelihood of cycling. Proximity to trails and the presence of agglomerations of offices, clinics/hospitals, and fast food restaurants, measured objectively, are significant environmental variables. Previously researched correlates of cycling, such as the presence of bicycle lanes, traffic speed and volume, slope, block size, and the presence of parks, are found insignificant when objectively measured. A non-linear relationship is found between the odds of cycling and the perception of traffic problems and automobile-oriented facilities. Overall, cycling is only moderately associated with the neighborhood environment. It appears to be an individual choice that is independent from environmental support. This finding likely reflects the limited bicycle infrastructure in the sample frame-an unfortunate condition found in most US metropolitan regions. Policy and intervention programs could increase cycling by improving both actual and perceived environmental conditions.

The study is severely limited by its sampling frame and by casting its net too broadly. If it had focused only on work trips or shopping trips, the results would probably be more meaningful. Of course, given the survey method and the miniscule mode share of cycling, this would be extremely expensive.

Keywords: bicycle planning, urban form

Keywords: bicycle planning

An interesting look at Munich, Vienna and Zurich. Their approaches to funding are similar to Vancouver's, but they've done some very innovative projects, including narrowing arterials while maintaining capacity, and extensive parking management plans.

Keywords: bicycle planning, pedestrian planning, parking, urban planning, traffic calming

Keywords: bicycle planning

Keywords: bicycle planning, rail

Keywords: bicycle planning, transport modelling

Keywords: bicycle planning

Keywords: bicycle planning

Keywords: bicycle planning, transport modelling

Keywords: bicycle planning, canada

Keywords: bicycle planning, canada

Keywords: bicycle planning, geographic information systems, canada

Keywords: bicycle planning

Keywords: bicycle planning, pedestrian planning

Keywords: bicycle planning, transport modelling

Keywords: pedestrian planning, bicycle planning

Keywords: bicycle planning

Keywords: bicycle planning

Keywords: bicycle planning

Keywords: bicycle planning, pavement marking

Cycle tracks can help cyclists to avoid sharing busy roads with motor vehicles. One of the main problems with providing them, however, is the design of crossings of minor roads. This introduces a hazard and cyclists are usually required to give way. Highway authorities have been reluctant to give priority to cyclists in case drivers fail to observe the priorities and casualties occur. This project investigates the safety and effectiveness of a variety of cycle track crossing arrangements at minor road T-junctions, including crossings with priority for cyclists. Five cycle track crossings were monitored using video cameras and 223 cyclists using the crossings were interviewed. The report draws conclusions about the safety of various designs and makes recommendations about cycle track crossing design.

Keywords: bicycle planning

Keywords: bicycle planning

Keywords: bicycle planning, pedestrian planning

Keywords: bicycle planning, transport modelling

Keywords: bicycle planning

Keywords: bicycle planning, canada

Keywords: bicycle planning

Essentially just a rebuttal to John Forester's (ridiculous) claims about the massive benefits of vehicular cycling.

Keywords: bicycle planning, bicycle segregation

Keywords: bicycle planning

Bicycling accounted for an average of 1.2% of work trips in Canada in 2001, but with considerable variation by province and metropolitan area. In this study, we chose six Canadian cities for detailed analysis of their cycling trends and policies: Montreal and Quebec City in Quebec; Ottawa and Toronto in Ontario; and Vancouver and Victoria in British Columbia. All of these cities have made impressive efforts to encourage more and safer cycling. Most of the cities report increases in cycling levels over the past two decades but appear to have reached a limit due to lack of funding for crucially needed cycling infrastructure (bike paths and lanes, parking, intersection modifications, etc.). In addition, the low-density, car-oriented suburban sprawl spreading around most Canadian cities has been increasing trip distances, thus making cycling decreasingly feasible outside the urban core. Finally, Canadian cities and provinces have not imposed any significant restrictions on car use or imposed increases in taxes, fees, and other charges for car use, such as most European cities have implemented to discourage driving and increase transit use, walking, and cycling. If Canadian cities really want to further increase cycling levels, they will have to further expand cycling infrastructure, curb low-density sprawl, and impose more restrictions and charges on car use.

