Bicycle Paths Research Articles

The effect of on- and off-road cycle paths on cycling to work: A study using administrative data

The effect of on- and off-road cycle paths on cycling to work: A study using administrative data

S8-4 Reaching beyond competitive sports. How International Sports Federation can use their main competitions to promote physical activity. A World Athletics pilot project

Abstract Purpose International Sports Federations (IF) are global governing bodies for each respective sport and their main duties are to organize international competitions, regulate and promote their sport. Despite their objective of promoting sports participation, their activity mostly focused on competitive/elite sports so far. International competitions not only represent the epitome of each sport but could also be used as an opportunity to improve the health of those living in the hosting city or the staff working for the local organising committee (LOC). The purpose of this pilot project was to measure the benefits of active commuting (AC) and leisure time physical activity (LTPA) of the staff involved in the World Athletics Championships Oregon22 during the two weeks of competition. Project description World Athletics partnered with StravaMetro□ to measure AC between official accommodation and competition venues, as well as the staff LTPA, during the Championships. Before the event, World Athletics staff was briefed on the project purposes and given information on AC options available in Eugene (pedestrian and cycling paths, bike rental). Staff members were encouraged to record their AC and LTPA through the Strava App. During the 2 weeks, a total of 18,656 walking/running trips (both AC and LTPA) were recorded in Eugene. This represents a 225.4% increase compared to the same period of the previous year. Furthermore, 2690 cycling commuting trips were recorded, representing a 143% increase. Conclusions This pilot project demonstrates that IF can efficiently use their main events to promote AC and LTPA to their staff and the workforce involved. Encouraging AC, improves the health of those active, reduces traffic related air pollution, road traffic, and transportation costs for the LOC. An upscaled approach adopted in the early phase of the event planning, involving spectators would amplify observed results and their health-related benefits. The post analysis by StravaMetro□ of the walking and cycling routes used by staff and spectators can also allow the host city to better define and create protected routes which represent a tangible legacy. These objectives require a strong collaboration between the IF, LOC, city government and the national institutions promoting AC and HEPA.

Analysis of the quality of bicycle paths and their relationship with bicycle use in Florianópolis

Bike lines are important structures in cities to promote active commuting. Thus, understanding the information inherent to its quality can help to understand its effects on human behavior. Assessing the quality of the bike paths in Florianopolis was the goal, using the QualiCiclo instrument and the SOPARC instrument for use profile. A total of 38 axes of cycle paths with 54 km of length were selected, and the qualitative analysis was classified as sufficient, with an overall average of 1.61 points. Observed 6,113 cyclists of which the majority were men, adults and in moderate intensity and better-quality bike paths have a greater number of cyclists (50.5%). Logistic regression analyzes showed that, usually, young people are less likely (OR:0.40; 95%CI: 0.24-0.67) to use bicycle paths classified as “good”. When observed by category, there is a greater chance of women using bike paths that have “good/excellent” quality of infrastructure and “sufficient” and “good/excellent” quality of signage. It is concluded that Florianopolis has an adequate network of cycle paths, however, the distribution of structures and cycle path connection is irregular between the regions of the city. A higher quality of bicycle path structures can promote greater use by women and the elderly, groups that perform less physical activity.

Data-Driven Approach for Urban Micromobility Enhancement through Safety Mapping and Intelligent Route Planning

