Bibliography: leaves 213-224.

Bike-n-Bus includes any number of methods where bicycle serves as the access mode to some form of bus transit. This study examines bike-n-bus operations in the United States based on telephone interviews with transit professionals from 33 transit agencies across the lower 48 states. It reviews past trends in research and gives some history of bike-n-bus in the U.S. and abroad. A brief explanation of methodology is followed by a description of the various facets of U.S. bike-n-bus operations, based on both interviews and the literature, with commentary by survey respondents. The study ends with a long term vision for bike-n-bus based on the characteristics of that mode-couple. Conclusions are addressed to various audiences: transit agency, community leader/ policy maker, and researcher. Included are suggestions for possible next steps in research and implementation. These findings would be of interest to those studying transit and bicycle travel, developing travel demand models, managing a transit agency, or those with influence over bicycle policy and infrastructure. Most transit agencies have installed front-mounted bicycle racks on their entire bus fleet, and expressed satisfaction that the amenity accommodates bicyclists. However, agencies have made only moderate efforts to follow-up on this success. Studies suggest that cycling to transit can be competitive with the private automobile in journey-to-work trips and attracts new riders to transit. Better bicycling infrastructure is the most significant way to increase the number of bike-n-bus riders. However, transit agencies seem reluctant to support these improvements.

No description available.

South Africa does not currently have a strong bicycle culture, as most cycling is of a recreational nature. At the same time, inadequate and expensive transport, particularly for many rural individuals and groups, is one of the significant features of poverty in South Africa's rural areas. Many people do not have easy access to vital social and economic activities and opportunities. Because of transport limitations, attempts to promote bicycle transport, by establishing micro bicycle retail outlets in identified rural communities have been in place since the year 2000 in KwaZulu-Natal (KZN). Cycling is viewed as a relatively cheap and efficient means of transport, which has the potential to reduce the transport burden of groups and individuals designated under the term the 'rural poor'. This study is an exploratory qualitative investigation. Its main aim was to uncover and understand (through observation and interviews), the perceptions of identified rural groups and individuals about the potential of bicycle transport in improving rural travel of up to 20 kilometres. The study sought to identify factors influencing bicycle ownership and use, and whether or not this has become the prerogative of both male and female members of rural communities. The key issues which emerged from the collected data, point to the following: that household economic status; cultural prohibitions; self interests of key stake holders; lack of credit facilities and or subsidies, are the main obstacles for many rural inhabitants with interest in undertaking investment in bicycle transport resources. / Thesis (M.A.)-University of Natal, Pietermaritzburg, 2003.

Cost benefit analysis is the conventional method of evaluating automobile transportation improvements. This study examined traditional automobile evaluation methods and applied the same techniques to bicycle transportation projects. Cost data from recent research is summarized and eleven costs (five internal and six external) were estimated. The cost estimates are used to calculate automobile and bicycle costs per mile of travel. A case study of a hypothetical corridor is used to demonstrate how the transportation costs can be applied to specific planning problems. The case study explores what effect shifts in modal distribution would have on the cost effectiveness of automobile and bicycle alternatives. The findings of the study begin to question the underlying premises of traditional cost benefit analysis in transportation projects. The study suggests that conventional analysis is fundamentally flawed and biased toward automobile transportation. / Department of Urban Planning