Keywords: bicycle planning, canada

In spite of their colder climate, Canadians cycle about three times more than Americans. The main reasons for this difference are Canada?s higher urban densities and mixed-use development, shorter trip distances, lower incomes, higher costs of owning, driving and parking a car, safer cycling conditions, and more extensive cycling infrastructure and training programs. Most of these factors result from differences between Canada and the United States in their transport and land-use policies, and not from intrinsic differences in history, culture or resource availability. That is good news, since it suggests the possibility of significantly increasing cycling levels in the United States by adopting some of the Canadian policies that have so effectively promoted cycling and enhanced its safety.

Very interesting. They perform a regression on some fairly aggregate data: provincial and state modal share and statistics. They find that precipitation, gasoline price, cycling fatality rates and temperature are the major factors determining mode share when American and Canadian data are combined, with median work trip distance almost as significant.

Some of the most interesting findings: average length of work trips in similar-sized cities are twice as high in the US; cars are really quite a bit more expensive in Canada: 33% of income, compared to 18% in the U.S.

I'm curious to see their sources for Canadian cycling injury stats; while I can see how they estimate total injuries, I can't imagine how they convert that to injuries per 100 million kilometres.

I looked at the results a little more closely, and tried to normalize the input variables prior to doing correlation, to give a sense of their rank in affecting cycling mode share. (This effectively just amounts to multiplying the regression parameter by the standard deviation of the variable.) Using this approach, I found the parameters to be, from most to least important: 1) gas price, 0.30; 2) precipitation, -0.19; 3) work trip distance, -0.10; 4) temperature, 0.09; 5) fatality rate, -0.09.

I'd be curious to see a similar analysis done in a purely urban Canadian context.

Keywords: bicycle planning, canada

Keywords: bicycle planning, bicycle segregation

Keywords: pedestrian planning, bicycle planning, bicycle collisions

Keywords: bicycle planning

Keywords: transport planning, bicycle planning, pedestrian planning

Keywords: bicycle planning

Keywords: bicycle planning

Keywords: bicycle planning

Keywords: bicycle planning

Keywords: bicycle planning

Keywords: bicycle planning, transit

Keywords: bicycle planning, transit

Keywords: bicycle planning, pedestrian planning, intermodal

The market potential of railway services depends on the quality of the total chain from residence to place of activity. In The Netherlands where natural conditions and infrastructure are conducive, the bicycle is a potentially attractive access mode for railways since it allows travellers to avoid waiting at bus, metro or tram stops. Especially at the home end the bicycle appears to play a large role as an access mode with a share of 35%. At the activity end the share is much shorter. Implications are discussed for policies aiming at increasing the share of multimodal trips. Also physical planning implications are considered.

Keywords: bicycle planning, transit, intermodal

Keywords: bicycle planning, transit, pedestrian planning

Keywords: bicycle planning, transport planning

A useful read, featuring a regression analysis of 103 Dutch cities, their cycling policies, network quality, and geographic features. The Fietersbond (Dutch Cyclists' Union) collected a lot of the data here, including a special bicycle that measures pavement quality via vibrations! Before drawing conclusions from their results, I'd like to normalize all of their variables to better understand what the relative contribution of each parameter was.

Keywords: bicycle planning, transport planning

Keywords: bicycle planning

By estimating multinomial choice models, this paper examines the relationship between travel mode choice and attributes of the local physical environment such as topography, sidewalk availability, residential density, and the presence of walking and cycling paths. Data for student and staff commuters to the University of North Carolina in Chapel Hill are used to illustrate the relationship between mode choice and the objectively measured environmental attributes, while accounting for typical modal characteristics such as travel time, access time, and out-of-pocket cost. Results suggest that jointly the four attributes of the local physical environment make significant marginal contributions to explaining travel mode choice. In particular, the estimates reveal that local topography and sidewalk availability are significantly associated with the attractiveness of non-motorized modes. Point elasticities are provided and recommendations given regarding the importance of incorporating non-motorized modes into local transportation planning and in the study of how the built environment influences travel behavior.

