Cycling lane centerlines (CLC) play an important role in the evaluation of safety-related conditions and guiding systems for cyclists along road corridors. The unavailability of design files or ...undocumented changes in the road infrastructures after improvements has created great difficulty in delineating CLC on existing roads. In this study, mobile laser scanning (MLS) data are introduced into this domain and a four-step semi-automated framework is proposed for generating CLC on roads with roadside barriers (RB). First, MLS data are restructured into the aligned scan-pattern grid using the mapping trajectory data. Second, a rasterization-based clustering approach is applied to segment the off-ground objects from the reorganized MLS data. Third, the RB amongst the segmented objects are identified using a sequential application of the k-Means clustering method and the proposed unidirectional growing method. Finally, the moving average technique and natural cubic spline are applied to generate CLC from the critical positions alongside the identified RB. Testing on three road sections with different types of RB demonstrated that the developed framework can successfully generate CLC from MLS data in the presence of considerable noises. The results also show that the proposed procedure shows better accuracy performance on processing roads with wide RB than a road with narrow RB.
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GEOZS, IJS, IMTLJ, KILJ, KISLJ, NLZOH, NUK, OILJ, PNG, SAZU, SBCE, SBJE, UILJ, UL, UM, UPCLJ, UPUK, ZAGLJ, ZRSKP
AbstractUrban road infrastructure has significantly affected the popularity and use of public bike-sharing systems in many cities. Using the bike-sharing system of Xi’an, China, as a case study, this ...paper aims to discuss how the cycling lane condition and road network density affect the cycling distances, on the basis of the data obtained from 803 questionnaires. Five types of cycling lanes in single cycling routes and neighborhood zones of the route were geocoded and defined using a geographic information system (GIS) tool. The statistical results showed that cyclists preferred to ride on the lane isolated with a barrier and mixed with bus traffic when the lengths of various cycling lanes had the same proportion of the road network. The results of a Tobit regression analysis indicated that the cyclists were more affected by the cycling condition of the neighborhood zone around their cycling routes than by the condition of a single cycling route. In the lower-density neighborhoods (<4.303 km/km2), as the value of the network density increased, the degree of influence of the density on the cycling distance could increase. The findings could provide guidance and serve as a reference for the decision makers to develop a road infrastructure that provides a better cycling experience.
Turizam, kao važna gospodarska grana u Republici Hrvatskoj sastoji se od mnogo podsustava sa svojim turističkim proizvodima od kojih je jedan i cikloturizam. Kako bi se cikloturizam uspješno razvijao ...potrebno je stvoriti i uvjete za njegov razvitak a to je biciklistička infrastruktura. Biciklistička infrastruktura u Republici Hrvatskoj nije svugdje podjednako razvijena, no u svakom slučaju ispod je razine razvijenosti biciklističke infrastrukture u mnogim razvijenim europskim područjima. Prvi korak u planiranju biciklističke infrastrukture je odabir vrste biciklističke infrastrukture poput traka, staza ili isključivo biciklističkih cesta (ulica). U radu su prikazani kriteriji koji se uzimaju u obzir prilikom izbora biciklističke infrastrukture, a ovisni su o intenzitetu i brzini motornog prometa i intenzitetu biciklističkog prometa. Nakon što se istraži prometni intenzitet na prometnicama, može se prići prometnom projektiranju biciklističke infrastrukture. U ovome radu prikazana je metodologija odabira biciklističke infrastrukture i njena implementacija na području Bjelovarsko-bilogorske županije. Analizirane su postojeće biciklističke rute i dat je prijedlog novih ruta, koje prate atraktivnija područja Županije uz povećanu sigurnost za bicikliste. Također, dati su prijedlozi za povećanje atraktivnosti cikloturizma u Županiji, koja bi uslijed svojih geografskih obilježja te realizacijom danih prijedloga, mogla biti jedna od vodećih cikloturističkih destinacija kontinentalnog dijela Hrvatske.
•We investigate a large survey concerned with subjective safety during urban cycling.•On narrow cycling lanes, wide boards at the cost of lane width are not appreciated.•The subjective safety on wide ...cycling lanes benefits from additional buffers.•Physical demarcations enhance the subjective safety of cycling lanes significantly.•These implications are limited to the subjective safety of cyclists.
There is ample evidence that adequate cycling infrastructure increases cyclists’ safety. There is less research to what extent the specific design of cycling lanes affects subjective safety. We address this question by analysing data from a large-scale online survey, where participants rated images illustrating a wide range of cycling infrastructure designs for the anticipated level of subjective safety when imagining to cycle at the displayed location. Cycling tracks are perceived as safer than cycling lanes, which in turn are preferred over cycling on the street. Physical separations from the car lane, a greater lane width, and a coloured surface contribute most to a high subjective safety of cycling lanes. Additional buffers on the left- and right side of cycling lanes can have varying effects. On narrower cycling lanes, people experience extensive buffer designs as rather constraining and as impairing their safety. Combining several safety features (i.e. a sufficient demarcation of the left buffer and a coloured surface) is not necessarily beneficial for subjective safety. Our findings are mostly in line with findings on the factors benefitting or impairing objective safety. However, the relation of subjective and objective safety requires further attention.
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GEOZS, IJS, IMTLJ, KILJ, KISLJ, NLZOH, NUK, OILJ, PNG, SAZU, SBCE, SBJE, UILJ, UL, UM, UPCLJ, UPUK, ZAGLJ, ZRSKP
In built-up areas, creating segregated bicycle lanes involves trade-offs with other modes, such as repurposing existing kerbside parking. Can parking be eliminated without financially impacting local ...businesses? This study answers this question empirically, employing as a case study Boundary Street - the high street of a gentrifying inner-city suburb in Brisbane, Australia. It seeks to elucidate (1) the current use of on-street parking along Boundary Street; (2) the necessity for driving to Boundary Street, based on distances travelled; and (3) Boundary Street patrons' spending habits and visitation patterns. Three sets of primary data are used, including a public forum, an intercept survey, and a series of systematic field observations. The results show that most visitors reach the area on foot; parking spaces are generally available along the street, contrary to local perceptions. Nearly a third of private car users travel less than 3 km to Boundary Street and more than half travel less than 10 km (in other words, they come from the inner city). Therefore, they do not need to travel by car - if distance was the only consideration. Based on these findings, it is concluded that reassigning at least one row of kerbside parking to cycling along Boundary Street would be appropriate.
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BFBNIB, NUK, PILJ, SAZU, UL, UM, UPUK
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.
