Bicycle Paths Research Articles

Interventions based on environmental determinants for nutritional and physical activity behaviours in Colombia: a scoping review

ObjectiveTo identify, systematically, the interventions based on environmental determinants to improve the nutritional and physical activity (PA) habits available in Colombia.DesignA scoping review was performed according to the guidelines of...

Economic analysis of bicycle tracks using the HDM-4 model - case study for São Paulo city

In addition to technical studies, bicycle paths should be a product of planning and investment policies considering the ability of projects to generate socioeconomic benefits, implementing policie’s objective analysis relevant to the feasibility of projects for the implementation of exclusive bike tracks. In this paper the Non-Motorized Traffic (NTM) model of the HDM-4 (Highway Development and Management) software is applied for the analysis of different alternatives for bicycle lanes, evaluating aspects such as current and potential cyclists demand, operation speed, capital costs and economic profile of bicycle users. The combination of such variables leads to technical and economic alternatives whose analysis results relevant differences in their profitability indicators. The analyses were carried out considering two scenarios; the first comprises the analysis of the profitability of alternatives structured with normative guidelines that, in terms of speed, represent ideal operating conditions; the second scenario consists of a more realistic evaluation for the city of São Paulo, considering speed restrictions and diversifying the user profile according to the per capita income of the main regions of the city. The results reflect interregional diversity about the desirability of bikeway projects based solely on the monetary benefits of reduced travel times. The kern results point out financial risk of the projects as governed by speed and traffic, also requiring a demand of over 1000 bicycles/day and an operation that exceeds 8 km/h to support bicycle projects investments.

RIVER ECOSYSTEMS OF THE UKRAINIAN CARPATHIANS: NATURAL FEATURES, AND URBAN PLANNING ORGANIZATION OF COASTAL TERRITORIES

For each city with a unique natural basis, the connection with the water space determines the historical process and patterns of development, structure and architectural appearance, cultural traditions and way of life, typology and status of urban spaces. An important component of comfortable living conditions in cities is the harmonious coexistence of urban environment with nature: river arteries, green parks, neighborhoods of birds, animals, and waterfowl feed cities with natural energy, balance anthropogenic impact, and neutralize smoke, pollution, car noise. But in the face of powerful growing urbanization, the degradation of the natural component is a sad reality. The natural features of the river mountain ecosystems of the Carpathians are considered. The Carpathians have the highest density of river networks - in this relatively small area, there are about 28 thousand rivers, streams, and streams. The river with its coastal territory, floodplain, coastal meadows, fields, forests is a whole harmoniously connected ecological system - the degradation of one component leads to an imbalance, to the violation of natural ties, to the loss of the integrity of the ecosystem. It is important to preserve the floodplain, which is a natural protection zone for the river, ecotones, and river biocenosis. It is possible to improve the condition of rivers and preserve biodiversity only if balanced management is implemented throughout the river's catchment area. Mountain and foothill regions of the Carpathians are distinguished by the highest specific weight of forests and shrubs in Ukraine (56.1% of the territory) and the lowest agricultural development (36.4%) and plowed land (17%). Carpathian rivers are regulated by dams due to frequent floods - the total rise of water reaches 5 m or more; the width of the dam space is 200-300 m.
 The lack of a convenient network of tourist trails along the picturesque Carpathian rivers and streams, bicycle paths, trails for horseback riding, and the improvement of ecological promenade routes limits tourists to visit and have a comfortable rest in this beautiful region of Ukraine. The experience of foreign specialists in the urban planning organization of the coastal areas of mountain rivers proves the importance of a harmonious combination of the natural component with the comfort of the improvement of the coastal zone. The following examples prove the possibility of creating a comfortable coastal environment in difficult mountain conditions, while maintaining the natural balance of the river ecosystem. The landscaping of the coastal areas of mountain rivers in the Czech Republic, Switzerland, and Japan was analyzed. Proposals regarding the urban planning organization of the coastal territories of the mountain river ecosystems of the Carpathians are presented.