Micromobility responds to urban transport challenges by reducing emissions, mitigating traffic, and improving accessibility. Nevertheless, the safety of micromobility users, particularly cyclists, remains a concern in urban environments. This study aims to construct a safety map and a risk-averse routing system for micromobility users in diverse urban environments, as exemplified by a case study in Lisbon. A data-driven methodology uses object detection algorithms and image segmentation techniques to identify potential risk factors on cycling routes from Google Street View images. The ‘Bikeable’ Multilayer Perceptron neural network measures these risks, assigning safety scores to each image. The method analyzed 5321 points across 24 parishes in Lisbon, with an average safety score of 4.5, indicating a generally safe environment for cyclists. Carnide emerged as the safest area, while Alcântara exhibited a higher level of potential risks. Additionally, an equation is proposed to compute route efficiency, enabling comparisons between different routes for identical origin-destination pairs. Preliminary findings suggest that the presented routing solution exhibits higher efficiency than the commercial routing benchmark. Risk-averse routes did not result in a substantial rise in travel distance or time, with increments of 7% on average. The study also contributed to increasing the existing amount of cycle path data in Lisbon by 12%, correcting inaccuracies, and updating the network in OpenStreetMap, providing access to more precise information and, consequently, more routes. The key contributions of this study, such as the safety map and risk-averse router, underscore the potential of data-driven tools for boosting urban micromobility. The solutions proposed demonstrate modularity and adaptability, making them fit for a range of urban scenarios and highlighting their value for cities prioritizing safe, sustainable urban mobility.

A bike trips survey as an impetus for the transition to sustainable cities and societies

This study aims to analyse the factors and strategies that condition the bicycle's use and highlight various unknown facts about the electric bicycle. To identify the brakes (examples: road safety, urban culture or social norms) on the use of the bicycle and the possibilities of modal shift, a survey was carried out within three main campuses at the University of Liege (ULg) in Belgium. A brief presentation of the main routes and the description of the route most taken (based on cartographic identification, a field visit and interviews) complete the survey results. During this study, 29,000 people (students, doctoral students, and staff members) were contacted to participate in the survey. The results of this work show that despite the topographical conditions of the city studied, a priori unfavourable, and some major obstacles, such as the lack of cycle paths and road insecurity, or the price in the case of the electric bicycle, the potential for a modal shift towards cycling, and particularly towards electric bicycles, is great. 70 % of respondents live less than 12 km from the University, a distance considered the limit for travelling by electric bike. Mitigating these brakes is a priority to stimulate modal shifts. The study of the image of the bicycle and the perception of the brakes shows that better communication could avoid erroneous evaluations as to the possibility of travelling by bicycle. Analysis of the profile of respondents reveals that contrary to the data in the literature, students represent the public least attracted to cycling. Initiating a modal shift to obtain a mass effect is therefore essential. One of the most important factors in pursuing a modal balance is the development of safe cycle paths, where a potential increase in bicycle use is recognized by 62 % of car users, 82 % of bus, 62 % of staff and 74 % of students. Finally, some paths are suggested to improve the downtown-rural cycle route and promote the use of bicycles in the university community.

Shrinkage Characteristics and Microstructure Evolution of Yili Loess under Different Wetting and Drying Cycles

The loess in Yili Valley is prone to landslides in the rainy season. We studied the influence law of shrinkage and the microstructure of the loess in Yili Valley under different wetting and drying cycles. Considering the climatic conditions and sampling depth of the study area, shrinkage tests were carried out under six kinds of dry and wet cycling paths. The fracture changes and shrinkage characteristics of the loess under different dry–wet cycling times were analyzed, and the deformation characteristics of the loess during the process of water-loss shrinkage under the dry–wet cycling conditions were discussed. The results show that (1) there is an exponential relationship between the number of dry and wet cycles and the final shrinkage rate. The influence of dry and wet cycles on the final shrinkage rate is significant in the early stage. (2) With the increase in the number of dry and wet cycles, the decline in the final shrinkage rate decreases, and the final shrinkage rate and shrinkage coefficient of soil also show a decreasing trend, while the soil sample area first increases and then gradually decreases, and the surface shrinkage cracking is gradually stable. The surface porosity tends to increase. (3) Under the action of repeated wet expansion and dry contraction, irregular cracks are produced inside the soil body, which leads to the increase in soil permeability, reduces the strength of the soil body, reflects the phenomenon of strength deterioration, and thus indicates the stability of loess slopes. The research results of this paper can provide an important parameter basis for the prevention and control of loess landslide geological disasters in Yili Valley.

Modelling the mass adoption potentials of eBikes among Malaysian youth.