Background: The Active Commuting Route Environment Scale (ACRES) was developed to study active commuters’ perceptions of their route environments. The overall aims were to assess the measuring properties of the ACRES and study active bicycle commuters’ perceptions of their commuting route environments. Methods: Advertisement- and street-recruited bicycle commuters from Greater Stockholm, Sweden, responded to the ACRES. Expected differences between inner urban and suburban route environments were used to assess criterion-related validity, together with ratings from an assembled expert panel as well as existing objective measures. Reliability was assessed as test-retest reproducibility. Comparisons of ratings between advertisement- and street-recruited participants were used for assessments of representativity. Ratings of inner urban and suburban route environments were used to evaluate commuting route environment profiles. Simultaneous multiple linear regression analyses were used to assess the relation between the outcome variable: whether the route environment hinders or stimulates bicycle-commuting and environmental predictors, such as levels of exhaust fumes, speeds of traffic and greenery, in inner urban areas. Results: The ACRES was characterized by considerable criterion-related validity and reasonable test-retest reproducibility. There was a good correspondence between the advertisement- and street-recruited participants’ ratings. Distinct differences in commuting route environment profiles between the inner urban and suburban areas were noted. Suburban route environments were rated as safer and more stimulating for bicycle-commuting. Beautiful, green and safe route environments seem to be, independently of each other, stimulating factors for bicycle-commuting in inner urban areas. On the other hand, high levels of exhaust fumes and traffic congestion, as well as low ‘directness’ of the route, seem to be hindering factors. Conclusions: The ACRES is useful for assessing bicyclists’ perceptions of their route environments. A number of environmental factors related to the route appear to be stimulating or hindering for bicycle commuting. The overall results demonstrate a complex research area at the beginning of exploration. / BAKGRUND: Färdvägsmiljöer kan tänkas påverka människors fysiskt aktiva arbetspendling och därmed bidra till bättre folkhälsa. Studier av färdvägsmiljöer är därför önskvärda för att öka förståelsen kring möjliga samband mellan fysiskt aktiv arbetspendling och färdvägsmiljöer. En enkät, ”The Active Commuting Route Environment Scale” (ACRES), har därför skapats i syfte att studera fysiskt aktiva arbetspendlares upplevelser av sina färdvägsmiljöer. Huvudsyftet med denna avhandling var dels att studera enkätens psykometriska egenskaper i form av validitet och reliabilitet, dels att studera arbetspendlande cyklisters upplevelser av sina färdvägsmiljöer. METODER: Arbetspendlande cyklister från Stor-Stockholm rekryterades via tidningsannonsering och via direkt kontakt i anslutning till färdvägen. Deltagarna besvarade enkäten ACRES. Tillsammans med skattningar från en grupp av experter och redan existerande objektiva mått användes förväntade skillnader mellan färdvägsmiljöer i inner- och ytterstaden för att studera kriterierelaterad validitet. Reliabiliteten studerades som reproducerbarhet via upprepade mätningar (test-retest). Jämförelser mellan skattningar av deltagare rekryterade via annonsering och via direkt kontakt i färdvägsmiljöer användes för att studera representativitet. Skattningar av färdvägsmiljöer i inner- och ytterstaden användes vidare för att studera färdvägsmiljöprofiler. Multipel linjär regressionsanalys användes även för att studera sambandet mellan utfallsvariabeln huruvida färdvägsmiljön motverkar eller stimulerar arbetspendling med cykel och miljöprediktorer, såsom avgasnivåer, trafikens hastighet och grönska, i innerstadsmiljöer. RESULTAT: Enkäten ACRES visade god kriterierelaterad validitet och rimlig reproducerbarhet. Det var en god överrensstämmelse mellan skattningar av deltagare rekryterade via annonsering och via direkt kontakt. Färdvägsmiljöprofilerna visade tydliga skillnader mellan inner- och ytterstadsmiljöer. Ytterstadens färdvägsmiljöer skattades som tryggare och mer stimulerande för arbetspendling med cykel än innerstadens färdvägsmiljöer. Vidare verkar vackra, gröna och trygga färdvägsmiljöer, oberoende av varandra, vara stimulerade faktorer för arbetspendling med cykel i innerstadsmiljöer. Däremot verkar höga avgasnivåer, höga trängselnivåer och färdvägar som kräver många riktningsändringar vara motverkande faktorer. SLUTSATSER: Enkäten ACRES är ett användbart instrument vid mätningar av cyklisters upplevelser av sina färdvägsmiljöer. Ett antal faktorer relaterade till färdvägsmiljön verkar vara stimulerande respektive motverkande för arbetspendling med cykel. Generellt sett på visar resultaten ett relativt outforskat och komplext forskningsområde. / Faap-projektet "Fysiskt aktiv arbetspendling i Stor-Stockholm"