Keywords: pedestrian planning, bicycle planning, urban design, transport planning, transport modelling, land use transport link

Keywords: bicycle planning

Keywords: bicycle planning

Keywords: bicycle planning

Keywords: bicycle planning, bike box

This research investigates the safety implications and practical methods of allowing contra-flow cycling in one-way streets in the UK. Five `alternative' contra-flow cycle schemes (ie schemes not including a mandatory cycle lane or physical segregation) were examined. Video filming and interviews with cyclists were used to collect data from the sites. The results were supplemented by data supplied by the local authority responsible for the schemes; this data included vehicle speeds and reported accidents. The schemes appeared to operate safely, supporting the wider use of alternative contra-flow cycle schemes in the UK. Design advice is proposed on how this can be best achieved. Important factors to consider when designing contra-flow schemes are motor vehicle flows, motor vehicle speeds, delivery vehicles, parking and side roads.

Keywords: bicycle planning

Keywords: finance, pedestrian planning, bicycle planning, active transportation

Keywords: bicycle planning, pedestrian planning, prioritisation

Keywords: bicycle planning, bicycle parking

Keywords: bicycle planning, bike box

Keywords: bicycle planning

This guidebook provides a means for practitioners to better understand and estimate bicycle and pedestrian travel and to address transportation planning needs. The guidebook describes and compares the various methods that can be used to forecast non-motorized travel demand or that otherwise support the prioritization and analyses of non-motorized projects. These methods are categorized according to four major purposes: (1) demand estimation; (2) relative demand potential; (3) supply quality analysis; and (4) supporting tools and techniques. Discrete choice models, regional travel models, sketch plan methods, facility demand potential, bicycle compatibility measures, and geographic information systems are among the methods and tools described.

Keywords: transport planning, bicycle planning, pedestrian planning

Keywords: bicycle planning

Keywords: bicycle planning, transport modelling

According to Cer98, this paper says that bicycles are the most efficient mode for trips under 14km in Shanghai

Keywords: transport planning, bicycle planning

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Keywords: bicycle planning, traffic calming

Keywords: bicycle planning, transport modelling

Keywords: bicycle planning

Keywords: pedestrian planning, bicycle planning

The importance of factors affecting commuter bicyclists' route choices was evaluated. Both route-level (e.g., travel time) and link-level (e.g., pavement quality) factors are examined. Empirical models are estimated using data from a stated preference survey conducted via the Internet. The models indicate that, for commuter bicyclists, travel time is the most important factor in choosing a route. Presence of a bicycle facility ( especially a bike lane or separate path), the level of automobile traffic, pavement or riding surface quality, and presence of a bicycle facility on a bridge are also very important determinants. Furthermore, there are policy implications of these results for bicycle facility planning.

Keywords: bicycle planning

Keywords: bicycle planning

Keywords: bicycle planning, bicycle collisions

Keywords: bicycle planning, pedestrian planning, urban planning, urban design, street design, streets

Keywords: bicycle planning

Keywords: bicycle planning, intermodal, transit

Keywords: bicycle planning, intermodal

Keywords: bicycle planning

Keywords: bicycle planning

Keywords: bicycle planning

Keywords: bicycle planning

Keywords: transport planning, bicycle planning, pedestrian planning

Keywords: bicycle planning, pedestrian planning

Keywords: bicycle planning

A good analysis of 2600 collisions over a two-year period. Valuable insight in a typical Canadian context. See also full report (CT03).

Keywords: bicycle planning, bicycle collisions, canada

Keywords: canada, data, bicycle planning

Keywords: pedestrian planning, bicycle planning

A very ambitious bicycle plan, and with a rare application of cost/benefit analysis to cycling (instead of highways), showing reasonable benefits, even with major potential benefits excluded (health, reduced parking costs).

Keywords: bicycle planning, finance

A very useful overview of London-based research on advanced stop lines (aka bike boxes) to give cyclists priority at intersections.

Keywords: bicycle planning, bike box

Keywords: bicycle planning

Keywords: bicycle planning

Keywords: bicycle planning

Keywords: bicycle planning, sociology

Keywords: bicycle planning, pedestrian planning

Keywords: law, bicycle planning

A nice document, but sadly not ratified by Canada or the U.S. As suggested by the fact that it's a European convention, it's mostly ratified by European countries, plus a few African ones. Canada did ratify the 1949 convention, though.

