This article examines the impact of COVID-19 on cycling levels and government policies toward cycling over the period 2019 to 2021. We analyze national aggregate data from automatic bicycle counters ...for 13 countries in Europe and North America to determine month-by-month and year-to-year changes in cycling levels in 2020 and 2021 compared to 2019. That aggregate analysis is complemented by case studies of 14 cities in the USA, Canada, the UK, Belgium, France, Spain, and Germany. Although there was much variation over time, among countries, and among cities, cycling levels generally increased from 2019 to 2021, mainly due to growth in cycling for recreation and exercise. In contrast, daily trips to work and education declined. All 14 of the cities we examined in the case studies reported large increases in government support of cycling, both in funding as well as in infrastructure. Bikeway networks were expanded and improved, usually with protected cycling facilities that separate cyclists from motorized traffic. Other pro-cycling measures included restrictions on motor vehicles, such as reducing speed limits, excluding through traffic from residential neighborhoods, banning car access to some streets, and re-allocating roadway space to bicycles. Car-restrictive measures became politically possible due to the COVID-19 crisis.
Implementing the 15-min city and chrono-urbanism aims to improve sustainability and quality of life by ensuring residents’ proximity to essential services. The 15-min city model is gaining global ...traction, with localized adaptations to suit communities’ needs. Beyond environmental motivations, 15-min cities can benefit public health through enhanced walkability, social cohesion, and universal accessibility. However, research examining the intersection of health and equity among chrono-urbanism and the 15-min city remains limited. This study aims to develop a framework to integrate health and equity into chrono-urbanism and 15-min city plans. We describe the potential benefits and risks of the 15-min approach for urban planning, daily behaviors, and health outcomes. Potential benefits of 15-min cities for health equity include proximity to destinations, increased physical activity, strengthened social capital, reduced emissions, and traffic calming. Risks that must be mitigated include gentrification, variable proximity definitions, infrastructure upgrades, and inadequate cultural sensitivity. Recommendations to integrate 15-min cities into planning activities include conducting comprehensive baseline assessments, aligning goals with sustainability, economic development, flexible zoning, inclusive public spaces, and diverse community engagement tactics. We recommend interventions targeting marginalized communities and developing standardized measurement tools for comparison, monitoring, and evaluation. A nuanced, equitable approach to implementing 15-min cities can help urban plans support health equity across diverse populations.
Due to the presence of various traffic calming measures (TCM) and traffic lights in urban areas, the speed of vehicles is maintained low. Nevertheless, a problem arises in the frontier between urban ...and non-urban areas because drivers must adapt their speed and behavior to new conditions. This risk becomes even greater in rural roads that penetrate small villages without a bypass and with a short urban segment, since drivers do not normally speed down in these segments. Various measures can be installed, but traffic lights that turn red if the speed limit is exceeded is not usually considered as a TCM in the literature. Therefore, this paper aims to analyze the efficiency of traffic lights turning red in case of exceeding speed limit. The village of Ábalos in Spain was selected for this research, with an urban area of 630 m and this type of traffic lights in both directions. Results showed that drivers do not respect the speed limit - and hence, the red light - when they are placed separately. However, if they are placed next to a crosswalk, their effect is increased. Consequently, it is recommended to place these traffic lights with a crosswalk to reinforce the efficiency of both TCMs.
Road traffic crashes (RTCs) are one of the most critical public health problems worldwide. The WHO Global Status Report on Road Safety suggests that the annual fatality rate (per 100,000 people) due ...to RTCs in the Kingdom of Saudi Arabia (KSA) has increased from 17.4 to 27.4 over the last decade, which is an alarming situation. This paper presents an overview of RTCs in the Eastern Province, KSA, from 2009 to 2016. Key descriptive statistics for spatial and temporal distribution of crashes are presented. Statistics from the present study suggest that the year 2012 witnessed the highest number of crashes, and that the region Al-Ahsa had a significantly higher proportion of total crashes. It was concluded that the fatality rate for the province was 25.6, and the mean accident to injury ratio was 8:4. These numbers are substantially higher compared to developed countries and the neighboring Gulf states. Spatial distribution of crashes indicated that a large proportion of severe crashes occurred outside the city centers along urban highways. Logistic regression models were developed to predict crash severity. Model estimation analysis revealed that crash severity can be attributed to several significant factors including driver attributes (such as sleep, distraction, overspeeding), crash characteristics (such as sudden deviation from the lane, or collisions with other moving vehicles, road fences, pedestrians, or motorcyclists), and rainy weather conditions. After critical analysis of existing safety and infrastructure situations, various suitable crash prevention and mitigation strategies, for example, traffic enforcement, traffic calming measures, safety education programs, and coordination of key stakeholders, have been proposed.
