City Road Network Research Articles

Computerized Road network modeling using open street map sources in GIS: Basrah province as a case study

Information sources have developed considerably in recent years; many electronic platforms are able to provide valuable information regards engineering topics. One of the most important data sources is the open street map (OSM) platform, providing editable geographic information for most of the world, with different levels of accuracy and at different points in time. Road network mapping requires a high level of effort and accuracy, due to the complexity of the modelling and the amount of information that needs to be included in the feature class. OSM can support road network modelling by providing a different kind of data. In this paper, a systematic procedure was investigated for the production of an automated road network for Basrah city, as a case study for the use of OSM in Geographic Information System (GIS) 10.8 software. Specific spatial analysis tools such as road density and network analysis were also implemented. This study validated a computerised procedure to extract OSM data via two methods of validation and demonstrated the immediate applicability of this data for density and network analysis. The research results show a significant reduction in time and effort required to produce an accurate Basrah city road network using OSM data sources. Density analysis and network analysis show the importance and validity of the produced road network.

Entropy of city street networks linked to future spatial navigation ability.

The cultural and geographical properties of the environment have been shown to deeply influence cognition and mental health1-6. Living near green spaces has been found to be strongly beneficial7-11, andurban residence has been associated with a higher risk of some psychiatric disorders12-14-althoughsome studies suggest thatdense socioeconomic networks found in larger cities provide a buffer against depression15. However, how the environment in which one grew up affects later cognitive abilities remains poorly understood. Here we used a cognitive task embedded in a video game16 to measure non-verbal spatial navigation ability in 397,162 people from 38 countries across the world. Overall, we found that people who grew up outside cities were better at navigation. More specifically, people were better at navigating in environments that were topologically similar to where they grew up. Growing up in cities with a low street network entropy (for example, Chicago) led to better results at video game levels with a regular layout, whereas growing up outside cities or in cities with a higher street network entropy (for example, Prague) led to better results at more entropic video game levels. This provides evidence of the effect of the environment on human cognition on a global scale, and highlights the importance of urban design in human cognition and brain function.

Location-privacy preserving partial nearby friends querying in urban areas

This work studies the location-privacy preserving proximity querying in the context of proximity-based services (PBSs), a special kind of location-based services (LBSs). The users register with the trusted PBS provider and specify their own personalized location privacy profile to be enforced against the curious friends (other registered users). Due to the urban area constraint, the user mobility is only on the city road network which is modeled as a weighted directed graph. The users share their own precise locations with the PBS provider and also query the nearby friends, the metric of which is defined on the shortest path on the graph. The proposed location privacy model ensures the location anonymity of the friends on the graph. To this end, two anonymity models, called weak location k-anonymity and strong location k-anonymity, are introduced to protect against the identified consecutive attack scenarios. The attack scenarios model the belief of the attacker (the query issuer) on the whereabouts of the friends. The PBS provider simulates the belief of each attacker on every users’ whereabouts and suppresses some friends from the query result to ensure the location anonymity of each and every user at all times. Effective and efficient algorithms, needing no cryptographic protocols, have been developed to provide weak/strong location k-anonymity. An extensive experimental evaluation, mainly addressing the issues of privacy/utility tradeoff and runtime efficiency, on two real graphs with a simulated mobility is presented.

A Route Choice Model for Road Network Users in Mountainous Cities considering Vulnerability

Urban resilience has become one of the core arguments of sustainable urban development. The urban road system should also respond effectively to various changes or impacts and reduce the uncertainty and vulnerability of road network caused by emergencies. A route choice model considering the vulnerability was proposed. The model analyzed the traveler’ behavior in complex road network. The model is validated by the road network in Chongqing city. First, the vulnerability of road network in mountainous cities is defined, and the failure situation and state classification of road network considering vulnerability are analyzed. The results show that travelers with different sensitive states have obvious different route choice behavior in vulnerable networks. Since nonsensitive users do not reserve travel time in the early days, they are more inclined to respond to emergencies quickly and then choose fast detour paths. However, sensitive users have set off earlier than normal time and have psychological expectations of emergencies. They have more time to maintain the existing path. Finally, a calculation example is used to test that a certain section of the road network fails randomly, and network users can effectively choose the individual optimal route under different failure states.

