Commuting by Bicycle: An Overview of the Literature

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The importance of factors affecting commuter bicyclists' route choices was evaluated. Both route-level (e.g., travel time) and link-level (e.g., pavement quality) factors are examined. Empirical models are estimated using data from a stated preference survey conducted via the Internet. The models indicate that, for commuter bicyclists, travel time is the most important factor in choosing a route. Presence of a bicycle facility (especially a bike lane or separate path), the level of automobile traffic, pavement or riding surface quality, and presence of a bicycle facility on a bridge are also very important determinants. Furthermore, there are policy implications of these results for bicycle facility planning.

Commuter bicyclist route choice: analysis using a stated preference survey

Design speeds and acceleration characteristics of bicycle traffic for use in planning, design and appraisal

Despite the Netherlands’ position as a premier cycling country (mainly due to its high cycling mode share), there is scarce insight into the variations of bicycle use between different spatial and social contexts as well as changes and trends over time. This gap severely limits the understanding of the context-specific aspects of cycling trends and hinders the development of effective policies to promote cycling. In order to fill this gap, this paper explores the spatial and social differentiation of cycling patterns and trends in the Netherlands. First, an overview of the known spatial and social drivers of mobility behaviour in general, and of cycling behaviour in particular, is provided. Next, these insights are used to structure the analysis of data from the Dutch National Travel Survey (NTS). Mobility diaries allowed us to distinguish trends in mobility behaviour across different spatial contexts and social groups. Our findings revealed three important spatial and social differences in cycling patterns and trends. First, the spatial redistribution of the population towards urban areas (‘re-urbanisation’) has led to increasing aggregated cycling volumes in urban areas, and falling rates in rural areas. Second, the general mode share of cycling is mainly sensitive to changes in the composition of the population, especially elderly persons (higher rates) and immigrants (lower rates). Third, although per capita changes are minor, cycling shares among young adults living in urban areas and elderly baby boomers are growing. The results emphasizes the need for a differentiated approach to promoting cycling and developing policies that can respond to location- and group-specific threats and opportunities. An awareness of these spatial- and social differences is especially important when cycling is used as policy intervention for public health; some groups and places are likely to profit, while others might remain immune. Additional research is needed to further clarify the drivers behind the observed trends and to fine-tune the intervention strategies.

/pdf/spatial-and-social-variations-in-cycling-patterns-in-a-3qu7qcnadm.pdf

Spatial and social variations in cycling patterns in a mature cycling country exploring differences and trends

W h y B i c y c l i s t s Hate Stop S i g n s B Y JOEL FAJANS AND MELA NI E CURRY A B I K E C O M M U T E R has a lot to consider before leaving for work. What route to take, considering hills and traffic? What clothes to wear, considering ease of movement, comfort, perspiration, distance, and weather? But these questions fade when compared to the safety, speed, and energy issues bicyclists deal with en route. Transportation planners know that incorporating bicycles into the transportation system can help ease traffic congestion by substituting b i kes for cars; they also know that mixing cars and bikes can be tricky. But they seldom account for the bicyclist’s concerns—matters that don’ t occur to the typical car-driving planner. Unless planners take bicyclists’ concerns seriously, their efforts will do little to increase the numbers of bicycles or help bicyclists and drivers coexist safely. J o e l F a j a n s i s p r o f e s s o r o f P h y s i c s a t t h e U n i v e r s i t y o f C a l i f o r n i a , B e r k e l e y ( j o e l @ p h y s i c s . b e r k e l e y. e d u ) . M e l a n i e C u r r y i s m a n a g i n g e d i t o r o f A C C E S S ( c u r r y m e @ u c l i n k 4 . b e r k e l e y. e d u ) . B o t h c o m m u t e b y b i c y c l e . A C C E S S

Why bicyclists hate stop signs

Why Bicyclists Hate Stop Signs

Promoting Bicycle Commuter Safety, Research Report 11-08

When cycling is encouraged and the number of cyclists increases, safety can improve. This report focuses on an overview of the risks associated with cycling to emphasize the need for safety. The structure of the Five Es -- education, engineering, enforcement, encouragement and evaluation -- is used to organize information with particular emphasis on engineering and education. A series of case studies gives first hand information about bicycle safety. Education in relation to safety is the focus in San Jose;, California; engineering and evaluation in Berkeley, California; engineering, education, and enforcement in Davis, California; and education and encouragement in the Portland, Oregon area.

https://rosap.ntl.bts.gov/view/dot/23953/dot_23953_DS1.pdf

Promoting Bicycle Commuter Safety

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Why bicyclists hate stop signs

Why Bicyclists Hate Stop Signs

Promoting Bicycle Commuter Safety, Research Report 11-08

Promoting Bicycle Commuter Safety