Road bumps are one of the traffic calming tool installed on the roads to control the speed of the vehicles, to avoid accidents and help pedestrians to cross the road. Road bumps should be set up ...keeping in the mind the various factors such as location type, traffic type, population density, and others. Work was done on the various types of road bumps mainly conical-shaped road bumps and usage of the Fourier series which is effective for periodic shaped bumps. In this paper, we are going to use the Laplace transform which is effective not only on the periodic type of the road bumps but also on the complex structures of road bumps and will study it on the hollow rectangular shaped road bumps. We will find the parameters especially effective distance between the two consecutive road bumps and displacement caused to the vehicle which would help in the designing of the road bumps so that vehicle could move safely over the bumps and least damage could be caused to it and travellers inside it.
Slow Streets promote walkability and provide safe spaces for active travel and recreation by minimizing vehicle traffic on roads. Their effectiveness was tested when the City of Tucson implemented ...Slow Streets by temporarily closing certain neighbourhood streets to all but local traffic, giving people more space to safely walk, run, and bicycle. Using a quasi-experimental research design, it was possible to measure differences in walking and bicycling between Slow Streets and control streets. Results show Slow Streets are effective in increasing the number of people walking and bicycling on neighbourhood streets, especially while the temporary traffic barriers were in place.
•This study utilizes a LUTI model to evaluate plans related to active modes.•The share of bicycle kilometres increases noticeably in the cycling network scenario.•In the traffic calming scenario, ...public transport usage is maintained.•The attractiveness of private motorized modes is diminished in the combined scenario.•Urban sprawl and the emergence of new urban centres are evident in all scenarios.
New transport strategies, which aspire to create sustainable and resilient cities, prioritize active and public transport modes. This paper investigates the differences in accessibility, mobility and activity patterns as a result of radical road space allocation changes. To do so, the TRANUS Land Use and Transport Interaction model is utilized. Also, the city of Southampton is selected as a case study and four scenarios inspired by the city's ongoing or planned active travel initiatives are the “Business as Usual” (BAU) scenario, the “Southampton Cycling Network” (SCN) scenario, the “Traffic Calming” (TC) scenario, and the “Combined” scenario, which involves the simultaneous deployment of both test scenarios. In the SCN scenario, the proportion of bicycle trips has noticeably risen, whereas in the TC scenario, public transport usage is maintained. Meanwhile, the Combined scenario significantly diminishes the appeal of private motorized transport over the long term. Regarding the impacts on activities, urban sprawl and the creation of new urban centres are observed in all scenarios. Interestingly, the SCN and combined scenarios have similarities in land use effects, but this happens because accessibility increases in peripheral zones in the former, whereas it reduces in central zones in the latter.
Traffic-calming measures (TCMs) are non-invasive devices designed to improve road mobility and urban areas on a human scale. Despite their potential, they have been in use for a long time and now ...have to deal with the latest technological innovations in the automotive field, such as cooperative driving technologies (CDTs), to improve energy efficiency in cities. The goal of this study is to explore the safety and operational performances of TCMs featuring CDTs in urban areas. An urban-scale road network close to a seaside area in the City of Mazara del Vallo, Italy, was properly redesigned and simulated in AIMSUN to assess several design solutions, where connected and automated vehicles (CAVs) have been employed as a more energy-efficient public transportation system. Preliminarily, the fine-tuning process of model parameters included CAVs and human-operated vehicles (HOVs) flowing through the network up to saturation conditions. The safety of the planned solutions was tested by using surrogate measures. The micro-simulation approach allowed us to know in advance and compare the operational and safety performances of environmentally friendly solutions involving TCMs and CDTs. These results can also support urban road decision makers in pivoting urban-traffic-calming-based design solutions featuring cooperative driving technologies toward energy efficiency transitions for smart cities.
•Pedestrian island/plaza and curb extension associated with collision reduction.•Larger reduction when pedestrian refuge island combined lane removal or narrowing.•Turning bay alteration and traffic ...signal alteration associated collision increase.•Other safety countermeasures showed small, no, or insignificant changes.
We evaluated associations between the installation of eleven street design elements, between 2007 and 2015, and subsequent changes in vehicle-to-pedestrian collisions in New York City.
Collision data were from Accident Location Information System in the New York State Department of Transportation. Safety improvement projects at 118 intersections were reviewed and their implemented street design elements were identified. First, we assessed potential regression-to-the-mean effects using historic trends of pedestrian collision count at the intersection project locations. Second, we used a two-group pretest-posttest design to assess individual element’s associations with pedestrian collision reduction after installations. Pedestrian collision count and pedestrian- and vehicle-based pedestrian collision rates were examined. Third, regression trees were used to classify the intersections with design elements as independent variables for the target variables of collision outcomes, to identify street design element combinations associated with pedestrian collision reductions.
Treatments with pedestrian refuge island or pedestrian plaza had reductions in pedestrian collision count and pedestrian-based collision rate while their comparisons had no changes. Treatments with pedestrian refuge island had a larger reduction in pedestrian collision when combined with lane removal or narrowing. Treatment with curb extension or pedestrian plaza had reductions in vehicle-based pedestrian collision rate while their comparisons had no changes. Other studied elements showed no, small, or insignificant associations with post-project pedestrian collision reductions.
PDF