Hotspot identification on urban arterials at the meso level

Urban arterials form the main structure of city street networks, and typically have high traffic volume and high crash frequency. To reduce the number of crashes, hotspot identification (HSID) is the first step in the traffic safety management process, and often utilizes crash prediction models. Classical crash prediction models investigate the relationship between roadway characteristics and traffic safety at the micro level, that is, they treat road segments and intersections as isolated units. Micro-level analysis has limitations, however, when examining urban arterial crashes: 1) signal spacing is typically short for urban arterials in dense street networks, and there are interactions between intersections and road segments that classical models do not accommodate; and 2) for practical engineering, a hotspot to which countermeasures are applied generally consists of several adjacent intersections and road segments instead of a single intersection or road segment. To address these concerns, signalized intersections and their adjacent road segments were combined into meso-level units, which were adopted to investigate traffic safety data from 21 urban arterials in Shanghai, China. To determine if the meso-level unit is the most suitable research unit for identifying hotspots on urban arterials, and if so, which HSID method can most consistently identify them, this study identified micro-level (separate intersection and road segment) and meso-level (combined intersection and road segment) hotspots using crash frequency, empirical Bayesian (EB), potential for safety improvement (PSI), and full Bayesian (FB) methods. To evaluate the performance of the HSID methods, hotspot consistency over two years was tested. The results showed that 1) EB and PSI performed better than the other methods no matter which research unit was used; 2) substantial inconsistency between the identified micro- and meso-level hotspots. To identify both hazardous corridors and individual intersections and road segments on urban arterials, a combination of micro- and meso-level hotspots should be recommended to local transportation authorities.

Typology, network features and damage response in worldwide urban road systems.

We survey the network properties and response to damage sustained of road networks of cities worldwide, using OpenStreetMap (OSM) data. We find that our primary damage response variable , which is the average shortest time needed to reach all nodes in a road network (which stand in for locations within a metropolitan area) from an initial node (which stands in for the location of a center for disaster relief operations), is strongly linearly–correlated with pd, the fraction of the road network segments damaged. We find that this result, previously reported for a city’s road network as opposed to grid and scale-free idealizations, is widely present across the road networks we have examined regardless of location. Furthermore, we identify three families of road networks according to their damage response, forming a typology by which we can classify city road networks. Using this typology, we identify the family of road networks which may be of most concern from a humanitarian standpoint. We also find that, of the properties of the road networks we examined, the average shortest path length, 〈lmin〉 and the average node degree, 〈k〉, proxies for city road network size and complexity respectively, are very significantly–correlated with damage susceptibility. In addition to forming a damage response typology by which city road networks could be classified, we consider five cities in detail, looking at risks and previous disaster events. Our results offer a generalizable framework in evaluating the feasibility of coursing relief efforts within disaster–affected areas using land–based transportation methods. They also provide, albeit in retrospect, a glimpse of the time difficulties which occurred, and the stakes of life involved in the humanitarian crisis which developed in the Kathmandu area due to the earthquakes of April and May 2015.

An investigation of users’ perception on non-motorized transport services in a municipality area: A cross-sectional study on Pabna municipality

BackgroundNon-motorized transport (NMT) is a suitable and long-term mode of travel for both developing and developed countries. In Bangladesh, the number of motorized vehicles on the road is rapidly increasing; approximately 300 new motorized vehicles are added to the road every day. Due to the fact that non-motorized transportation is an integral part of overall city mobility, it has received relatively less attention in city and municipal street network planning and construction. This study tries to explore the condition of non-motorized transport services and facilities provided by the local government institutions in Bangladesh. MethodsThe data used in this study were obtained using verbal interviews supported by questionnaires to evaluate users travel behavior and their satisfaction with non-motorized transport facilities. A total of 120 participant responses were considered for further investigation. The questionnaire for the study was created after much research and brainstorming. There were two sections to the questionnaire. The first component collects non-parametric data on socioeconomic factors and travel patterns. The second portion collects parametric data on user satisfaction with non-motorized services, including variables like accessibility, road infrastructure, safety, and environmental impact. Each factor's level of satisfaction ranged from poor to excellent, as judged by a 4-point Likert scale. Result and conclusionFindings shows a strong significant correlation among four pair of variables. Strong positive correlation of 0.816 is found between noise and dust condition, positive correlation of 0.572 is found between well circulated network and dust condition are linked together. Strong negative correlation of −0.615 is found between access to public transport and efficient speed. PCA explained 24 percent of the total variance, with significant positive loading of the effects of NMT mode choice, which causes noise condition (F7: 0.963) and dust condition (F8: 0.849); and weak positive loading of efficient speed (F5: 0.481), and influence on ride smoothness (F10: 0.407). The noise and dust condition are very much problematic issues in mode selection in Bangladesh.