O3-3 Active commuting and healthy behavior among adolescents in neighborhoods with varying socioeconomic status

The World Health Organization recommends active commuting to and from school as a source of physical activity. Worldwide, active commuting, i.e. walking or biking, is determined by various factors including gender, socioeconomic status of families and neighborhoods, the built envormnet, distance to schools, perceived neighborhood safety, life styles, and availability of walkways, biking paths and parks. Previous studies from Swedish indicate that the proportion of youth being active commuters descres with age, but has also decresed over time. This study aimed at assessing health and environmental factors associated with modes of transportation to and from school among 333 adolescents aged 16-19 living in a middle-sized city in Sweden.The present city has 380 kilometer of walking and biking paths that cover the whole city, of which parts are heated in the winter to avoid snow and ice. Still, only 32% of the adolescents were active commuters to and from school. Active commuting was linked to other healthy behaviours including more frequenct daily consumption of fruits and vegetables and less frequent consumption of junk food. Morover, the presence of well illuminated walking and biking paths was strongly associated with active commuting, as compared to not having access to less illuminated paths. However, the relation between active commuting and socioeconomic status of the neighborhood was complex and needs to be explored in future larger studies.The results will be used to increase awareness of the health and enviromental benfits of active commuting among adolencnets, schools, and local policy makers.

Characterization of luminescent road markings

Photoluminescent paints for road marking application have been evaluated through laboratory measurements and visibility computations. The luminance decay in the dark was measured after constant excitation during at least 6 hours. To study the effect of night-time lighting conditions, luminance was measured under a constant low illumination (simulating moon and light pollution), and a periodic lighting, simulating automotive traffic. Measurements were also carried out on luminescent road marking applied on real pavement in a full-scale mock-up. Then, possible uses and limits of photoluminescent road markings were investigated through visibility computations based on the COST 331 model. Findings suggest luminescent road markings could strengthen the visual guidance of drivers on the road with traffic by increasing the visibility distance beyond the headlamp beams during the first few hours of the night, and in unlit areas such as bicycle paths, but the performance depends on the night-time illumination level.

Optimization of shared bike paths considering faulty vehicle recovery during dispatch

Abstract With the rapid development of China’s social economy and the improvement of the level of urbanization, urban transportation has also been greatly developed. With the booming development of the internet and the sharing economy industry, shared bicycles have emerged as the times requirement. Shared bicycles are a new type of urban transportation without piles. As a green way of travel, shared bicycles have the advantages of convenience, fashion, green, and environmental protection. However, many problems have also arisen in the use of shared bicycles, such as man-made damage to the vehicle, the expiration of the service life of the vehicle, etc. These problems are unavoidable, and the occurrence of these failure problems will also cause serious harm to the use of shared bicycles. This article aims to study the path optimization of shared bicycles considering the recovery of faulty vehicles during dispatching. Based on the K-means spatial data clustering algorithm, a path optimization experiment of shared bicycle recycling scheduling considering the recycling of faulty vehicles is carried out. The experiment concluded that the shared bicycle recycling scheduling path based on K-means clustering planning significantly reduces the total time spent and the total cost of performing recycling scheduling tasks. Among them, the unit price of recycling and dispatching of each faulty shared bicycle has dropped by 4.1 yuan compared with the market unit price. The conclusion shows that the shared bicycle recycling scheduling path considering faulty vehicle recycling based on K-means clustering algorithm has been greatly optimized.

Does cycling to work benefit mental health? A natural experiment using linked administrative data.

ObjectivesWe spend an increasing part of our daily lives commuting. Observational studies have shown commuting by bicycle improves subjective well-being. This study uses a quasi-experimental approach and an objective measure of mental health taken from linked administrative data to ask “does cycling to work benefit mental health?” ApproachPrevious studies have tended to use cross-sectional survey data which have small sample sizes and self-reported health measures that are subject to reporting bias. The potential for unmeasured confounding and reverse causation also weakens any conclusions. Our study links the Scottish population census with NHS Prescribing Information System records for data on commuting in Edinburgh and Glasgow and mental health prescriptions, respectively. Although there are complexities in determining causal effects from observational data, we employ an instrumental variable approach to address this using road distance from home to nearest cycle path as an instrument. ResultsApproximately 400,000 people aged 16-74 living and working in the City of Edinburgh and Glasgow City council areas as at the 2011 census were included in our study. Of those, 1.85% of commuters in Glasgow and 4.8% of commuters in Edinburgh cycled to work. Amongst cyclists 9% had a prescription for mental health compared to 14% amongst non-cyclists. More than 50% of commutes in both cities are less than 5km. Using the instrumental variable in a bivariate probit model we estimate an average treatment effect of -16.1% (95% confidence interval: -15.1% to -17.1%) in mental health prescriptions amongst those who cycle to work compared to those who use other forms of transport. ConclusionThis work confirms the benefit of cycling to work for mental health and provides further evidence in support of the promotion of active travel to encourage commuters travelling shorter distances to shift to cycling to work.

