In order to determine the most effective ways to increase ridership in their communities, bicycle planners require quality data on bicycling behavior. Traditional bicycle data collection methods, however, are limited by the large amount of time and expertise required to process and analyze the data, by their inability to provide information at the level of detail needed to understand the complexities of bicycling behavior, and by issues related to sampling bias and poor respondent trip recall. Fortunately, a relatively new method for collecting travel data has emerged that has the potential to provide higher quality and lower cost bicycle data to local planning agencies than has previously been possible with traditional data collection methods: the use of global positioning system (GPS) sensors in smartphones. Researchers at The University of Texas recently evaluated the usefulness of one such smartphone application - “CycleTracks” - to collect bicycle route data. Over 3,600 unique trips were collected from around 300 cyclists in Austin, Texas between May and October, 2011. While they found the CycleTracks app to be useful for collecting a large dataset, to this point there has been only limited analysis of the route data in terms of its usefulness in the planning field. This report will explore the ways in which GPS route data collected from smartphones can address some of the limitations of traditional data collection methods. Austin is used as a case study to show how the GPS route data can be used to plan for network connectivity, to identify barriers in the bicycle network, and to analyze cycling behavior before and after the installation of new facilities. The report finds that despite a number of limitations, smartphone-based GPS data collection has the potential to become an important part of local planning agencies’ regular data collection efforts. / text

In order to determine the most effective ways to increase ridership in their communities, bicycle planners require quality data on bicycling behavior. Traditional bicycle data collection methods, however, are limited by the large amount of time and expertise required to process and analyze the data, by their inability to provide information at the level of detail needed to understand the complexities of bicycling behavior, and by issues related to sampling bias and poor respondent trip recall. Fortunately, a relatively new method for collecting travel data has emerged that has the potential to provide higher quality and lower cost bicycle data to local planning agencies than has previously been possible with traditional data collection methods: the use of global positioning system (GPS) sensors in smartphones. Researchers at The University of Texas recently evaluated the usefulness of one such smartphone application - "CycleTracks" - to collect bicycle route data. Over 3,600 unique trips were collected from around 300 cyclists in Austin, Texas between May and October, 2011. While they found the CycleTracks app to be useful for collecting a large dataset, to this point there has been only limited analysis of the route data in terms of its usefulness in the planning field. This report will explore the ways in which GPS route data collected from smartphones can address some of the limitations of traditional data collection methods. Austin is used as a case study to show how the GPS route data can be used to plan for network connectivity, to identify barriers in the bicycle network, and to analyze cycling behavior before and after the installation of new facilities. The report finds that despite a number of limitations, smartphone-based GPS data collection has the potential to become an important part of local planning agencies' regular data collection efforts.

This thesis focuses on bicyclists using the Jefferson Davis multi-use, off-street trail in the City of New Orleans. Understanding user characteristics and perceptions of bicyclists will help inform planning, policy, and design related to bicycle infrastructure. This thesis uses a review of the relevant literature, intercept surveys of bicyclists, and automatic bicycle counts to understand how user characteristics can influence successful bicycle design, policies, and planning. The user characteristics of the bicyclists on the Jefferson Davis Trail provide us with information on who is using the trail, how often, why, and what users would like to see improved. Planners need to understand the motivations of the current and potential trail users. Making bicycling a safe mode of travel in an urban area involves influencing citizens at both the socialecological level and the travel-behavioral level, providing the culture around bicycling and the facilities available to do so.

Since the middle of the 20th century the car has been a permanent focus in urban planning. However, in recent years, the negative consequences of the car have become more obvious and there has been a shift towards a more sustainable approach. To reach the sustainable goals more people need to bicycle or walk instead of driving. In Sweden, it is the municipalities that have the responsibility for the bicycle planning, however a lot of focus still shines on the car. The aim of this study was to analyze and describe how Swedish municipalities promote cycling in their urban planning, focusing on the municipalities of Hudiksvall and Håbo. One municipality that had been praised for their bicycle planning and one which had got some critique. The study is based on both interviews with people working with planning at each municipality as well as planning document regarding bicycling. After analyzing the material, it emerged that Håbo already has a well-developed bicycle network, especially in the urban areas. While the bicycle network in Hudiksvall is quite deficient. Regardless of the different stages the of bicycle infrastructure development, they both face similar problems. The car norm. Therefore, both municipalities have to actively work to get their citizens to choose the bicycle over the car. Furthermore, both municipalities struggle with the financial support that is needed to promote bicycling instead of taking the driving.

