Cycling Routes Research Articles

Analytical Model of Passing Events for One-Way Heterogeneous Bicycle Traffic Flows

Heterogeneous bicycle traffic flows, consisting of electric bicycles (e-bicycles) and regular bicycles (r-bicycles), have become the main traffic form on shared bicycle routes in China due to the increasing number of e-bicycles. As a result, overtaking occurs frequently among bicycles, which affects cyclists’ safety and perception. This paper presents an analytical model to estimate the number of passing events in heterogeneous bicycle traffic flows. The relationships between passing events and the parameters of the heterogeneous bicycle traffic flow is established in the proposed model. The probability density functions of the speed of r-bicycles and e-bicycles are taken into consideration. The results of the model analysis show that the number of passing events increases with an increase in the flow rate and density. Both a difference in speed between different types of bicycle and the standard deviation of speed of each type of bicycle have positive correlations with the number of passing events. In addition, when the proportion of e-bicycles increases, the number of passing events first increases, and then decreases. The proposed model is calibrated against field data collected in Hangzhou. The results show that the model prediction is consistent with field observations. The model proposed in this paper provides an analytical approach to study the relationship between the characteristics of heterogeneous bicycle traffic flows and the number of passing events. This work can be considered a prerequisite for the development of the bicycle level of service criteria for heterogeneous bicycle flows.

Evaluating a data-driven approach for choice set identification using GPS bicycle route choice data from Amsterdam

Specifying the choice set for travel behaviour analysis is a non-trivial task. Its size and composition are known to influence the results of model estimation and prediction. Most studies specify the choice set using choice set generation algorithms. These methods can introduce two types of errors to the specified choice set: false negative (not generating observed routes) and false positive (including irrelevant routes). Due to increased availability of revealed preference data, like GPS, it is now possible to identify the choice set using a data-driven approach. The data-driven path identification approach (DDPI) combines all unique routes that are observed for one origin-destination pair into a choice set. This paper evaluates this DDPI approach by comparing it to two commonly used choice set generation methods (breadth-first search on link elimination and labelling). The evaluation considers the three main purposes of choice sets: analysis of alternatives in the choice set, model estimation and prediction. The conclusion is that the DDPI approach is a useful addition to the current choice set identification methods. The findings indicate that in analysing alternatives in the choice set, the DDPI approach is most suitable, as it reflects the observed behaviour. For model estimation the DDPI approach provides a useful addition to the current choice set generation methods, as it provides insights into the preferences of individuals without requiring network-data for additional information or generating routes. In terms of prediction, the DDPI approach is not suitable, as it is not able to perform well with out-of-sample data.

The Influence of Noise, Vibration, Cycle Paths, and Period of Day on Stress Experienced by Cyclists

Urban and transport planners need to assess the stressful conditions experienced by cyclists, considering that highly stressful situations can discourage people from cycling as a transport mode. Therefore, this study has two objectives: (1) to present a method for monitoring stress and other environmental factors along cycling routes using smart sensors; and (2) to analyze the influence of noise, vibration, presence of cycle paths, and the period of the day on stress experienced by cyclists. Data were collected in the city of São Carlos, Brazil, using stress and noise sensors, accelerometers, and Global Positioning System (GPS). Primarily, heat maps generated from the data made it possible to identify critical points of stress along the routes. In addition, the results of a logistic regression model were analyzed to identify the influence of the studied variables on stress. Although high levels of noise increased the odds of experiencing stress by 4%, very uncomfortable vibrations increased the odds by 14%, and the presence of cycle paths reduced the odds by 8%, an analysis of p-values and odds ratio confidence intervals shows, with a 95% confidence level, that only the period of the day influenced stress, as confirmed by the data. In this case, the odds of having stress increased by 24% in the afternoon rush hour compared to the morning rush hour.

Overview of cycling tourism in the Pomeranian voivodship

Pomeranian Voivodship thanks to the diversity of nature and terrain - the plains in Żuławy, hills in Kashubia, is a great area for cycling tourism. Pomeranian voivodship offers bicycle routes for both professional cyclists and those who cycle on a recreational trip. Cycling in this province has been developing very rapidly in recent years through the construction of new bicycle paths, organizing events for cyclists such as cycling critical mass, or improving existing road infrastructure, so as to minimize the risk of cyclists from other road users. This article reviews the existing bicycle routes in the Pomeranian Voivodship.