Estimating the Health Effects of Adding Bicycle and Pedestrian Paths at the Census Tract Level: Multiple Model Comparison.

BackgroundAdding additional bicycle and pedestrian paths to an area can lead to improved health outcomes for residents over time. However, quantitatively determining which areas benefit more from bicycle and pedestrian paths, how many miles of bicycle and pedestrian paths are needed, and the health outcomes that may be most improved remain open questions.ObjectiveOur work provides and evaluates a methodology that offers actionable insight for city-level planners, public health officials, and decision makers tasked with the question “To what extent will adding specified bicycle and pedestrian path mileage to a census tract improve residents’ health outcomes over time?”MethodsWe conducted a factor analysis of data from the American Community Survey, Center for Disease Control 500 Cities project, Strava, and bicycle and pedestrian path location and use data from two different cities (Norfolk, Virginia, and San Francisco, California). We constructed 2 city-specific factor models and used an algorithm to predict the expected mean improvement that a specified number of bicycle and pedestrian path miles contributes to the identified health outcomes.ResultsWe show that given a factor model constructed from data from 2011 to 2015, the number of additional bicycle and pedestrian path miles in 2016, and a specific census tract, our models forecast health outcome improvements in 2020 more accurately than 2 alternative approaches for both Norfolk, Virginia, and San Francisco, California. Furthermore, for each city, we show that the additional accuracy is a statistically significant improvement (P<.001 in every case) when compared with the alternate approaches. For Norfolk, Virginia (n=31 census tracts), our approach estimated, on average, the percentage of individuals with high blood pressure in the census tract within 1.49% (SD 0.85%), the percentage of individuals with diabetes in the census tract within 1.63% (SD 0.59%), and the percentage of individuals who had >2 weeks of poor physical health days in the census tract within 1.83% (SD 0.57%). For San Francisco (n=49 census tracts), our approach estimates, on average, that the percentage of individuals who had a stroke in the census tract is within 1.81% (SD 0.52%), and the percentage of individuals with diabetes in the census tract is within 1.26% (SD 0.91%).ConclusionsWe propose and evaluate a methodology to enable decision makers to weigh the extent to which 2 bicycle and pedestrian paths of equal cost, which were proposed in different census tracts, improve residents’ health outcomes; identify areas where bicycle and pedestrian paths are unlikely to be effective interventions and other strategies should be used; and quantify the minimum amount of additional bicycle path miles needed to maximize health outcome improvements. Our methodology shows statistically significant improvements, compared with alternative approaches, in historical accuracy for 2 large cities (for 2016) within different geographic areas and with different demographics.

Factors Influencing Intended Bicycling Behavior

Bicycling for transportation and recreation has many benefits including human health, greenhouse gas reduction, and community building. Understanding the factors that influence intentions to bicycle can help community planners improve access to bicycle routes and facilities for residents. This study examines the facilitators, constraints, motivations, demographic and experiential characteristics, and intentions to ride a bicycle of the residents of the Town of DeWitt in Central New York State. Data were collected using a mail and internet survey during the summer of 2015. Survey questions focused on constraints/facilitators, motivations, intentions, demographics, recent participation in bicycling during the summer of 2015, and lifetime involvement in bicycling (i.e., number of years). Of the 1,253 questionnaires distributed, a qualified sample of 1,206 households was obtained; 56 questionnaires were completed online and 417 were returned by mail, resulting in a 39% response rate. Descriptive statistics and path analysis were used to identify determinants of bicycling intentions. Lack of adequate infrastructure was identified as a significant constraint on bicycling intentions, while support for infrastructure enhancements, enjoyment from riding, riding to spend time with friends and family, and number of children in the respondent’s household all directly and significantly influenced intentions to bike ride. Other factors (i.e., infrastructure connections in the community, spending time outdoors, support from others for biking, gender, free time, age, and income) indirectly influenced intentions. The results indicate that respondents would likely be in support of infrastructure improvements in the future, especially if these improvements create safer riding locations for both adults and children. In addition, the analysis made it possible to discern previously unrecognized factors influencing bicycling intentions, such as gender-based differences in level of support for biking infrastructure enhancements, the number of children in the household, and the importance of biking as a social experience. Incorporating off-road bike paths and gathering places for bicyclists into future planning efforts would likely be supported by residents seeking safe riding experiences for themselves and their children.

