Bicycle Network Research Articles

White line fever: a sociotechnical perspective on the contested implementation of an urban bike lane network

In this paper we discuss the introduction of theLauncestonBikeNetwork, a local government project progressed inTasmania,Australia. The project's implementation became subject to intense community conflict, or what we refer to here as white line fever because it arose in relation to the white traffic lines used to mark the on‐road bike lanes. Our analysis of textual data gathered from relevant documents and interviews with key stakeholders relies on the development of a sociotechnical perspective. Adopting this perspective allows us to recognise the various agencies emerging collectively from the technical and social aspects and interactions analysed. The findings add to how cycling and infrastructure might be reconceptualised as an urban sociotechnical system, and assist in its transition towards the transport mainstream through policy and planning.

Factors influencing modal split of commuting journeys in medium-size European cities

This paper attempts to identify factors that influence modal split for journeys to work in 112 medium-size cities in Europe. Using a discrete choice modelling approach we find that: (a) car share increases with car ownership and GDP per capita; (b) motorcycle share decreases with petrol price and increases with motorcycle ownership; (c) bicycle share increases with the length of the bicycle network in the city; (d) public transport share increases with resident population, GDP per capita and the number of buses (or bus equivalents) operating per 1000 population, and decreases with public transport fares, number of days of rain per year, proportion of people aged 65 and over living in the city and the proportion of households with children; (e) the number of students in universities and further education establishments per 1000 resident population is positively associated with the shares of public transport, motorcycle, bicycle and walking. Policies aimed at increasing the bicycle network are likely to increase cycling share. Policies aimed at increasing the number of buses (or bus equivalents) and reducing public transport fares are likely to increase public transport share. Policies aimed at discouraging car ownership are likely to reduce car share.

Testing and Improving Urban Bicycle Performance

The purpose of this study is to try to characterize the urban cyclability of the city of Bari (Italy) analyzing the data from the bike sharing system. The methodology used for the characterization is designed to be general so that, applied in different contexts, it could make it possible to compare cyclability in different cities. At the same time the aim of the paper is to provide a methodology that shows the strengths and weaknesses of a cycling system, providing a real support to decisions in order to properly allocate resources and to optimize the bicycle network.

Where do cyclists ride? A route choice model developed with revealed preference GPS data

To better understand bicyclists’ preferences for facility types, GPS units were used to observe the behavior of 164 cyclists in Portland, Oregon, USA for several days each. Trip purpose and several other trip-level variables recorded by the cyclists, and the resulting trips were coded to a highly detailed bicycle network. The authors used the 1449 non-exercise, utilitarian trips to estimate a bicycle route choice model. The model used a choice set generation algorithm based on multiple permutations of path attributes and was formulated to account for overlapping route alternatives. The findings suggest that cyclists are sensitive to the effects of distance, turn frequency, slope, intersection control (e.g. presence or absence of traffic signals), and traffic volumes. In addition, cyclists appear to place relatively high value on off-street bike paths, enhanced neighborhood bikeways with traffic calming features (aka “bicycle boulevards”), and bridge facilities. Bike lanes more or less exactly offset the negative effects of adjacent traffic, but were no more or less attractive than a basic low traffic volume street. Finally, route preferences differ between commute and other utilitarian trips; cyclists were more sensitive to distance and less sensitive to other infrastructure characteristics for commute trips.

‘Starvation Strings' and the Public Good

Northernmost Sweden became integrated into a national communication network during the early twentieth century. A unique step in this development was bike trail construction in remote forest areas. Built with solid embankments, a good sub-base and drainage, these trails were only a metre wide.The importance of the role that the Swedish Government played in the expansion of the bike trail network is shown in petitions, regulations, subsidies and the work of committees. During a brief period of time before larger roads were built local commercial and private needs were met .

Proposal and Application of a New Method for Bicycle Network Planning

Responding to the recent increase of cyclists, improvement and development of bicycle road network are being planned in many cities in Japan, and cycling environments are gradually being improved. The routes connecting facilities with many bicycles coming in and leaving are often selected as candidates in selecting suitable routes with high potential demand during the investigation of the bicycle network. There are, however, a lot of unexpected routes with large volumes of bicycle traffic because bicycles can pass through various types of routes from big roads to narrow streets. To create a bicycle road network with safety, consistency and immediacy, demand characteristics of bicycle paths including traffic demand of bicycles and route choice behavior of cyclists in the whole area need to be clarified accurately. This study proposes a way to do it precisely and easily (OLIVE method). This study also shows the panorama of the whole bicycle network and finds the problems in it by applying this method to downtown of Takamatsu City in Japan.