Risk compensation theory and bicycle helmets – Results from an experiment of cycling speed and short-term effects of habituation

It has been suggested that the safety benefits of bicycle helmets are limited by risk compensation. The current study contributes to explaining whether the potential safety effects of bicycle helmets are reduced by cyclists’ tendency to cycle faster when wearing them (as a result of risk compensation), and if this potential reduction can be associated with a change in perceived risk. A previous study (Fyhri & Phillips, 2013) showed that non-routine helmet users did not increase their speed immediately after being given a helmet to wear, while routine helmet users cycled more slowly. The current study tests whether the previously found reduction in speed in response to helmet removal – as an indirect indicator of risk compensation – could be established in non-routine helmet users, after a period of habituation while cycling with a helmet.We did this by conducting a randomized crossover trial, in which we used GPS-derived speed calculations and self-reported risk perception. To test the effect of habituation, we used a design where each participant took part in two rounds with a break between and each round having two trips. We collected the data in June 2015. Non-routine helmet users (N = 31) were recruited in the field (along cycle routes in Oslo), and through a sample drawn from the Falck National register of bicycle owners. In the first phase of the study, all participants were asked to complete a test route (2.4 km downhill) with and without a helmet. In the second phase of the experiment, conducted after 1.5–2 h, the same participants again completed the test route with and without a helmet. In the time between the first and second phases of the experiment, all participants were given helmets, and told to use them on a predefined bicycle route.Habituation to the helmet between the first and second phases of the experiment did not produce any decrease (with helmet removal) in speed, on top of the habituation that occurred while cycling down the hill (the order effect). Mean speed difference for cycling with/without a helmet before the break was −0.76 km/h, after the break this difference was 0.32 km/h; 95% CIs [−0.5, 2.9] and [−0.9, 1.5]. We argue that risk compensation is an unlikely effect of using a bicycle helmet, and probably cannot explain any adverse effects related to helmet legislation.

The concept of cycling infrastructure on the Gdansk - Hel route for vehicles with electric assistance

The existing cycling infrastructure on the Gdansk - Hel route is not ideal. Pomeranian Voivodship is still striving to improve its status by creating the Cycling Tourism Development Concept, which includes forecasts of changes for the coming years. This document includes plans for the development of bicycle routes, improved pavement on existing European and national routes, and the creation of biker-friendly places. However, all voivodship authorities' plans focus on facilities for cyclists moving on traditional vehicles. This article, based on available literature and market offers, presents a project of infrastructure necessary to navigate the Gdansk - Hel route with two-track vehicles equipped with an electric support system.

A study on route choice preferences for commuter and non-commuter bicyclists: a case study of Kharagpur and Asansol, India

The bicycle is one of the most affordable and flexible means of transportation in a developing country such as India. Despite being an important mode of transportation, a sharp decline in bicycle mode share has been observed in small and medium-sized Indian cities where trip lengths are favorable for bicycling. This decline could be attributed to inadequate bicycle infrastructure which should be improved not only to preserve the existing bicycle base, but also to attract new bicycle users. For such an improvement, it is essential to identify and evaluate key attributes that users value to select a bicycle route. In this study users’ preferences for bicycle infrastructure were collected with the help of stated preference survey in two Indian cities, Kharagpur and Asansol, and were used to estimate the choice preferences of both commuter and non-commuter bicyclists. In total, five different attributes were found to influence bicycle route choice, namely, road width, level of risk, route visibility, journey time and operating cost. With the collected data, random parameter logit (RPL) models were developed with and without considering heterogeneity around the means of the attributes. Based on the results of these RPL model coefficients and willingness to pay (WTP) values, the five attributes were estimated to quantify the perceived benefits associated with each attribute. Results indicate that the level of risk (a measure of perceived risk associated with motorized vehicles) is considered the most significant deterrent influencing bicyclist’s route choice decisions in both cities referred to above, followed by route visibility, road width and bicycle journey time. For almost all attributes, the WTP’s for non-commuters are found significantly higher than those for commuters.