Аналіз транспортних потоків та прогнозування інтенсивності руху різних видів транспорту на прикладі вулично-дорожньої мережі м. Черкаси

The study of traffic flows of different types of transport of the road network of Cherkasy on the example of st. Gagarin (microdistrict "Mytnytsia"). The authors emphasize the fact that the modern street and road network of cities, including Cherkasy, which was calculated and built earlier, based on much lower traffic, is overloaded with vehicles of various kinds. In the context of European integration, in particular the introduction of a new speed regime in populated areas, there is also an increase in vehicle delays in accommodation areas, such as unregulated pedestrian crossings or traffic lights. The results of the study are proposed to be used in the process of reorganization of the street and road network of Ukrainian cities. The developed regression models allowed to analyze the delay of vehicles depending on the intensity of pedestrians at pedestrian crossings with or without artificial inequality and with the corresponding probability to predict the intensity of traffic on Gagarin Street in Cherkasy (microdistrict "Mytnytsia").

Аналіз транспортних затримок в центральній частині міста та шляхи їх зниження

The main task in ensuring the appropriate level of organization of traffic on the street and road network of cities is to minimize traffic delays, increase traffic safety, provide transport and pedestrian communication between the planning elements of the city. Problems caused by the deterioration of the street and road network significantly affect the work of the entire transport complex of the city. Significant traffic delays, congestion, characterized by increased travel time, deterioration of transport services, increased pollution of urban environment due to increased emissions and noise, increasing the number of road accidents indicate the inconsistency of the road network of cities to the modern level of motorization. To ensure the required capacity of the elements of the road network, there is a need to create appropriate road conditions, namely the construction of new and reconstruction of existing engineering structures and elements of streets and roads. However, addressing these issues may not always improve the performance of the entire network, as, in parallel with technical measures based on the construction and reconstruction of transport infrastructure, the application of effective traffic management measures to manage traffic in urban areas should be addressed streets. When creating conditions for optimizing the operation of regulated intersections, it is necessary to take into account the technical condition of vehicles, road conditions and the condition of the road surface. One of the main tasks of any traffic organization is to increase the capacity of intersections and reduce vehicle delays, ie the passage of traffic lights with minimal delay. To solve the problem of congestion of the street and road network of the city is to increase the efficiency and use of coordinated management of traffic and pedestrian flows, improving the operation of traffic lights. To implement the introduction of coordinated traffic light regulation, or the so-called green wave, it is necessary to establish the intensity and composition of traffic flows, the capacity of the elements of the road network and the modes of operation of traffic light facilities. The paper considers the results of the study of the impact of coordinated traffic management in the central part of Rivne on reducing traffic delays when passing intersections by vehicles and proposed technical solutions to improve road safety by equipping intersections with additional technical means of traffic control.

Моделирование передвижения транспортных средств на основе макроскопической фундаментальной диаграммы транспортного потока

The article discusses the possibilities of traffic modeling for predicting changes in vehicle accumulation and analyzing the state of traffic flow based on a macroscopic fundamental diagram at the network level. The macroscopic fundamental diagram of the traffic flow is one of the most effective and active methods for predicting the conditions of the functioning of the road network in cities. For the reliability of the study, the transport data of intelligent video surveillance on the street and road network of the central part of the city were used. Jinan (China). Based on the obtained diagrams, a piecewise two-zone system is constructed that can represent all possible states of the traffic flow. The dynamics of the dependence of the transport system between incoming and outgoing flows is shown in the frame of a piecewise two-zone system. For a specific analysis of the state of the traffic flow, modeling was carried out using the MATLAB 2019a mathematical modeling complex. As a result of traffic modeling, specific analytical equations of the system dynamics are obtained and patterns of changes in the accumulation of cars in the considered zones are presented. According to the trend of calculated car accumulation curves, a proposal has been made to design a traffic management strategy in different states of the traffic flow: for those states that are within the limit of collecting attractive curves, it is possible to apply weakened control - for those states that tend to the congestion point in the diagram, it is necessary to apply strict traffic flow control.