Good Practices to Encourage Bicycling and Pedestrians on Federal Lands: 11 Components

The Paul S. Sarbanes Transit in Parks Technical Assistance Center, sponsored by the Federal Transit Administration, recently completed the report Good Practices to Encourage Bicycling and Pedestrians on Federal Lands. The report was developed for federal land managers interested in creating or expanding bicycle and pedestrian options in their units and looking for more information about successful models and practices. Bicycle and pedestrian transportation has many benefits of interest to federal land managers, including resource protection, reducing green house gas emissions, achieving financial sustainability, and improving visitor enjoyment and health. After reviewing bicycle and pedestrian planning documents from federal land units and selected cities and counties, the technical assistance team identified 11 components of an effective bicycle and pedestrian plan: needs assessment; partnerships; goals, objectives, and performance measures; bicycle and pedestrian network plan; design guidelines; maintenance policy and procedures; pedestrian and bicycle support facilities; cost and funding analysis; encouragement, education, and enforcement programs; evaluation and monitoring; and updates. This paper describes each component and presents illustrative examples. The full report contains additional examples and a more in-depth discussion of each component of the plan.

The river solofrana bicycle network: a project of green mobility

The article presents the “LungoSolofrana” project, has been carried out during the course “Urban and Mobility” in the academic year 2009/2010, held during the bachelor in Environmental Engineering at the University of Naples “Federico II”. The work has also been chosen as a finalist to participate at the “UrbanPromo 2010” contest, the urban and territorial marketing event sponsored by the National Institute of Urban Planning and Urbit which was held in Venice 27 to 30 October 2010. The project consists in a green mobility proposal, developed with an approach based on the integration of the environmental redevelopment of a portion of river Solofrana, situated in Salerno province, and of the renewal of seven local stations of the railway line Mercato San Severino – Nocera Inferiore, including the realization of a cycle-path network for the natural environment fruition. Furthermore the work drew attention and regards of the local and regional administration. The main intent of the project is to integrate sustainable mobility themes with the environment recovery in a territory affected by high environmental troubles. The area includes the municipalities of Nocera Inferiore, Nocera Superiore, Mercato San Severino, Castel San Giorgio and Roccapiemonte, situated in Salerno’s province, with a total population about 114.000 (font Demo ISTAT 2010). The area extension is about 84,30 sqkm and it is crossed by river Solofrana that is the central point of the project idea. The intervention strategy is defined in two kinds of actions: internal and external rail station interventions. The external rail station interventions regard the construction of pedestrian-cycle paths with the scope of increasing the spaces dedicated to cyclists and to pedestrians along the river Solofrana sides and to connect the urban areas with the railway station. In this way, it’s also possible to achieve an urban requalification of the interested area. On the other side, the interventions inside the station , according to Transit Oriented Development principles, aim at redeveloping common spaces with the insertion of new activities and at realizing new automatic cycle parks covered by photovoltaic panels. The project proposal consists of the urban regeneration of small railway stations along the route-Nocera-Codola Mercato San Severino in the province of Salerno, through interventions aimed at improving pedestrian accessibility. The project involves in particular the construction of pedestrian paths protected access to the station and connecting with neighboring towns and installation of innovative bike parking stations in elevation, covering surfaces coated with solar panels and spaces information. The project is aimed to propose a new model of sustainable transport for small and medium shifts as an alternative to private transportation.

Personal rapid transit for Canberra

We consider personal rapid transit (PRT) as a sustainable transit system for Canberra. We discuss the advantages of PRT and show that is has all of the advantages and features of both car ownership and public transport, with added attractions of its own. The most appealing feature of PRT is its cost. Previous studies have shown PRT to be cheaper than most other public transport systems. We show that PRT would be remarkably cost effective for a city planned like Canberra, particularly if there were sufficient incentives to significantly cut car ownership, including enhancement of the current excellent bicycle network.