Influences of cycle facilities on cycling to work

BackgroundIn recent years, promoting cycling as a means of transport has been put on multiple policy agendas, including health, transport and climate change. Provision of cycling facilities is important in promotion of bicycle use. However, there are no conclusive findings in terms of what cycling facilities are associated with higher levels of bicycle use.
 ObjectivesIn this paper we aim to assess the influence of off-road cycle paths and on-road lanes, by examining whether proximity to two types of cycle route is associated to the level of cycling to work. The research findings has potential to provide further evidence on policy interventions in promoting cycling to work through development of new cycling infrastructures.
 MethodsThe cycling to work data are from the 2001 and 2011 censuses at the output area level. Proximity to cycling facilities is defined for output areas if they are within 400 metres from their centroid to a cycle route. We fit regression models to examine the association of cycle paths and cycle lanes with levels of cycling to work adjusting for a number of socioeconomic factors.
 FindingsThe modelling results show that proximity to off-road paths is associated with increased levels of cycling to work but proximity to on-road lanes shows no effect.
 ConclusionsAlthough this is by no means indicative of a causal relationship, this research provides further evidence on the effects of cycle facilities on cycling behaviour, lending support on policy interventions that cycle facilities can be built to promote cycling to work. We will extend this research using the individual level census data which will give us opportunity to overcome the ecological fallacy. In addition we will use coarsened exact matching to identify a control group in order to make causal inference on the effect of cycle paths.

Beyond new roads and bridges

Purpose The purpose of this paper is to compare public preferences for investment and spending on non-automobile infrastructures (mass transit and bicycling) to preferences for new roads and the repair of current highways. The study explores the factors that explain preferences for non-automobile infrastructure using a three-factor model including self-interest (personal transportation benefits), concern for community-wide benefits (political beliefs), and concern for the economic impact. The study uses a case study of the urban context of the Hampton Roads region of Southeastern Virginia (USA). Design/methodology/approach The analysis uses data from a 2013 telephone survey of urban residents in the Hampton Roads area. Survey respondents were asked to identify their two investment priorities from four options: repairing existing roads, bridges, and tunnels; constructing new or expanding roads, bridges, and tunnels; expanding mass transit; and expanding bicycle routes and improving bike safety. Findings Repairing existing highway infrastructure is the most popular spending priority (66 percent of residents). There is as much support (46 percent) for investing in non-automobile infrastructure as for investing in new roads, bridges, and tunnels. Significant predictors of support for non-automobile infrastructure, using the three-factor model, are: length of commute time, self-identification as liberal, use of light rail, and a belief that light rail contributes to economic development. Originality/value The study examines public preferences for both non-traditional and traditional transportation infrastructure investments. It highlights the factors that contribute to public support for different transportation spending options.

Differences in physical environmental characteristics between adolescents\u2019 actual and shortest cycling routes: a study using a Google Street View-based audit

BackgroundThe objective evaluation of the physical environmental characteristics (e.g. speed limit, cycling infrastructure) along adolescents’ actual cycling routes remains understudied, although it may provide important insights into why adolescents prefer one cycling route over another. The present study aims to gain insight into the physical environmental characteristics determining the route choice of adolescent cyclists by comparing differences in physical environmental characteristics between their actual cycling routes and the shortest possible cycling routes.MethodsAdolescents (n = 204; 46.5% boys; 14.4 ± 1.2 years) recruited at secondary schools in and around Ghent (city in Flanders, northern part of Belgium) were instructed to wear a Global Positioning System device in order to identify cycling trips. For all identified cycling trips, the shortest possible route that could have been taken was calculated. Actual cycling routes that were not the shortest possible cycling routes were divided into street segments. Segments were audited with a Google Street View-based tool to assess physical environmental characteristics along actual and shortest cycling routes.ResultsOut of 160 actual cycling trips, 73.1% did not differ from the shortest possible cycling route. For actual cycling routes that were not the shortest cycling route, a speed limit of 30 km/h, roads having few buildings with windows on the street side and roads without cycle lane were more frequently present compared to the shortest possible cycling routes. A mixed land use, roads with commercial destinations, arterial roads, cycle lanes separated from traffic by white lines, small cycle lanes and cycle lanes covered by lighting were less frequently present along actual cycling routes compared to the shortest possible cycling routes.ConclusionsResults showed that distance mainly determines the route along which adolescents cycle. In addition, adolescents cycled more along residential streets (even if no cycle lane was present) and less along busy, arterial roads. Local authorities should provide shortcuts free from motorised traffic to meet adolescents’ preference to cycle along the shortest route and to avoid cycling along arterial roads.