This study examined (1) the effect of environmental concern, environmental knowledge, and health consciousness on attitude towards eBikes; (2) the effect of eBikes attributes of interest and infrastructure on perceived behavioural control; and finally, (3) the effect of attitude towards eBikes, subjective norms, and perceived behavioural control on eBikes commuting intention and its usage among Malaysian youth. This study adopted a cross-sectional design and convenience sampling, and collected quantitative data from 699 Malaysian youth through an online survey. Findings revealed that (1) environmental concern, environmental knowledge, and health consciousness had a positive and significant impact on attitude towards eBikes; (2) eBikes attributes of interest and infrastructure were positively and significantly related to perceived behavioural control; (3) attitude towards eBikes, subjective norms, and perceived behavioural control had a positive and significant effect on eBikes commuting intention; (4) eBikes commuting intention was positively and significantly related to the usage of eBikes; (5) eBikes commuting intention significantly mediated the relationship between attitude towards eBikes and perceived behavioural control on the usage of eBikes among Malaysian youth; and (6) eBikes commuting intention did not mediate the relationship between social norm and usage of eBikes. Although environmental knowledge and social norm are proven to have a positive and significant relationship, this analysis demonstrated a relatively low effect size. To promote environmental and sustainable development in cities through the mass adoption of eBikes among Malaysian youth, policymakers should highlight the benefits of using eBikes, introduce proper policies, and involve the development of improved and connected cycling paths in the city sustainable infrastructure plans.

Factors Affecting Travel Behaviour Change towards Active Mobility: A Case Study in a Thai University

This study investigates the factors influencing travel behaviour change towards active mobility (AM) in the context of a suburban university in Thailand. The research framework involves developing a qualitative questionnaire for a SWOT analysis. The outcomes of this analysis inform the creation of a quantitative questionnaire called the Stated Preference Survey. This survey collects opinions from 400 randomly selected individuals representing various demographics in the study area. The collected data are then analysed using a binary logistic regression model to explore the relationship between independent variables (such as demographics, travel characteristics, and perceptions of infrastructure and amenities) and the likelihood of individuals adopting AM. The results indicate that the demographic variables, such as gender and income, played a significant role, with males and higher-income individuals showing lower likelihood of adopting AM. The presence of well-designed infrastructure with aesthetic features and rest areas along pedestrian and bicycle paths positively influenced behaviour change. Safety and security measures, including protective measures against motorcycles on pedestrian paths, installing CCTV cameras, and safe crossings, also played a crucial role. However, promotional efforts through media and applications did not significantly contribute to behaviour change. Policymakers and urban planners can use these insights to effectively encourage AM.

Atypical intersection of a bicycle path and a carriageway with marked car priority: Which car drivers give way anyway?

The issue of the safety of vulnerable road users is particularly important at points of collision with other roads and road users. The most common solution at the intersection of a carriageway and a cycle path is a cycle crossing, with specific rules of priority for cyclists and drivers. However, the constantly increasing number of accidents involving cyclists prompts the creation of new and innovative solutions in infrastructure and traffic organisation. One novel solution in this respect takes the form of intersections of cycle paths with carriageways with traffic organisation that always gives priority to drivers, introduced in the city of Rybnik in Poland. The aim of the study is to analyse the behaviour of drivers at the intersection of the cycle path and the carriageway with signage indicating car priority in a situation when simultaneously a driver was coming along the carriageway and a cyclist was preparing to cross and crossed the intersection. The study took the form of a trial in which two cyclists—a man and a woman—negotiated the designated intersection in two directions. Drivers’ decisions to give or not to give priority were analysed in the context of the cyclist’s gender and direction of travel, as well as observable driver characteristics such as gender and residence based on the vehicle registration number. The study confirms that a significant number of drivers give priority to cyclists despite the rules at the intersection under study. However, no significant differences were found between the behaviour of female and male drivers. The study found that only one variable—place of vehicle registration—had a statistically significant relationship with giving priority to cyclists, contrary to the variables defining the gender of drivers and cyclists.

