Increase of cycling in cities has many positive effects: increased traffic safety, better public health, decreased noise, and air, and climate impact. All these effects contribute to reach the set sustainability goals, both on global and national and local level. The attractiveness of cycling affects whether to choose the bicycle as a transport mode or not. One way to increase the attractiveness of cycling is to improve the mobility of cyclists. The aim of this study was to improve methods that evaluates mobility of cyclists, methods that contributes to understand how bicycle facilities with good mobility are best designed, which thus increases the attractiveness of cycling. In this study a method that combines a visual analysis and a statistical analysis has been developed. The method compare bicycle facilities’ geometric factors with cyclists’ deviations from their desired speeds, which in this study is assumed to be every cyclists’ mean speed of each trip. This method gives a visual picture of how cyclists’ mobility differs between different streets in the city, and the big amount of data allows results with high significance level. An improvement of the method, that would better combine speeds’ exact location with the street segments, could improve the level of description of geometric factors’ effects on cyclists’ speeds. The results from this method, which evaluates cyclists’ mobility on bicycle facilities, shows that there are significant relations between bicycle facilities’ geometric factors and cyclists’ mobility. Down slope seem to have the biggest positive effect, where cyclists allows to drive closer to their desired speed. Whether bicycle facilities are single or double directional also seem to affect cyclists’ speed. However, the reason to the different speeds might be the width combined with the actual use of direction of these bicycle facilities. / Att öka cykeltrafiken i städer har många positiva effekter: ökad trafiksäkerhet, bättre folkhälsa, minskad buller-, luft- och klimatpåverkan. Alla dessa nämna effekter bidrar till att uppnå satta hållbarhetsmål både på global, national och lokal nivå. Attraktiviteten på cyklandet påverkar om man väljer cykeln som transportsätt eller inte. Ett sätt att öka attraktiviteten för cykling är att förbättra framkomligheten för cyklister. Syftet med detta arbete har varit att förbättra metoder som utvärderar framkomligheten för cyklister, metoder som i sin tur bidrar till att förstå hur framkomliga cykelvägar bäst utformas, som i sin tur ökar attraktiviteten för cykling. I detta arbete har det utvecklats en metod som kombinerar en visuell analys med en statistisk analys. Metoden jämför utformningsmässiga faktorer med cyklisters avvikelser från sina önskade hastigheter, vilket i detta arbete antas vara varje enskild cyklists medelhastighet av en cykelrutt. Denna metod ger en visuell bild på hur cyklisters framkomlighet skiljer sig åt på olika gator i staden, och den stora mängden data möjliggör resultat med hög signifikansnivå. En förbättring av metoden, som bättre kombinerar hastigheters exakta läge med cykelbanesegmenten, skulle kunna öka beskrivningsgraden av utformningsmässiga faktorers påverkan på cyklisters hastigheter. Resultaten från denna metod, som utvärderar cyklisters framkomlighet på cykelbanor, visar att det finns signifikanta samband mellan utformningsmässiga faktorer och cyklisters framkomlighet. Störst positiv effekt verkar nedförsbacke ha, där cyklister i stor grad tillåts köra nära sin medelhastighet. Huruvida cykelbanor är enkelriktade eller dubbelriktade verkar också påverka cyklisters hastigheter, dock beror antagligen skillnaderna på bredd kombinerat med hur dessa cykelbanor faktiskt används.

In Sweden, single accidents are the biggest traffic safety problem for cyclists contributing alone with 80 % of their serious injuries. In this respect, the issue of bicycle infrastructure maintenance received significant attention. Slippery, uneven or in other way problematic road surface is reported as a main contributing factor in about half of the single bicycle accidents [l]. This work explores other causal mechanisms for single accidents, primarily those originating from unsuccessful interactions between cyclists and inftastructure elements as well as other objects and road users on the bicycle path. Interactions with the infrastructure take place at locations of rapid change (often reduction) of the effective space available für cyclists. Such examples could be the narrowing of the bicycle paths at the entrance into a tunnel, speed-reducing gates, parking areas für bicycles and e-scooters, poles, manholes, tree branches and other objects banging over the bicycle paths end forcing cyclists to adjust their travel. In such situations, the cyclist can either collide with the objects directly or lose balance as a result of the rapid speed/direction changes necessary to avoid the collision. Another risk factor is the sharp (and unexpected) tums or lateral displacements of the bicycle path itself that can be observed at the entrances to tunnels (often combined with a steep road descent) or intersections. Collisions between cyclists and pedestrians resulting in severe injuries are relatively few, about 10% of all severe injuries [l]. lt is reasonable, however, to expect that many of such unsuccessful interactions result in single falls rather than direct collisions. lt was shown that about 10% of single accidents bad an interaction with other road users (incl. motor vehicles) as a contributing factor 11]. [from Background]