This manuscript reports on an exploration of whether shade provision is valued by urban users of cycling infrastructure. A description of the elicitation process has been outlined in order to build a general but detailed analysis of the different stages included in the exercise of attribute elicitation. As a departure point, a thorough literature review was conducted in order to establish a state of the art’s scenario. Different kinds of attributes that have been evaluated previously within discrete choice experiments and other relatable methods linked to bicycle commuting and bike route choices were compiled, however, shade appeared as an overlooked attribute. From this, a theoretical and methodological approach based on welfare economics and, the concept of willingness to pay as an indicator of shade provision’s value is proposed for the context of Neiva, Colombia, a medium size city in a developing country. Preliminary focus groups were conducted to build a surveying tool for eliciting the proposed attribute and gathered more contextual information. Finally, a pilot survey was launched in order to test the perceived value of shade and its importance for commuters. Special attention is devoted to the description of how the tools and methods were used in order to help future efforts. Several sets of data and information were reviewed and contrasted in order to build an accurate image of the current status of shade within the local commuters’ minds, what barriers were found while executing the research plan, and what can be some important implications for future urban planning studies and sustainable mobility research. Several different commuting conditions and individual realities were found, nonetheless, the existence of valuing shade provision was pervasive across all the surveyed university students and graduated staff. Furthermore, the benefits were perceived as socially broad, even by motorized, non-walking, and cycling commuters. Other valuable insights were found, like the effect of corruption when asking for policy implementation, further research needs to be conducted due to sampling limitations, the scarcity of previous research aimed at the subject, and for gathering more information about how acknowledging the attribute might be potentially critical for the future.

No description available.

Wider bike facilities intuitively accommodate a greater number of cyclists in the same amount of time, but specific queue discharge characteristics associated with varying widths and/or types of bike facilities have not been thoroughly documented. The focus of this research analyzed queues of cyclists at four signalized intersections in Portland, OR with varying widths on the approach and downstream intersection legs. A total of 2,820 cyclists within 630 groups of queued cyclists were observed at five different intersection layouts in Portland, Oregon. The layouts consisted of: a standard bike lane six feet wide connecting bicyclists to a standard bike lane six feet wide, a standard bike lane five feet wide connecting bicyclists to two standard bike lanes each five feet wide, a buffered bike lane 12 feet wide connecting bicyclists to a standard bike lane 6.5 feet wide, a bike box 21 feet wide connecting bicyclists to a buffered bike lane 10 feet wide, and a bike box 15 feet wide connecting bicyclists to two standard bike lanes each five feet wide. For each configuration, the following aspects were analyzed: average headway per cyclist within each queue, the time required for queues to enter the intersection, the time required for queues to clear the intersection, the number of cyclists within queues, the width of the bicycle facilities, the approach grade, and the utilization of a bike box at the intersection approach if it was present. The first major focus of the analysis reviewed the average headway values associated with each observed queue of cyclists. The queue size with the lowest mean of the average headway was for groups of seven cyclists with an average headway of approximately 0.8 seconds per cyclist. For queues larger than seven in size, the mean of the average headway remained relatively stable until queues of 12 in size and started to slightly increase toward approximately 1.0 seconds for queues larger than 12 cyclists. In addition, it appears that utilization of a bike box has a potential relationship with a reduced average headway as compared to queues that do not utilize a bike box. The associated reduction in the mean of the average headway was approximately 0.2 to 0.3 seconds per cyclist for queues of three or more in size. The second major focus of the analysis reviewed the queue discharge rate associated with each observed queue of cyclists. The results appear to potentially indicate that wider bike facilities approaching an intersection, wider receiving bike facilities, or utilization of a bike box generally discharge queues of bicyclists into the intersection over a shorter amount of time as compared to facilities that are narrower or underutilized. The installation of a bike box at one of the study intersections increased the approach width from five to 15 feet and resulted in consistently lower average discharge times for all queue sizes, a reduction of greater than one second for queues of two cyclists to as much as about four seconds for queues of nine cyclists. The third major focus of the analysis reviewed the intersection clearance time associated with each observed queue of cyclists. The results appear to potentially indicate that wider bike facilities approaching an intersection, wider receiving bike facilities, or utilization of a bike box generally clear queues of bicyclists through the intersection over a shorter amount of time as compared to facilities that are narrower or underutilized.