АНАЛІЗ ВПРОВАДЖЕННЯ ІНТЕЛЕКТУАЛЬНИХ ТРАНСПОРТНИХ СИСТЕМ В ЄВРОПЕЙСЬКИХ МІСТАХ

Introduction. This article discusses the essence of the intelligent transport system. Its concept is described and the main components of implementation are identified. The results of the introduction of the intelligent transport system in European cities are studied Problem Statement. An unpredictable increase in the level of motorization annually leads to congestion on the city's road network. This leads to increased consumption of time, fuel and emissions, as well as delays in public transport, which affects its popularity among locals. Thus, it worsens the environmental situation in the city, especially in its central part, because it is in it that the largest congestion of cars is observed. Infrastructure needs to be developed to solve this problem, but it usually requires significant financial and time costs. Therefore, it is necessary to look for alternative solutions to the problem. Purpose. Analyze the feasibility of implementing intelligent transport systems to reduce congestion in European cities.

Дослідження безпеки дорожнього руху на автошляхах

The indicators of road safety on the roads of Ukraine, on the example of Ternopil region are analyzed. It is established that currently in the world road accidents are one of the main causes of death and disability, and create annual GDP losses of 1 to 3%. It is investigated that for January - July 2021 on the street and road network of Ternopil region 1509 road accidents were registered, which is 19% more than for the same period last year (2020 - 1271 accidents). Organizational measures to improve traffic safety on the road network are proposed. Measures to improve traffic safety on the city's road network are divided into three main areas. The first direction was to organize traffic directly on the road network, the second - in the development of public transport and giving priority to travel. From the point of view of traffic safety, the construction of plans for coordination of traffic light facilities taking into account the movement of public transport can be an acceptable method. The third direction is the direct informational impact on drivers of vehicles.

CuRL: A Generic Framework for Bi-Criteria Optimum Path-Finding Based on Deep Reinforcement Learning

Traditional path-finding studies basically focus on planning the path with the shortest travel distance or the least travel time over city road networks. In recent years, with the increasing needs of diverse routing services in smart cities, the bi-criteria optimum path-finding problem (i.e., minimizing path distance and optimizing extra cost or utility according to users’ preference) has drawn wide attention. For instance, in addition to distance, the previous studies further find routes with more scenery (utility) or less crime risk (cost). However, existing works are scenario-oriented which optimize specific cost or utility, ignoring that the routing planner should be universal to deal with both cost and utility in different real-life scenarios. To fill this gap, this paper proposes a generic bi-criteria optimum path-finding framework ( <bold xmlns:mml="http://www.w3.org/1998/Math/MathML" xmlns:xlink="http://www.w3.org/1999/xlink">cu</b> RL) based on deep reinforcement learning (DRL). Specifically, we design a novel state representation and reward function for the DRL model of <bold xmlns:mml="http://www.w3.org/1998/Math/MathML" xmlns:xlink="http://www.w3.org/1999/xlink">cuRL</b> to overcome the challenges that 1) the cost and utility should be optimized with minimal path distance in a unified manner; 2) the diverse distributions of cost and utility in various scenarios should be well-addressed. Then, a transition preprocessing method is proposed to enable the efficient training of DRL and avoid detours. Finally, simulations are performed to verify the effectiveness of <bold xmlns:mml="http://www.w3.org/1998/Math/MathML" xmlns:xlink="http://www.w3.org/1999/xlink">cuRL</b> , where two criteria (i.e., solar radiation and crime risk) are modelled based on the real-world data in downtown New York. Comparing with a set of baseline algorithms, the evaluation results demonstrate the priority of the proposed framework for its generality.

ИЗМЕНЕНИЕ ПАРАМЕТРОВ ГОРОДСКОЙ ТРАНСПОРТНОЙ СИСТЕМЫ ПРИ ВВЕДЕНИИ ПЛАТЫ С ВЛАДЕЛЬЦЕВ АВТОМОБИЛЕЙ ЗА ПОЛЬЗОВАНИЕ УЛИЧНО-ДОРОЖНОЙ СЕТЬЮ

The article deals with the issues of changing the urban mobility in the case of the introduction of toll for car owners on urban roads. A mathematical model of the influence of the cost of the 1 km road travel on the number and share of movements by transport types and movement modes has been developed. The analysis of changes in the structure of population mobility and traffic parameters for the morning time, calculated using a simulation macromodel of Tyumen in the program PTV VISUM is given. With the introduction of tolls on the city road network with a tariff of 30 rubles per 1 km the share of movements by passenger cars is reduced from 40 to 16 %.