Designing an Ontology to Describe Ecological Cycling Routes within the Province of Tungurahua

Tourism, a significant industry worldwide, has allowed for economic, social, and cultural development in rural areas because of all the advantages it offers to tourists. Ecuador is a country that presents a wide range of alternatives in the tourist field allowing a massive tourist influx to many of its destinations such as indigenous communities, natural reserves, and tourist, ecological, and volcanic routes. Most importantly, Ecuador encourages the conservation of the diversity resulting from such influx. The objective of this research is to design an ontology which facilitates a description of the bicycle tourist routes in the province of Tungurahua, and specifically in the city of Ambato. Apart from route descriptions, this ontology gives information about the flora and fauna and places of interest such as inns, hotels, and restaurants that can be found along this route. This ontology was developed based on the application and enforcement of semantic web technologies. That being said, all the described information is attached to an RDF vocabulary and it can be accessed using SPARQL. Therefore, information that is semantically described in an organized and standardized manner is available in order to allow for interoperability with other existing data sources. As for the development of the ontology, the methodology used was an open code software known as “protégé”. The OWL (Ontology Web Language) was also used as marked language and RDFS for the description of the employed vocabulary.

Choosing safe and suitable bicycle routes to integrate cycling and public transport systems

Bicycle utilization has become an important transportation mode in various cities during the past decade. It has brought a rapid growth as an important transport mode in many countries by providing several benefits for traffic, health and cost. However, the growing in bicycle utilization demand causes many problems such as safety, effectiveness etc. For this reason, other effective parameters on urban transport should be considered when planning new safe bicycle paths in the spatial platform. In this study, it was aimed to examine all these negative and positive effective parameters on safety and choice while integrating cycling with a public transport (bus link) system. To determine effective parameters on route choice, a Questionnaire Survey (QS) was carried out on 460 participants who are cycling for a long time in Isparta City/Turkey. It was obtained from the QS that Accident Prone Areas (APA) are the most important factor on cycling and public transport integration. The other parameters are determined as Bus Lane (BL), Road Side Car Park (RSCP), Bicycle Parks (BP), Road Grade (RG), Signalization (S), Traffic Capacity (TC), Connected Bike Lane (CBL) and Separated Bike Lane (SBL) according to their importance. In order to determine safer and serviceable bicycle routes selection problem, accident-prone locations (using Accident Reports and Geographic Information Systems-GIS), bus lines and survey data has been used in GIS. Also, a multi-criteria decision making approach Analytic Hierarchy Process (AHP) method is implemented to analyze survey data and decide effective parameters on safer and serviceable bicycle routes. It was found that safer and serviceable bicycle routes can be determined by the utilization of QS, GIS and AHP methods with together. Also, it was concluded that Accident Prone Areas, Bus Lanes and Road Side Car Parks are the most important factors while integrating cycling with a public transport system.

Evaluating the cycling comfort on urban roads based on cyclists' perception of vibration

Attainment of cycling comfort on urban roads encourages people to use bicycles more frequently, which has social and environmental benefits such as to improve air quality, alleviate congestion and reduce carbon emissions. Vibration is perceived by cyclists as one of the most important indicators of cycling comfort, and it greatly influences people's choice of bicycles. However, a comprehensive correlation between cyclists' perception of comfort and cycling vibration has not yet been established in the current knowledge. In this study, a total of 46 sections of 24 urban roads (approximately 11,500m in length of asphalt pavements) in the city of Xi'an, China, were selected for field test. An innovative Dynamic Cycling Comfort (DCC) measure system consisting of an accelerometer, GPS logger and smart phone, was installed on the hand bar of a shared bicycle typically used in Xi'an, to record the dynamic data of vibration, trail, speed and mileage. Reliability of the DCC was verified, and the effect of test conditions (speed, bicycle type) on vibration evaluated. The vibration data were processed in accordance with ISO 2631 to quantitatively characterize the vibration level on each tested section. Furthermore, a total of 17 volunteers participated in this test, and the cyclists' perception of vibration in each section was obtained via a purpose-designed questionnaire. The volunteers' perception of environmental factors such as scenery, weather, road geometry, congestion and traffic condition were summarized to evaluate the influencing factors for cycling comfort. The thresholds of acceptable rate, comfort level and vibration perceptible level were established, based on the correlation between cycling vibration awv and subjective perception described in the questionnaire. In addition, the cycling comfort on the asphalt pavements (3521 m) within Qujiangchi Park was mapped, to demonstrate the practical use of this study. Results showed that the DCC is able to capture the cycling data timely and accurately. K-means clustering analysis showed that the cycling vibration increases with the increase of cycling speed. Meantime, a heavier shared bicycle with solid tires results in higher cycling vibration compared with a lighter one with inflatable tires. In addition, the comfort level is proportional to acceptable rate, and inversely proportional to vibration perceptible level. The cycling comfort mapping for Qujiangchi Park proved that there is great potential to use the vibration (comfort) data to monitor pavement surface quality and for cyclists to determine their desirable cycling route. Results of this study should be interested by cyclists, bicycle manufacturers, transport planners and road authorities.