Traffic planning for the protection of vulnerable groups of persons exemplified by the City of Munich

Pedestrian and bicycle traffic make asignificant contribution to the traffic turnaround. Measures to improve the road safety of pedestrians and cyclists are insofar an important building block to asuccessful sustainable city and traffic planning. The mobility strategy 2035 of the City of Munich includes partial strategies for walking and cycling as well as for road safety, which was confirmed through former city council resolutions on Vision Zero. The most important measures for the comfort and safety of pedestrians are aspeed limit of 30 km/h, wide and free sidewalks (without obstacles) and crossing assistance with good visibility conditions. Depending on the local situation, sidewalk extensions, road islands, pedestrian crossings (zebra crossings) and traffic lights with attractive circuit conditions for pedestrians make crossing easier. The comfort and safety of cyclists can be improved with broad cycling paths along the main streets. They should allow the overtaking of cyclists in both directions. At least on side streets, acomprehensive speed limit of 30 km/h is an important issue. One-way streets should be open for oncoming cyclists against the one-way direction. At road crossings and road junctions the visibility of cyclists should be improved with road markings and widened bike lanes and there should be aconflict-free circuit of traffic lights, especially where there is ahigh percentage of commercial vehicles.

Associations between nutrition knowledge and obesity-related attitudes and physical activity among young adults from Kenya, South Africa, and the United Kingdom

Objective: This study’s aim was to test associations between nutrition knowledge and obesity-related attitudes and physical activity (PA) among 3000 18–35-year-old men and women from Kenya, South Africa (SA), and the United Kingdom (UK). Methods: A cross-sectional online survey was conducted in April 2022. To estimate nutrition knowledge, dietary recommendation knowledge score was computed using the standard General Nutrition Knowledge questionnaire. Obesity-related attitudes were from the British Social Attitudes Survey. Self-reported days of vigorous and moderate PAs and walking were used. Ordinal logistic regression was employed to test all associations, while adjusting for age group, gender and a household asset score. Using simple mediation, testing was also done to ascertain whether obesity-related attitudes mediated associations between nutrition knowledge and PA. Results: Consistently, better nutrition knowledge was associated with disagreeing that ‘There is no reason to worry about obesity’ (ORs ≥ 1.09), but lower odds of being against ‘Providing free weight management courses’ and ‘Creating/improving cycle paths and pavements to encourage PA’ (ORs ≤ 0.90). Better nutrition knowledge was also associated with higher vigorous PA in SA (OR = 1.09), and moderate PA (OR = 1.04) and walking (OR = 1.12) in the UK. In the combined sample, associations of nutrition knowledge with vigorous PA were fully mediated by believing that ‘Obesity results from not exercising enough’ (11.1% mediated). Likewise, associations of nutrition knowledge with moderate PA were fully mediated by attitude towards ‘Creating or improving cycle paths and pavements to encourage PA’ in the UK (38.9% mediated). Conclusions: Nutrition knowledge is associated with obesity-related attitudes and PA among young adults, but some relationships are country-specific. Interventions based on findings from high-income countries should be evaluated before being implemented in low-resource settings.

Immune deep reinforcement learning-based path planning for mobile robot in unknown environment

A new deep deterministic policy gradient (DDPG) integrating kinematics analysis and immune optimization (KAI-DDPG) is proposed to address the drawbacks of DDPG in path planning. An orientation angle reward component, linear velocity reward factor, and safety performance reward factor are added to the DDPG reward function based on kinematic modeling and analysis of mobile robots. A multi-objective performance index turns the path planning problem into one of multi-objective optimization. We propose KA-DDPG, which uses the orientation angle, linear speed, and safety degree as evaluation indices, and information entropy to alter the influence coefficient of the multi-objective function in the reward function. KAI-DDPG is proposed to address the low learning and training efficiency of KA-DDPG, using immune optimization to optimize the experience samples in the experience buffer pool. Performance indices of traditional path planning and the proposed techniques are compared on a gazebo simulation platform, and the results suggest that KAI-DDPG can mitigate the drawbacks of DDPG, such as a protracted training cycle and poor path planning technique, and can broaden the range of application.