Between Protest and Counter-Expertise: User Knowledge, Activism, and the Making of Urban Cycling Networks in the Netherlands Since the 1970s

Around 1970, high numbers of traffic casualties among cyclists led to the creation of numerous local protest movements in the Netherlands. While activists employed protest strategies, their main interest lie in the way they exemplify a highly successful instance of “lay expertise”; the idea that users of a technology have a fundamentally different and valuable perspective on a technology than experts or system-builders. Specifically, cyclists claimed to be more knowledgeable about cycling conditions and safety than the state-employed engineers and traffic experts who built the roads and cycling path network. A key actor in this story is the Dutch Cyclists’ Union (Fietsersbond), a national platform of local action groups formed in 1975. These activists used the cycling experience of everyday utilitarian cyclists to compile maps and blacklists of locations where cycling was dangerous, unpleasant, uncomfortable, or otherwise discouraging. In doing so, they successfully claimed legitimacy as a valuable knowledge partner for local engineers and policymakers. As a result, they gained some level of influence within local governments, a relation which in the intervening years has only grown stronger. This case study shows how users can shape socio-technical systems bottom-up, and can therefore to an extent be seen as a successful example of co-construction of technology.

Variation of Adriatic and Wiener indices for different cycle lengths and paths

The outcome of a transformation of chemical structure into mathematical model results in numerical descriptor. The chemical compound of a molecule is encoded into a useful number called molecular descriptor. These numerical descriptors have significant importance in the applications of physico-chemical properties of QSAR/QSPR/QSTR studies. Motivated by the work of Vukicevic, Wiener index and Adriatic index are determined for a path attached to cycles of length [Formula: see text]3. The attached cycle is gradually moved through the set of vertices of the path to study the variation of the Wiener index. It is found that the Adriatic index is equal for all such graphs but the Wiener index, however, appears to be different in every case and lengths.

How do design aspects influence the attractiveness of cycling streetscapes: Results of virtual reality experiments in the Netherlands

Understanding the determinants of cycling and thus creating optimal cycling conditions is still a challenge. The current study addresses this challenge by providing in-depth exploration of attributes of bicycle infrastructure, traffic volume, gradients, urbanisation degrees in stimulating cycling for various population categories. Participants had to cycle in a simulated VR environment mirroring the streetscape of a real Dutch city. The cognitive (e.g., safety perception) and affective (e.g., enjoyment, attractiveness) response was measured, real time. The results suggest that various attributes impact the cognitive and affective components to different extents. In particular, bicycle path presence and intersection absence had a positive impact on safety perception. Greenness of the environment contributed for lifting the attractiveness of the cycling experience. Hight car traffic had a negative impact on the way safety, enjoyment and attractiveness of cycling was perceived. Current outcomes should be implemented in creating bicycle infrastructure that appropriately meets the demand for attractive cycling experience that is safe and enjoyable for all.

STRUCTURAL EVALUATION ON PEDESTRIAN BRIDGE CONSTRUCTED OF TRUSS STRUCTURE AND CASTELLATED BEAM

A pedestrian bridge is a structure linking a pedestrian or bike path over or around a major roadway, railway, or waterway. The truss bridge (TRB) and the bridge with a castellated beam (CBB) are the common models of the pedestrian bridge. Past studies have revealed the structural behavior of TRB and CBB, but the performances of both bridges have not yet been comparatively confirmed. This study examined the TRB and CBB structural performances to obtain the better bridge model due to applied loading. The research was started by establishing the bridge models and employing the load combinations. The analysis resulted in the internal forces and they were used to design the bridges. The design is referred to as the SNI-1729-2020. This research revealed that the TRB exhibited structural performances, i.e., deflection and internal force, better than those of the CBB. Nevertheless, due to the many steel members, the TRB presented a heavier bridge than the CBB.