ДИНАМІЧНА МАРШРУТИЗАЦІЯ ПРОЦЕСІВ ДОСТАВКИ ВАНТАЖІВ У МІСТАХ НА БАЗІ СИНЕРГЕТИЧНОГО ПІДХОДУ

The paper proposes synergetic approach for simulation the processes of optimization of routes for the delivery of goods taking into account the non-stationary dynamics of traffic flows on sections of the urban road network. Within the framework of synergetic Lorentz model, the analytical dependences of the change in the speed of the traffic flow on the characteristic time of the change in the dynamics of the traffic flow and the density of the traffic flow in the network sections are determined. Further, based on the obtained dependence of the traffic flow speed on its density by using a modified self-organization algorithm of the ant colony, the route on the network is optimized. Here the urban road network is represented as a bidirectional weighted graph. The main element of the modification is that it implements the possibility of asynchronous movement of the each ant colony agent at a certain speed. In addition, it is also possible to fix the results of optimization of a partially traveled path for calculating a further route when the edge weight (length) of the graph changes during the movement. This allows you to management the route optimization process, taking into account the dynamic state of the network, which depends on the speed of movement of vehicles on certain sections of the 171 network. These changes in speed can be caused by an increase in the congestion of network sections, the occurrence of traffic jams, emergency situations, etc. To test the proposed method, simulation of route optimization processes was carried out within the framework of the traveling salesman problem, taking into account the real dynamics of traffic flows on the example of the road network of Kyiv city. Here, when conducting research on some selected sections of the network, the average density of traffic flows at certain points in time during the day was experimentally determined. Based on the simulation results, a number of effects were identified. These effects are associated with the rebuilding of optimal routes when the average speeds of vehicles on the model sections of the network decrease to certain boundary values corresponding to certain modes of traffic flow. The paper discusses the possibility of using the proposed method in intelligent transportation systems. In particular, this method can be used to solve dynamic vehicle routing problems using information about traffic prediction. KEYWORDS: TRAFFIC FLOW, URBAN ROAD NETWORK, SYNERGETIC LORENTZ MODEL, SYNERGETIC APPROACH, ANT ALGORITHM

Construction of Regional Intelligent Transportation System in Smart City Road Network via 5G Network

This purpose of the research is to explore the construction status and prediction performance of intelligent transportation systems in the road network of smart cities based on 5G (5th Generation Mobile Communication Technology) network, and further intellectualize the smart city. Aiming at the diversity and complexity of regional traffic influencing factors of road network in the construction of smart city, this research carries out resource real-time load balancing scheduling from the perspective of 5G heterogeneous network. Meanwhile, CNN (convolutional neural network) in the introduced deep learning algorithm is improved, and finally an intelligent traffic prediction model is constructed based on 5G load balancing and AlexNet network. The model is simulated and its performance is analyzed. The results show that the algorithm proposed is compared with LSTM (Long Short-Term Memory), CNN, RNN (Recurrent Neural Network), VGGNet (Visual Geometry Group Network), and BN (Bayesian network) models regarding Accuracy, Precision, Recall, and F1. It is found that the road network prediction accuracy of the algorithm proposed is 94.05%, which is at least 4.29% higher than that of the model algorithm proposed by other scholars. The analysis of network data transmission synchronization performance suggests that there are obvious performance improvements in access delay, access collision rate, reliability, and network throughput. Among them, the packet loss rate is lower than 0.1, the access collision rate is basically stable at about 0, the access time is stable at about 75ms, and the sending throughput is basically maintained at about 1, which is significantly better than the performance of other algorithms. Therefore, the intelligent transportation system can achieve better data transmission performance under the premise of ensuring high prediction performance, with prominent instantaneity, which can provide experimental basis for the intelligent development of transportation in smart cities.