Children’s and parents’ perceptions on safe routes to schools: a mixed-methods study investigating factors influencing active school travel

ABSTRACT The proportion of children walking or riding to school is dwindling in Australia, while pedestrian injuries are among children’s leading causes of death. A mixed-methods survey was conducted on children and parents of two schools in Australia to understand travel behaviours and attitudes towards active transport to school (ATS). Results showed that road safety perceptions predicted ATS, unlike distance to school and stranger danger. The design of the routes to school was found to be crucial in facilitating ATS, to address the fear of road danger. Practical implications include the need for more controlled pedestrian crossings and protected bike paths.

The impact of renewal of an urban park in Belgium on park use, park-based physical activity, and social interaction: A natural experiment

Studies investigating the impact of park renewal on park use, park-based physical activity (PA), and social interaction are scarce and mainly conducted in Australia and North-America. This study investigates the impact of renewal of an urban public park in Belgium, Europe, on park use, park-based PA, and social interaction using a natural experiment. Baseline observational data of park visitors and their levels of PA were collected in two public parks with similar features and amenities. After the renewal of one park (i.e., installation of (1) paved walking and cycling paths, (2) benches and picnic tables, (3) outdoor fitness equipment, and (4) playgrounds for different age categories), observations were repeated in both parks. At posttest, park users' social interaction was assessed. Generalized linear (mixed) models were fitted to investigate the impact of the renewal on the number of park visitors, their levels of PA, and their level of social interaction. We found that urban park renewal can strongly increase the number of park visitors across age categories. However, no evidence for an effect of park renewal on visitors' mean PA level was detected. Similarly, the level of social interaction observed among park visitors at posttest did not differ between both parks.

BIM Modelling of the AQP Touristic Cycle Path

BIM (building information modelling) has led to substantial improvements in all design steps. Applied mainly as an information management system in the digital design of structures and buildings, only in recent years has the use of BIM also extended to the construction of road infrastructure. The so-called I-BIM (infrastructure building information modelling) methodology supports the designer in the phases of construction and execution of the design considering all aspects related to the project, including sustainability. Through the software “Roads” of “SierraSoft S.r.l.”, in this article, the I-BIM approach has been used to design a 35 km cycle path as sustainable as possible. From an operational point of view, the design of a cycle path section begins with the modelling of the infrastructure in all its aspects: a study of the route, analysis of interference, modelling of the infrastructure (floor plan, profile and sections) and an intersection study. Creating an infrastructure that increases soft mobility vehicles through a comprehensive design, attracting as many users as possible, is the real innovative challenge.

Analysis of cycling network evolution in OpenStreetMap through a data quality prism

Abstract. Cycling practice has been constantly increasing for several years and the COVID crisis has just accelerated the process. Indeed, more and more municipalities have developed new cycle paths to facilitate cycling. Considering this increasing interest for cycling, it makes sense to study how this recent evolution is reflected in the underlying representation of the cycling network in the geographic databases. Main studies analysing the evolution of the road network focus on the motor vehicle network in the major cities of the world. These studies do not seem applicable to cycling network specially to some low population density areas or even to smaller cities. This paper analyses the changes in the cycling network through OSM data from a data freshness perspective. These changes can be either updates from changes in the real-world network or upgrades to the network. To these end, we propose a method using a Monte Carlo simulation (MCS) to analyse the frequency of changes in cycling routes in several areas with different population density, all in the Loire Valley region in France. We also define the cycling network, which is a very complex concept and we explain how it is represented in OSM data and suffers from different data quality issues. Results show that the number of changes across time are similar in areas having a similar population density, while being lower in low population density areas. These phenomena is higher in the cycling network compared to other networks.