Bio-Morpheme as innovative design concept for “Bio City” urban structure in the context of water-saving and human health

This paper presents a novel model of an elementary autonomous housing complex called Bio-Morpheme, intended to be an element of a Bio-City's structure. Its novelty manifests from the idea of urban form integration with the form of the water transformation cycle in the building and its immediate surroundings. Key factors include the retention and utilisation of rainwater in the Bio-Morpheme. Another feature of the proposal is the potential to use Bio-Morpheme-like complexes as autonomous units or combine them into larger structures based on integrated water management in typologically diverse city zones. Define the urban and architectural features of a Bio-Morpheme complex allowed using the proposed theoretical model to verify the potential for comprehensive water management featuring the utilisation of rainwater and stormwater harvested from roofs, pavements, bicycle paths, and roads. The study assumed climate and hydrological conditions for Krakow, Poland, predicting the potential for application. The authors observed that a Bio-Morpheme's structure allows for incorporating 41% of the collected runoff into its water supply infrastructure and using this water for domestic purposes when the remaining water can be direct to a surface reservoir. The reservoir provides the Bio-Morpheme's residents with direct contact with a water surface and enhances the microclimate. The Bio-Morpheme model is a solution that allows for rationalizing processes in elementary urban structure cells, which has a beneficial effect on lowering the demand for grid-sourced water and the amount of sewage produced. It also allows for introducing a surface reservoir into an urban interior and guarantees the highest quality of the environment and the health of residents.

Multimodal urban mobility and multilayer transport networks

Transportation networks, from bicycle paths to buses and railways, are the backbone of urban mobility. In large metropolitan areas, the integration of different transport modes has become crucial to guarantee the fast and sustainable flow of people. Using a network science approach, multimodal transport systems can be described as multilayer networks, where the networks associated to different transport modes are not considered in isolation, but as a set of interconnected layers. Despite the importance of multimodality in modern cities, a unified view of the topic is currently missing. Here, we provide a comprehensive overview of the emerging research areas of multilayer transport networks and multimodal urban mobility, focusing on contributions from the interdisciplinary fields of complex systems, urban data science, and science of cities. First, we present an introduction to the mathematical framework of multilayer networks. We apply it to survey models of multimodal infrastructures, as well as measures used for quantifying multimodality, and related empirical findings. We review modeling approaches and observational evidence in multimodal mobility and public transport system dynamics, focusing on integrated real-world mobility patterns, where individuals navigate urban systems using different transport modes. We then provide a survey of freely available datasets on multimodal infrastructure and mobility, and a list of open-source tools for their analyses. Finally, we conclude with an outlook on open research questions and promising directions for future research.

Harmonious Labelings Via Cosets and Subcosets

In [Abueida, A. and Roblee, K., More harmonious labelings of families of disjoint unions of an odd cycle and certain trees, J. Combin. Math. Combin. Comput., 115 (2020), 61-68] it is shown that the disjoint union of an odd cycle and certain paths is harmonious, and that certain starlike trees are harmonious using properties of cosets for a particular subgroup of the integers modulo m, where m is the number of edges of the graph. We expand upon these results by first exploring the numerical properties when adding values from cosets and subcosets in the integers modulo m. We will then show that these properties may be used to harmoniously label graphs involving a more complex starlike tree, which we will call the snowflake graph.