Cycling injury risk in London: A case-control study exploring the impact of cycle volumes, motor vehicle volumes, and road characteristics including speed limits

Cycling injury risk is an important topic, but few studies explore cycling risk in relation to exposure. This is largely because of a lack of exposure data, in other words how much cycling is done at different locations. This paper helps to fill this gap. It reports a case-control study of cycling injuries in London in 2013–2014, using modelled cyclist flow data alongside datasets covering some characteristics of the London route network. A multilevel binary logistic regression model is used to investigate factors associated with injury risk, comparing injury sites with control sites selected using the modelled flow data. Findings provide support for ‘safety in numbers’: for each increase of a natural logarithmic unit (2.71828) in cycling flows, an 18% decrease in injury odds was found. Conversely, increased motor traffic volume is associated with higher odds of cycling injury, with one logarithmic unit increase associated with a 31% increase in injury odds. Twenty-mile per hour compared with 30mph speed limits were associated with 21% lower injury odds. Residential streets were associated with reduced injury odds, and junctions with substantially higher injury odds. Bus lanes do not affect injury odds once other factors are controlled for. These data suggest that speed limits of 20 mph may reduce cycling injury risk, as may motor traffic reduction. Further, building cycle routes that generate new cycle trips should generate ‘safety in numbers’ benefits.

Do Online Bicycle Routing Portals Adequately Address Prevalent Safety Concerns?

Safety concerns are among the most prevalent deterrents for bicycling. The provision of adequate bicycling infrastructure is considered as one of the most efficient means to increase cycling safety. However, limited public funding does not always allow agencies to implement cycling infrastructure improvements at the desirable level. Thus, bicycle trip planners can at least partly alleviate the lack of adequate infrastructure by recommending optimal routes in terms of safety. The presented study provides a systematic review of 35 bicycle routing applications and analyses to which degree they promote safe bicycling. The results show that most trip planners lack corresponding routing options and therefore do not sufficiently address safety concerns of bicyclists. Based on these findings, we developed recommendations on how to better address bicycling safety in routing portals. We suggest employing current communication technology and analysis to consider safety concerns more explicitly.

Revealed Preference Methods for Studying Bicycle Route Choice-A Systematic Review.

One fundamental aspect of promoting utilitarian bicycle use involves making modifications to the built environment to improve the safety, efficiency and enjoyability of cycling. Revealed preference data on bicycle route choice can assist greatly in understanding the actual behaviour of a highly heterogeneous group of users, which in turn assists the prioritisation of infrastructure or other built environment initiatives. This systematic review seeks to compare the relative strengths and weaknesses of the empirical approaches for evaluating whole journey route choices of bicyclists. Two electronic databases were systematically searched for a selection of keywords pertaining to bicycle and route choice. In total seven families of methods are identified: GPS devices, smartphone applications, crowdsourcing, participant-recalled routes, accompanied journeys, egocentric cameras and virtual reality. The study illustrates a trade-off in the quality of data obtainable and the average number of participants. Future additional methods could include dockless bikeshare, multiple camera solutions using computer vision and immersive bicycle simulator environments.