Network Evaluation Tool to Improve Real and Perceived Bicycle Safety

Bicycles offer a promising transportation alternative to private motor vehicles, especially in areas with congestion, poor air quality, and high fuel prices. The study on which this paper is based sought rational methods for determining the most efficient use of the available funds to improve bicycle transportation. A bicycle network analysis tool was developed to assess the networkwide level of service offered to bicyclists in a study area. The tool uses route length and measures of perceived safety to quantify the bicycle friendliness of a street network. The tool can be used to compare networks and assist with the selection of locations for bicycle facility improvements.

Eco-Economy: Building an Economy for the Earth

In 1543, Polish astronomer Nicolaus Copernicus challenged the view that the Sun revolved around the Earth, arguing instead that the Earth revolved around the Sun. His paper led to a revolution in thinking-to a new worldview. Eco-Economy discusses the need today for a similar shift in our worldview. The issue now is whether the environment is part of the economy or the economy is part of the environment. Lester R. Brown argues the latter, pointing out that treating the environment as part of the economy has produced an economy that is destroying its natural support systems. Brown notes that if China were to have a car in every garage, American style, it would need 80 million barrels of oil a day-more than the world currently produces. If paper consumption per person in China were to reach the U.S. level, China would need more paper than the world produces. There go the world's forests. If the fossil fuel-based, automobile-centered, throwaway economic model will not work for China, it will not work for the other 3 billion people in the developing world-and it will not work for the rest of the world. But Brown is optimistic as he describes how to restructure the global economy to make it compatible with the Earth's ecosystem so that economic progress can continue. In the new economy, wind farms replace coal mines, hydrogen-powered fuel cells replace internal combustion engines, and cities are designed for people, not cars. Glimpses of the new economy can be seen in the wind farms of Denmark, the solar rooftops of Japan, and the bicycle network of the Netherlands. Eco-Economy is a road map of how to get from here to there.

Development of a Bike Path Management System for the University of Illinois at Urbana-Champaign

Bicycle transportation is an integral part of most college and university campuses. Bike network paths thus represent a sizable investment of operational funds for these institutions. The efficiency of bike travel on campuses is very high in that it is quick, accessible, and safe travel for the rider. When maintained in good condition, bike paths offer safety for both the bicycle rider and the pedestrian. The University of Illinois developed a bike path management system that allows the system to be monitored and inspected regularly to promote riding comfort and timely repairs and to avoid excess deterioration and safety hazards. This results in maximizing the bicycle path network to both the university and the rider. Bicycle paths are becoming more integrated into the nation’s infrastructure system. This was shown with the Intermodal Surface Transportation Efficiency Act, which supported bicycle transportation funding. Although the bike path management system presented was developed from campus bike routes, the system can be expanded and benefit communities also. As presented, the bike management system can provide the University of Illinois with a simple, yet effective, means to monitor, maintain, and budget to keep this facility in good condition.

Urban transport systems: the energy problem in the planning and development of cities

This paper investigates the evolution of urban cycling in Montreal, Canada and its link to both built environment indicators and bicycle infrastructure accessibility. The effect of new cycling infrastructure on transport-related greenhouse gas (GHG) emissions is then explored. More specifically, we aim at investigating how commuting cycling modal share has evolved across neighborhood built-environment typologies and over time in Montreal, Canada. For this purpose, automobile and bicycle trip information from origin–destination surveys for the years 1998, 2003 and 2008 are used. Neighborhood typologies are generated from different built environment indicators (population and employment density, land use diversity, etc.). Furthermore, to represent the commuter mode choice (bicycle vs automobile), a standard binary logit and simultaneous equation modeling approach are adopted to represent the mode choice and the household location. Among other things, we observe an important increase in the likelihood to cycle across built environment types and over time in the study region. In particular, urban and urban-suburb neighborhoods have experienced an important growth over the 10 years, going from a modal split of 2.8–5.3% and 1.4–3.0%, respectively. After controlling for other factors, the model regression analysis also confirms the important increase across years as well as the significant differences of bicycle ridership across neighborhoods. A statistically significant association is also found between the index of bicycle infrastructure accessibility and bike mode choice – an increase of 10% in the accessibility index results in a 3.7% increase in the ridership. Based on the estimated models and in combination with a GHG inventory at the trip level, the potential impact of planned cycling infrastructure is explored using a basic scenario. A reduction of close to 2% in GHG emissions is observed for an increase of 7% in the length of the bicycle network. Results show the important benefits of bicycle infrastructure to reduce commuting automobile usage and GHG emissions.