This paper will focus on the “town and gown” relationships between cities and universities and their combined planning efforts for bikeway networks. An examination of the bicycle plans, use of bicycle boulevards and bike lanes, etc. will be applied to towns known for their university populations such as Berkeley, California with the University of California and Palo Alto, California with Stanford University and how the City of Austin and the University of Texas-Austin compares in utilizing the same principles in their bicycle facilities planning efforts. / text

Syftet är att studera hur det planeras för cykel i staden och hur cyklande kan bli ett merattraktivt alternativ för stadens invånare. Detta gjordes med fokus på Karlstad, men ocksågenom lärdomar från andra exempel. Studien uppnådde sitt syfte med hjälp av de tvåfrågeställningarna Hur planeras det för ökat cyklande i Karlstad kommun idag? samt Vilkenpotential finns att öka andelen cyklande i kommunen?Som verktyg för att besvara frågeställningarna används de fyra teoretiska begreppen hållbarmobilitet, jämställd planering, trygghet samt radikala lösningar. Studien har en kvalitativmetod i form av semistrukturerade intervjuer. Intervjuerna sker med sju invånare i Karlstadskommun där kravet för att intervjuas är att äga en cykel och använda den allt från någon gångper år till flera gånger i veckan, samt med tre tjänstepersoner på Karlstads kommun.Resultatet visar att de tillfrågade invånarna har en blandad uppfattning omcykelmöjligheterna i Karlstad. Vissa anser att det duger som det är, men om de får önskafinns ändå förbättringspotential, andra anser att de behöver bättre förutsättningar för att väljacykeln i större utsträckning än de gör i nuläget.Slutsatsen visar på att det idag planeras för attraktiva cykelbanor genom att ha trygghet iåtanke. Det görs främst i samband med ombyggnation eller nybyggnation av områden. För attbidra till ökat cyklande har de stort fokus på snöröjningen under vinterhalvåret. Slutsatsenvisar även att Karlstad kan öka cyklandet genom förbättrad cykelinfrastruktur och mermarkeringar och skyltar. Cyklandet kan även öka med hjälp av vissa radikala lösningar somuppvärmda cykelbanor, skyddade cykelbanor och cykelhiss.

Många kommuner i Sverige har höga ambitioner att antal cyklister ska öka i just deras kommun. Men faktum är att bara två kommuner i hela Sverige, Linköping och Malmö, har lyckats tagit fram en cykelplan som har blivit godkänd av Trafikverket. En av många kommuner som blivit underkända är Södertälje. Att cykelvägar mellan kommuner inte byggs beror i stor del på den bristande finansieringen, både inom kommunen och från Trafikverket. Men också av att kommunens eget planeringsunderlag för regionala cykelvägar är bristfälligt. Syftet med examensarbetet är att utifrån ett arbetspendlingsperspektiv ge underlag för planering av Södertäljes regionala cykelvägar och utgör ett exempel på metod som kan tillämpas vid projektering av cykelvägar över kommungränser. Studien belyser problem vid samverkan mellan kommuner. Resultatet av examensarbetet visar att det framförallt är tre saker som försvårar samarbetet över kommungränsen, ekonomi, politik och otydligheter kring vem som är ansvarig för vad. I rapportens sista del presenteras även en samarbetsrekommendation som Södertälje kommun kan arbeta efter vid planering av cykelvägar över kommungränsen. / Many municipalities in Sweden have high ambitions to increase the number of cyclists in their particular municipality. But the fact is that only two municipalities in Sweden, Linköping and Malmö, have successfully developed a bicycle plan that has been approved by the government. One of many municipalities that have failed is Södertälje. The two main reasons that bicycle routes between municipalities are not build is because lack of funding, from the city itself and also from the government.  And also because the municipalities own planning for regional bike paths are inadequate. Based on a commuting perspective, the aim of the thesis to provide a basis for the planning of Södertälje regional bike routes, and is as example of a method that can be applied during the design of cycle paths between municipal boundaries. The study highlights the problems of cooperation between municipalities. It also provides suggestions for possible cooperation measures and funding for bike path over Södertäljes municipal boundary.