MODELING TRANSPORT INTERSECTIONS OF CITY STREETS WITH ADAPTIVE TRAFFIC CONTROL

The introduction of automated traffic control systems on the road network will improve the efficiency of its work. This will lead to an increase in throughput and improve the uniformity of traffic parameters. The number of stops, braking, wear of the undercarriage of cars, consumption of engine oil, fuel will decrease, and the environmental burden on the environment will be reduced. Modeling transport intersections is one of the fundamental methods for studying the functioning of the road network. This method is used in all types of work related to the improvement, modi­fication, reconstruction, and expansion of the road network. Modern techniques for modeling traffic intersections allow recreating the movement of all road users through them, and predicting the results for many years to come, considering changes in both external factors (number of users for crossing) and internal (crossing configuration). To evaluate the efficiency of the intersection, the initial data are taken from field observations. These include a random value of the traffic flow; pedestrian flows; traffic light cycle length; proximity to other intersections; the length of the transport queue when a permissive traffic light signal is given. The analysis of the obtained data makes it possible to assess the current situation on the road network and does not allow to make a forecast for the future when the parameters of the transport intersection change. This is where intersection modeling comes in handy. The intersection model allows predicting the operation of a traffic intersection, considering changes in both the entire road network and particular changes in the traffic intersection itself. The article proposes a transport intersection model based on experimental data obtained during a full-scale experiment, as well as taking into account the uneven throughput. In relation to a traffic intersection, the capacity unevenness index affects the overall capacity of the intersection, traffic safety through the intersection, the magnitude of traffic delays, the magnitude of traffic losses, and the number of maneuvers in the stream. In addition, the introduction of the non-uniformity parameter will make it possible to predict the magnitude of transport delays and queues more accurately. The proposed model can be used to create a set of measures to improve the road network of large and major cities, a decision to rebuild a transport intersection, or build an interchange in its place.

ПОВЫШЕНИЕ БЕЗОПАСНОСТИ УЧАСТКА УЛИЧНО-ДОРОЖНОЙ СЕТИ ГОРОДА ЗА СЧЕТ РЕГУЛИРОВАНИЯ ТРАНСПОРТНЫХ И ПЕШЕХОДНЫХ ПОТОКОВ

One of the most emergency sections of the street and road network of a large city is considered, full-scale studies of the intensity of traffic and pedestrian flows are carried out. In order to improve road and environmental safety, simulation models based on a discrete-event approach using a traffic library were built, virtual experiments were conducted. Proposals for the reconstruction of the investigated section of the road network are formulated.

Effects of urban road environment on vehicular speed. Evidence from Brescia (Italy)

Inappropriate speeds are key factors that may affect the occurrence and the severity of road crashes. Although rural roads are influenced by more severe crashes than urban roads, perhaps due to the higher vehicular speeds, the latter suffer from a higher frequency of crashes. Therefore, exploring factors affecting the vehicular speed in the urban area is crucial. The literature provided several models to usually estimate the operating speed (i.e., V85) in rural roads. However, further investigations are needed to provide these estimations in the urban areas. In addition, these models often estimate the 85th percentile of the speed distribution, that cannot represent the entire distribution. Therefore, the problem of the speed prediction distribution is also a challenge in urban roads. This paper addresses this challenge by exploring the effects of some road factors on the vehicular speed along segments of urban roads. First, this speed is modelled as a random variable with a normal distribution. Next, by using 11,466 car spot speed data collected along a portion of the urban road network of city of Brescia (Italy), two multiple linear regression models were run for the estimation of the speed mean and the related standard deviation, respectively. Preliminary results showed that the presence of median, the bus stop density, the presence of curb and the type of adjacent land are significant predictors of the vehicular speed distribution on urban roads. These results may support road management agencies to set proper actions on speed management, especially for existing roads and/or critical section roads in urban areas.

The relationship between bicycle traffic and the development of bicycle infrastructure on the example of Warsaw

The article presents the relationship between the intensity of bicycle traffic volume and the development of bicycle infrastructure on the example of Warsaw. There has been a big increase in cycling over the last decade. At the same time, the linear and point bicycle infrastructure developed very strongly. Similar trends are also observed in other cities in Poland. The article presents the types of infrastructure available to cyclists. Then, the method of assessing the bicycle infrastructure is presented, taking into account the five features of good bicycle infrastructure: cohesion, directness, attractiveness, safety and comfort. In terms of coherence, the analysis covered the bicycle infrastructure network in the vicinity of the measurement site. The directness was tested by checking the accessibility of several dozen of the most important nodal points of the city's communication network. The attractiveness was examined by checking the availability of public bike stations, bicycle racks and bike-sharing stations. The infrastructure adjusted to the technical class of the road was adopted as a measure of safety. The comfort was checked by analyzing the quality of the road surface, which affects the driving comfort and energy expenditure. All the factors presented impact the cyclist's assessment of the infrastructure. To standardize the assessment rules, an aggregate index of the development of bicycle infrastructure was determined. The analysis was carried out for 10 sample points for four consecutive years. The points were characterized by different bicycle infrastructure, location in the city road network and different results of bicycle traffic measurements. The analysis showed a strong positive relationship between traffic and cycling infrastructure for most of the analyzed places. There was a negative dependence in the case of the construction of alternative routes in relation to the place of traffic measurements. The obtained results are the same as in the works of other authors. However, the effects of work do not allow to determine which of the examined factors is the cause and which is the effect but only show the existing relationship.