Diversos problemas de transporte, observados nas grandes metrópoles, têm sido mitigados com o aumento da capacidade da infraestrutura viária, voltada à circulação de veículos motorizados individuais. Com isso observa-se, atualmente, aumento dos congestionamentos, das poluições sonora e ambiental, mudanças climáticas e redução nos índices de atividade física da população. Uma alternativa encontrada por muitas cidades é a transformação de seu sistema viário em um local atrativo para utilização dos Modos Ativos de Transporte – realização de viagens a pé ou de bicicleta. Nesse sentido, a cidade de Porto Alegre desde 2010 vem aumentando a quantidade de ciclovias e ciclofaixas disponíveis. No entanto, a literatura indica que existem diversos outros fatores que influenciam na decisão por usar a bicicleta como modo de transporte, principalmente para os deslocamentos até o trabalho. Dessa forma, essa dissertação teve como objetivo avaliar o impacto que a implantação de vestiário, bicicletário, empréstimo de bicicletas, treinamento para trafegar de bicicleta e ciclovias disponíveis nas principais vias de Porto Alegre, causariam na probabilidade dos funcionários da Companhia Riograndense de Saneamento (CORSAN) utilizarem a bicicleta para realizar pelo menos dois deslocamentos por semana entre a sua casa e o trabalho. Para isso foi realizada uma Pesquisa de Preferência Declarada, incluindo essas variáveis e características socioeconômicas dos funcionários. A análise das medidas foi realizada utilizando o Modelo Logit Ordenado. Foi observado que o impacto da implantação das melhorias propostas possui magnitude maior que as características socioeconômicas das pessoas. Pessoas que atualmente utilizam o automóvel particular para seus deslocamentos diários são menos propensos à inclusão da bicicleta nos seus deslocamentos, assim como as que possuem filhos. A disponibilidade de vestiário com chuveiro e armário mostrou-se a variável mais importante para o estímulo do uso da bicicleta. A presença de um bicicletário interno e seguro, disponibilidade de bicicletas para empréstimo no local de trabalho e a presença de ciclovias no trajeto também apresentaram impactos significativos. O impacto da disponibilidade de treinamento para o uso de bicicleta foi significativamente menor que os observados nas outras variáveis. Considerando a viabilidade econômica e os benefícios observados, recomenda-se a implantação de vestiário e bicicletário, como medida de estímulo ao uso da bicicleta para os deslocamentos até o trabalho. / Most metropolitan areas mitigate transportation problems by increasing road infrastructure for motorized vehicles. This practice results in an increase in traffic congestion, noise and environmental pollution and reduction in the population’s physical activity levels. Many cities have tackled these externalities by transforming their road system into an attractive environment for Active Transport Modes - walking or cycling. As an example, the city of Porto Alegre has invested in the expansion of its cycling network since 2010. According to the literature, cycling infrastructure is one of the main factors that influence the use of bicycle for transportation, especially to work. The purpose of this thesis was to evaluate the impact of implementing different measures to improve the use of bicycle for commutes using as case study Companhia Riograndense de Saneamento (CORSAN). The evaluated measures included availability of changing rooms, cycle parking, bike sharing systems, training on bicycle use, and cycle paths. An Ordered Logit Model was estimated based onStated Preference data. The impact of the proposed measures has greater magnitude than employee’s socioeconomic characteristics. Individuals who currently use the private car for commute are less likely to use bicycles for those trips, as well as those with children. The availability of a changing room with shower and locker proved to be the most important variable to increase bicycle use among CORSAN employees. Cycle parking inside the building in a safe place, a bike sharing system and the presence of cycle paths along the way also had significant impacts. The impact of training availability for bicycle use was significantly lower, compared to other variables. This research also suggests that implementation of changing room and appropriate parking facilities for bicycles are affordable and important measures to promote the use of bicycle for commutes to work.