Evaluation of land-use and transport network effects on cyclists' route choices in the Copenhagen Region in value-of-distance space

ABSTRACTGrowing interest in sustainable transportation systems has driven decision-makers toward policies and investments aimed at promoting cycling, but little to no effort has been made toward incorporating bicycle transport in transport planning models. This study contributes toward this direction by estimating a bicycle route choice model in value-of-distance space from a large sample of 3384 cycling trips that were traced with GPS devices in the Copenhagen Region. The novelty of this study lies in (i) observing cyclists' behavior in a cycling-oriented country, (ii) exploiting rich data about the cycling environment, (iii) estimating the model in value-of-distance rather than preference space, and (iv) not focusing only on preferences for traditional variables (e.g., distance, turns, hilliness, intersections, motorized road characteristics), but also on perceptions and preferences for bicycle facilities (e.g., bicycle lanes, bicycle paths, bicycle traces) and land-use designations (e.g., residential, industrial, sports, scenic areas). The findings from the model show that: (i) cyclists exhibit heterogeneous preferences for avoiding right and left turns, cycling the wrong way, using roundabouts and bridges, and cycling alongside residential and scenic areas; (ii) cyclists dislike cycling on unpaved and hilly surfaces and alongside larger roads; (iii) cyclists have clear perceptions about different types of bicycle facilities, with a preference for bicycle lanes and segregated paths; (iv) cyclists have clear perceptions about land-use designations, with a preference for cycling alongside sports and scenic areas; (v) time-of-day and air temperature contribute to the perceptions of cyclists and their preferences for bicycle facilities and land-use designations.

Gender gap generators for bicycle mode choice in Baltimore college campuses

This study explores the gender equity in bicycle mode choice and obstacles preventing women from bicycling to promote biking on major college campuses in the Baltimore metropolitan area. Socioeconomic data, travel preferences, mode accessibility, and individual factors of the surveyed population are used to identify generators of gender difference. To investigate gender equity, we develop a bivariate statistical analysis along with a two-level nested logit model. The results of the bivariate statistical analysis indicate females are about 30% less likely to bicycle from home to campus and are significantly more sensitive to environmental and infrastructural conditions. Complementary to the bivariate statistical analysis, the results of the two-level nested logit model demonstrate that distant trips, longer travel times, not having access to a bicycle, and an unsafe environment avert females from bicycling. We also find that undergraduate females are less likely to bike to campus than other group of students. The findings highlight that the integration of bicycle and transit services, advancing infrastructure to separate bicycle from motorized traffic, improving safety in bicycle facilities, and enhancing public knowledge about local bicycle routes promote bicycling among females.

Geolocated social media as a rapid indicator of park visitation and equitable park access

Understanding why some parks are used more regularly or intensely than others can inform ways in which urban parkland is developed and managed to meet the needs of a rapidly expanding urban population. Although geolocated social media (GSM) indicators have been used to examine park visitation rates, studies applying this approach are generally limited to flagship parks, national parks, or a small subset of urban parks. Here, we use geolocated Flickr and Twitter data to explore variation in use across New York City's 2143 diverse parks and model visitation based on spatially-explicit park characteristics and facilities, neighborhood-level accessibility features and neighborhood-level demographics. Findings indicate that social media activity in parks is positively correlated with proximity to public transportation and bike routes, as well as particular park characteristics such as water bodies, athletic facilities, and impervious surfaces, but negatively associated with green space and increased proportion of minority ethnicity and minority race in neighborhoods in which parks are located. Contrary to previous studies which describe park visitation as a form of nature-based recreation, our findings indicate that the kinds of green spaces present in many parks may not motivate visitation. From a social equity perspective, our findings may imply that parks in high-minority neighborhoods are not as accessible, do not accommodate as many visitors, and/or are of lower quality than those in low-minority neighborhoods. These implications are consistent with previous studies showing that minority populations disproportionately experience barriers to park access. In applying GSM data to questions of park access, we demonstrate a rapid, big data approach for providing information crucial for park management in a way that is less resource-intensive than field surveys.

Water Flow Regulation and Scheme Optimization in the Haihe River

Abstract To improve water quality in the Haihe River, 6 cycle routes and 16 water diversion schemes were simulated, and their influence on water quality was analyzed. First, a one-dimensional hydrodynamic and water quality model of the Haihe River was established. Then, according to an orthogonal experiment, 16 cycle schemes were proposed, and an orthogonal experimental table, including 3 factors and 4 levels, was used to optimize the 16 schemes. Average pollutant concentration from Sanchakou to the Erdao Sluice served as the index for orthogonal experiments. Index values were obtained from the model and the influence of three factors on chemical oxygen demand, total nitrogen, total phosphorus, and nitrogen ammonia was evaluated by range analysis. In addition, optimal schemes to reduce pollutants in each route were also obtained. After comparing the simulated results of the optimal schemes in each route, an optimal route was obtained. A combination of the one-dimensional hydrodynamic and water quality mod...