The bicycle as a means of transport is an important part of a more transport-efficient society as well as to reach Sweden's and the world's climate goals. It also has other advantages, it is a healthy, flexible, and surface-efficient means of transport that does not cause noise and thus provides socio-economic benefits. For more people to want to cycle, however, a cycling infrastructure that a majority of the population feels safe and comfortable with is required. An understanding of different cyclists' infrastructure preferences is therefore of great importance in planning. The purpose of this report is to investigate whether the cycling infrastructure in the city of Stockholm fulfills the degree of perceived safety and comfort which in turn makes it possible to reach the city's targeted number of cyclists. To investigate this, a literature study was conducted on the relationship between bicycle infrastructure, perceived safety and comfort and choosing the bicycle as a means of transport. Bicycle typologies are then examined to see how these relationships vary within the population. This is applied in a Stockholm context through a case study of the Alvik-KTH route where an inventory was conducted to understand the present conditions regarding bicycle infrastructure. Furthermore, an interview was conducted with officials at the City of Stockholm to understand how planning is done practically in the city and which limitations exist within bicycle planning. The study shows that there are differences in infrastructure preferences between different parts of the population. A majority prefers a traffic-separated cycling infrastructure that they feel is safe and comfortable. Currently, these preferences are not met on a large part of the Alvik-KTH route, whereby it may be difficult to reach the City of Stockholm's target for number of cyclists. The City of Stockholm has ambitions to reach a high standard of cycling infrastructure. This study shows that this standard corresponds to the preferences of a majority of the population to some extent. To meet the preferences to a greater extent, supplementary guidelines and measures are needed, which can be taken from leading cycling nations such as the Netherlands. The City also has a limited budget and a street space where many interests must come together. When and to what extent an improvement of the cycle infrastructure can take place is therefore a matter of political priorities. / Cykeln som transportmedel är en viktig del i ett mer transporteffektivt samhälle och för att nå Sveriges och världens klimatmål. Den har även många andra fördelar, det är ett hälsosamt, flexibelt och yteffektivt transportmedel som inte orsakar buller och av dessa anledningar ger samhällsekonomiska vinster. För att fler ska vilja cykla krävs dock en cykelinfrastruktur som en majoritet av befolkningen känner sig säker och komfortabel med. En förståelse för olika individers cykelinfrastrukturpreferenser är därför av stor vikt i planeringen.  Syftet med denna rapport är att undersöka om cykelinfrastrukturen i Stockholms stad uppfyller den grad av upplevd säkerhet och komfort som i sin tur gör det möjligt att nå stadens mål om antal cyklister. För att undersöka detta genomfördes en litteraturstudie kring sambanden mellan cykelinfrastruktur, upplevd säkerhet samt komfort och att välja cykeln som färdmedel. Därefter undersöks cykeltypologier för att se hur dessa samband varierar inom befolkningen. Detta appliceras i en Stockholmskontext genom en fallstudie över stråket Alvik-KTH där en inventering genomfördes för att förstå förutsättningarna för cykelinfrastrukturen. Vidare genomfördes en intervju med tjänstepersoner på Stockholms stad för att förstå hur cykelplaneringen praktiskt går till inom staden och vilka begränsningar som finns. Studien visar att det finns skillnader i infrastrukturpreferenser mellan olika delar av befolkningen. En majoritet föredrar en trafikseparerad cykelinfrastruktur som de upplever är säker och komfortabel. I dagsläget är dessa preferenser inte uppfyllda på en större del av stråket Alvik-KTH varvid det kan bli svårt att nå Stockholms stads mål om antal cyklister. Stockholms stad har ambitioner om att nå en hög standard på cykelinfrastrukturen. Denna studie visar att denna standard till viss del motsvarar de preferenser som en majoritet av befolkningen har. För att i högre grad möta preferenserna behövs kompletterande riktlinjer och åtgärder, vilka kan hämtas från ledande cykelnationer som Nederländerna. Staden har dessutom en begränsad budget och ett gaturum där många intressen ska samsas. När och i vilken utsträckning en förbättring av infrastrukturen kan ske är därför en fråga om politiska prioriteringar.