EVALUATION OF THE PROVISION OF SPECIFIC BICYCLE LANES IN THE MALANG CITY

Even though special bicycle lanes have been provided, there are still many obstacles that make the provision of these lanes ineffective. Problem parking vehicles in bicycle lanes, as well as the lack of awareness of motorists who use special bicycle lanes, can threaten the safety of their users. Based on the results of the analysis using the IPA (Importance Performance Analysis) method, it is known that the highest service suitability level includes attractive bicycle path designs, harmonious land use and vegetation, and green or white colors on the bicycle lane symbol. The IPA method is divided into four quadrants where quadrant one has low satisfaction while the level of importance is high. There are signs for cyclists, command and prohibition signs, street lighting, backrests that allow bicycles to be locked, cyclists are prioritized over motorists, and height and pavement materials are safe for cyclists, therefore improvements need to be made to create special lanes a bicycle that can bring a sense of security and comfort to the user. Keywords: Bike Lane; Importance Performance Analysis Method; Evaluation

Carrots Without Sticks: Cycling Policy of Mediumsized Polish Cities

Abstract Development of cycling infrastructure is becoming a global trend in urban policies. High congestion, mitigating smog and CO2 reduction have led to the re-birth of cycling as a significant mode of urban mobility. The article aims to present the response of medium-sized Polish cities (ranging from 100.000 to 200.000 residents) to these challenges, which are among the most important problems to solve within the next decades. The study analyses the cycling policy of Polish cities, showing the dynamic increase in kilometres of cycle paths constructed (often built alongside street renovation projects), as well as the boom in bike-sharing programmes. Shortcomings such as the lack of consistency in realisation and varied implementation in different cities and culturally ingrained preference for cars, related to historical experiences of post-communist cities, are also outlined. The Polish approach is the cautious policy of carrots without sticks, in which solutions facilitating bicycle travel are not followed up by deterrents against using cars. As a result, there are no political conflicts and opposition regarding this issue, but the numbers of cyclists (although increasing) is still lower than in the world’s leading bicycle cities.

Bicycling geodesics are Kirchhoff rods

A bicycle path is a pair of trajectories in , the ‘front’ and ‘back’ tracks, traced out by the endpoints of a moving line segment of fixed length (the ‘bicycle frame’) and tangent to the back track. Bicycle geodesics are bicycle paths whose front track’s length is critical among all bicycle paths connecting two given placements of the line segment. We write down and study the associated variational equations, showing that for each such geodesic is contained in a 3-dimensional affine subspace and that the front tracks of these geodesics form a certain subfamily of Kirchhoff rods, a class of curves introduced in 1859 by Kirchhoff, generalizing the planar elastic curves of Bernoulli and Euler.

A Protocol for Microclimate-Related Street Assessment and the Potential of Detailed Environmental Data for Better Consideration of Microclimatology in Urban Planning

This paper presents a warning that there is a need for better consideration of microclimatology in urban planning, particularly when addressing microclimate-related human comfort in designing outdoor public spaces. This paper develops a protocol for microclimate-related street assessment, considering simultaneous dynamic environmental components data gathering and better understanding of microclimatic conditions when commuting by bicycle. The development of new information and communication technologies (ICTs) has the potential for overcoming the gap between microclimatology and urban planning, since ICT tools can produce a variety of soft data related to environmental quality and microclimate conditions in outdoor spaces. Further, the interpretation of data in terms of their applicability values for urban planning needs to be well addressed. Accordingly, this paper tests one particular ICT tool, a prototype developed for microclimate data collection along cycling paths. Data collection was performed in two European cities: Bilbao (Spain) and Ljubljana (Slovenia), where the main objective was the development of a protocol for microclimate-related street assessment and exploration of the potential of the collected data for urban planning. The results suggest that the collected data enabled sufficient interpretation of detailed environmental data and led to a better consideration of microclimatology and the urban planning of cycling lanes. The paper contributes to urban planning by presenting a protocol and providing fine-grained localised data with precise spatial and temporal resolutions. The data collected are interpreted through human comfort parameters and can be linked with rates/levels of comfort. As the collected data are geopositioned, they can be presented on a map and provide links between environmental conditions within a spatial context.