Faktor-Faktor yang Memengaruhi Pemilihan Moda Transportasi Berjalan Kaki dan Sepeda di Kota Bogor

The development of the city as an economic and trade node is very important for the urban system and the regional economy. The distribution of centralized public facilities and services attracts people to work in the city center. In these conditions, the ideal form of the city is needed because to reach work, school, public services and so on can be done only by walking or cycling. This study aims to examine the characteristics and behavior of walking and bicycle mode selection based on the shape of the urban environment, demographic, social and economic conditions of the community. And look at the factors that might influence the decision to choose the mode of transportation. This study uses a quantitative deductive approach. This research method is based on a questionnaire along with interviews and field observations. The study was conducted in eight urban villages in the city of Bogor. The target respondents are individuals who reside/domicile in the area. The results showed that walking mode was the most frequently chosen mode of travel. In addition, the bicycle mode is the second most frequently used mode. The influencing city form factor is the access and affordability of public facilities and services such as bus stops and commercial areas. In addition, population density and the level of land use are also influential factors. Furthermore, demographic, social, and economic factors that influence are income, personal vehicle ownership, days of travel, and ability to walk based on the furthest distance. In addition, there are other factors that influence, namely the travel time to the destination, affordable costs, as well as the safety and comfort of pedestrian and bicycle paths.

Faktor-Faktor yang Memengaruhi Pemilihan Moda Transportasi Berjalan Kaki dan Sepeda di Kota Bogor

The development of the city as an economic and trade node is very important for the urban system and the regional economy. The distribution of centralized public facilities and services attracts people to work in the city center. In these conditions, the ideal form of the city is needed because to reach work, school, public services and so on can be done only by walking or cycling. This study aims to examine the characteristics and behavior of walking and bicycle mode selection based on the shape of the urban environment, demographic, social and economic conditions of the community. And look at the factors that might influence the decision to choose the mode of transportation. This study uses a quantitative deductive approach. This research method is based on a questionnaire along with interviews and field observations. The study was conducted in eight urban villages in the city of Bogor. The target respondents are individuals who reside/domicile in the area. The results showed that walking mode was the most frequently chosen mode of travel. In addition, the bicycle mode is the second most frequently used mode. The influencing city form factor is the access and affordability of public facilities and services such as bus stops and commercial areas. In addition, population density and the level of land use are also influential factors. Furthermore, demographic, social, and economic factors that influence are income, personal vehicle ownership, days of travel, and ability to walk based on the furthest distance. In addition, there are other factors that influence, namely the travel time to the destination, affordable costs, as well as the safety and comfort of pedestrian and bicycle paths.

Influence of Community Characteristics and Perception Against the Comfort Level of the Bike Path Sudirman Street, DKI Jakarta

The bicycle mode of transportation is an environmentally friendly vehicle, does not cause air pollution and supports sustainable development. Cycling is the second best mode of transportation after buses which will become a fashion in the future. Cities where bicycle infrastructure is added will increase bicycle users by 48 percent, and when compared to other cities that do not add bicycle lanes, this is already greater. In this study, multiple regression analysis was used to show the influence of characteristics as well as people's perceptions of the convenience of the bicycle lane on Jalan Sudirman, DKI Jakarta. The results showed that there was an influence of public perception on the level of comfort of the bicycle lane. The bicycle mode of transportation being the most inclusive and sustainable is the easiest and cheapest.

Investigating the impact of multiple feeding attempts on mosquito dynamics via mathematical models

A deterministic differential equation model for the dynamics of terrestrial forms of mosquito populations is studied. The model assesses the impact of multiple probing attempts by mosquitoes that quest for blood within human populations by including a waiting class for mosquitoes that failed a blood feeding attempt. The equations are derived based on the idea that the reproductive cycle of the mosquito can be viewed as a set of alternating egg laying and blood feeding outcomes realised on a directed path called the gonotrophic cycle pathway. There exists a threshold parameter, the basic offspring number for mosquitoes, whose nature is affected by the way we interpret the transitions involving the different classes on the gonotrophic cycle path. The trivial steady state for the system, which always exists, can be globally asymptomatically stable whenever the threshold parameter is less than unity. The non-trivial steady state, when it exists, is stable for a range of values of the threshold parameter but can also be driven to instability via a Hopf bifurcation. The model’s output reveals that the waiting class mosquitoes do contribute positively to sustain mosquito populations as well as increase their interactions with humans via increased frequency and initial amplitude of oscillations. We conclude that to understand human–mosquito interactions, it is informative to consider multiple probing attempts; known to occur when mosquitoes quest for blood meals within human populations.