Keywords: law, bicycle planning

Keywords: pedestrian planning, bicycle planning

Keywords: pedestrian planning, bicycle planning

A very interesting study, with a good methodology for determining cyclist comfort. It'd be nice to see this done with some leading-edge designs, like bike boxes or coloured asphalt. The intserection pilot study is also interesting, but inconclusive with respect to design-they only tested 19 sites, which really doesn't seem sufficient to cover the gamut of possible designs. The photographs they showed were predominantly suburban settings, which isn't very helpful in a typical urban Canadian context.

Keywords: bicycle planning

Keywords: transport planning, bicycle planning, pedestrian planning

Keywords: bicycle planning

Keywords: bicycle planning, canada

Keywords: bicycle planning, canada

Keywords: bicycle planning, canada

Keywords: bicycle planning, pavement colouring

Keywords: bicycle planning

Keywords: bicycle planning

Keywords: bicycle planning, bicycle collisions

Keywords: bicycle planning

Keywords: bicycle planning

A naturalistic experiment used an instrumented bicycle to gather proximity data from overtaking motorists. The relationship between rider position and overtaking proximity was the opposite to that generally believed, such that the further the rider was from the edge of the road, the closer vehicles passed. Additionally, wearing a bicycle helmet led to traffic getting significantly closer when overtaking. Professional drivers of large vehicles were particularly likely to leave narrow safety margins. Finally, when the (male) experimenter wore a long wig, so that he appeared female from behind, drivers left more space when passing. Overall, the results demonstrate that motorists exhibit behavioural sensitivity to aspects of a bicyclist's appearance during an encounter. In the light of previous research on drivers2019 attitudes to bicyclists, we suggest drivers approaching a bicyclist use physical appearance to judge the specific likelihood of the rider behaving predictably and alter their overtaking accordingly. However, the extent to which a bicyclist's moment-to-moment behaviour can be inferred from their appearance is questionable, and so the tendency for drivers to alter their passing proximity based on this appearance probably has implications for accident probability.

Keywords: bicycle collisions, bicycle planning

An investigation of the capacity implications of installing Advanced Stop Lines (ASLs) has been carried out by TRL Limited as part of a project entitled Cycling Facilities and Engineering, commissioned by the Charging and Local Transport Division of the Department for Transport. The study included a review of previous research into ASLs in the UK and in the Netherlands; an examination of the theoretical capacity implications of installing ASLs using OSCADY (Optimised Signal Capacity and Delay) the signal-controlled junction modelling computer programme and saturation flow formulae; `before' and `after' video surveys of modified junctions at four sites in Guildford, Surrey, and questionnaires to examine the attitudes of cyclists. While cyclists generally thought that the ASLs were safer and easier to use than unadapted junctions, concerns were expressed that some drivers did not comply with the new layout. Changes in the length of time between green signals or a longer minimum green time may be required in some circumstances. At the two sites where the number of traffic lanes remained the same there was a slight increase in saturation flow, but at the two sites where a traffic lane was removed large reductions in saturation flow were observed. This report of the study concludes with several recommendations.

A valuable source, particularly for its review of Dutch literature on bike boxes. They find that adding a bike box with a 5m deep reservoir for a bike box has no effect on an intersection's motor vehicle capacity, unless a lane must be removed to make room for the bike box.

Keywords: bicycle planning, bike box

Keywords: bicycle planning, bicycle segregation

Keywords: bicycle planning

Keywords: bicycle planning

Keywords: bicycle planning, bicycle modelling

Keywords: bicycle planning

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Keywords: bicycle planning

Keywords: bicycle planning, bicycle collisions

Keywords: bicycle planning, bike box

Keywords: bicycle planning, bike box

Keywords: bicycle planning, bike box

Keywords: bicycle planning

A very good, modern approach to bicycle facility design, from a North American perspective. Some really excellent diagrams of traffic calming designs; a good description of right-turn conflicts (p. 3-20).

Keywords: bicycle planning, pavement marking, traffic calming, traffic controls

Keywords: bicycle planning, bicycle segregation

Keywords: bicycle planning

Keywords: bicycle planning

Keywords: bicycle planning

detailed annotation

Keywords: bicycle planning

Keywords: pedestrian planning, bicycle planning

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Keywords: bicycle planning, traffic calming

Keywords: bicycle planning

Keywords: bicycle planning, pedestrian planning, active transportation