Bicycle traffic in Stockholm has varied a lot during the 18th century. During the latter part ofthe century, the city primarily funded the development of the city's public transportationsystem, rather than the bicycle infrastructure as many other cities did. The city ́ s bike mapsare seen as lacking and hard to read, which may be a reason for the bicycle share being lowerthan possible.The aim of the study is to produce a suggestion for a simplified bicycle network map overStockholm, in the same style as a public transportation map. Furthermore, Stockholm´sbicycle planning has been examined to gain a better understanding of the documents andactors involved in the city's bicycle planning, and the influence they have.The study was conducted through a literature study examining the bicycle infrastructure inStockholm and other European cities. The study primarily examined the factors contributingto a good bicycle network, but also how a route map can be developed and how heightdifferences along a bike route can be illustrated. In addition to the literary study an interviewwith a traffic planner at Stockholm´s municipality was conducted, giving a good look into thecity’s bicycle planning as well as presenting many different perspectives on the area. In orderto produce the map, the current bicycle infrastructure was surveyed, whereafter a map wasproduced based on the literary study´s design principles.It was found that Stockholm ́ s politicians to a large extent manage the bicycle planning, whichthe city´s traffic department then implements. The city bases its bicycle planning on its ownbicycle plan, which is complemented by the city’s detailed design handbook. The former isbased on Stockholm's vision and master plan, and describes the different types of bicycleroutes in the city along with the city´s objectives and goals for its bicycle planning. The actorwith the greatest influence on Stockholm ́ s bicycle planning is the city´s politicians, as theygovern and regulate the traffic department 's work. The department makes its ownprioritization in some cases, giving them some influence as well. Based on the surveying thatwas made, a map over Kungsholmen was created. The map can be useful in order to showpossible connections in the cycle network and encouraging inexperienced cyclists choosingthe bike.In order to further develop the map concept, the entirety of Stockholm should be mapped anddesigned. The map can be complemented by pathway markings and signage as it isimplemented further. Distribution of the map as well as digital solutions may be investigatedfurther.English title: From obstacle to opportunity: A study on factors affecting the attractiveness ofa bicycle network, and design of a user-friendly bicycle map over Kungsholmen, Stockholm.

Active modes of transportation, such as cycling and walking, have several positive effects on society, including improved public health, local environment, and climate impact. The design of cycling infrastructure influences people’s choice of using bicycles as a mode of transport, making strategic planning essential. In Sweden, cycling planning involves three key actors: municipalities, regions, and the Swedish Transport Administration (Trafikverket). To achieve local and national goals for increased cycling, effective collaboration is necessary. Traffic planning is complex, with many influencing factors. One critical factor relates to the data and planning information used by stakeholders during the planning process. Through literature reviews, semi-structured interviews, and a web survey, our study mapped out the data and planning information utilized by different actors and identified gaps in planning and prioritizing cycling measures. We also explored municipalities’ attitudes toward increased transparency in data sources and its potential impact on consensus-building in collaborative cycling planning processes. The results indicate that municipalities could utilize data more extensively, and all stakeholders believe that greater transparency would enhance consensus. Accessible and user-friendly data for decision-making and prioritization are essential for effective cycling planning. Additionally, most municipalities express a desire for increased collaboration with other stakeholders early in the planning process. / Aktiva transporter så som cykling och gång har flera positiva effekter för samhället då folkhälsa, närmiljö och klimat påverkas positivt. Hur cykelinfrastrukturen är utformad påverkar om folk väljer cykeln som färdsätt vilket innebär att en strategisk planering är viktig. Cykelplaneringen i Sverige styrs av tre aktörer; kommuner, regioner och Trafikverket. För att uppsatta lokala och nationella mål kring ökad cykling ska uppnås krävs därför en fungerande samverkan. Trafikplaneringen är komplex med många faktorer som påverkar. En av dessa faktorer gäller de underlag som aktörer utgår ifrån i planeringsprocessen. Genom en litteraturgenomgång, semistrukturerade intervjuer och en webbenkät har vi i denna studie gjort en kartläggning av vilka data och andra planeringsunderlag de olika aktörerna använder och saknar vid planering och prioritering av cykelåtgärder. Vi har även undersökt kommunernas attityder till hur de tror att en högre grad av transparens kring dataunderlagen skulle kunna påverkar graden av samsyn i samverkansprocesser gällande cykelplanering. Resultatet visar att kommunerna skulle kunna använda sig av dataunderlag i större utsträckning och att alla aktörer inom cykelplanering tror att ett mer transparent underlag skulle leda till en högre grad av samsyn. Att ha lättillgänglig och användarvänlig data att grunda åtgärder och prioriteringar på är något som efterfrågas av samtliga aktörer inom cykelplaneringen. Flertalet kommuner önskar också mer samverkan med övriga aktörer tidigt i planeringsprocessen.