The still increasing intensity of an individual motor transport (IMT) in cities becomes unsustainable. Moreover, the establishment of new retail centres (RCs) continues to escalate it, because their business policy is principally aimed to motorised costumers. Furthermore, a rapid turnover of goods, which enables low prices, along with a wide range of goods under one roof make RCs more attractive than traditional small shops in the inner-city. Therefore, these small shops have been shut down, and people must travel longer distances in order to reach the required services. The purpose of my thesis is to find a possibility how to replace by doing shopping the common automobile transport with cycling. This kind of transport is environmentally friendly and energy-saving, occupies less urban space, is accessible for everyone and also healthy, is reciprocally advantageous, it sustains quite large attraction zone, and up to 5 km it is even faster. In this thesis, for the first time defined Bike&Shop conception introduces the integration of retail net with bicycle transportation. It was inspired by already familiar Bike&Ride system. Bike&Shop concept illustrates advantages of shopping by bike, as well as instruments which can help to develop this way of shopping. The theoretical part is based on foreign...

Sustainable Built Environments Senior Capstone Project / The city of Tucson is well known for its cycling culture and year-round moderate climate. It is a ‘Gold’ level cycling community according to the League of American Bicyclists. Less known about Tucson is that it can be a dangerous place to ride a bicycle. In an attempt to improve overall cyclist safety, the idea of implementing protected bike infrastructure is explored. With a focus on using protected bike lanes to create a low-stress network for bike movement, this project creates a rubric, and calibrates it against case-studies in New York City, Chicago, and Washington D.C., to analyze the potential streets in Tucson possess to host protected bike lanes.

Bike sharing is a service, spread over the world and often finds recognition by being made available to almostanyone, providing affordable access in urban space and becoming an alternative to motorized transportationand vehicles.But does bike sharing now answer our needs and desiresin our every day practice in town? Are there possibilitiesto enhance the sharing experience?How to adress the ones that do not make use of the service yet?By keeping close sight to users throughout my project and involving them into my process, it helped me understandhow they want to make use of the bicycles and the service to meet their expectations.These understandings and keyfindings I translated towardsbike sharing and its conclusion defines my proposal.Resulted is a link to StorStockholms Lokaltrafik and bike sharing, a “muscle driven individual public tranportalternative” to the already established public networksystem in Stockholm‘s urban space.Driven by values such as accessibility, flexibility and reliability, I envisoned in a fictional collaboration with SL, the SL Cykel.The SL Cykel covers a Product Service System, embededin the tbana areas and accessed by SL‘s smart card.Based on different modes of traveling, this proposal is meant to be a self-regulating system, which encouragesits customer to become active part in the service and its flexibility.

Winnipeg, Canada received $20.4 million from the three levels of government to augment the city’s active transportation infrastructure. Like many North American cities, Winnipeg is an automobile-focused centre that experienced little funding or development towards active transportation until recently. Winnipeg’s current active transportation system is insufficient, poorly conceived, and fractured. As cities move towards environmentally friendly initiatives, Winnipeg has an opportunity to build comprehensive and safe access to all parts of the city through active transportation. Concentrating on the bicycle as the primary transportation mode, this study examines the current status of Winnipeg’s active transportation network and searches for areas of improvement/development. This study identifies critical areas needing improvement and offers solutions by integrating input from Winnipeg’s cycling community, standards established by government/industry bodies, and successes from other jurisdictions. Key issues include bicycle facilities, safety and education and their integration into an effective and comprehensive bicycle transportation network.

Winnipeg, Canada received $20.4 million from the three levels of government to augment the city’s active transportation infrastructure. Like many North American cities, Winnipeg is an automobile-focused centre that experienced little funding or development towards active transportation until recently. Winnipeg’s current active transportation system is insufficient, poorly conceived, and fractured. As cities move towards environmentally friendly initiatives, Winnipeg has an opportunity to build comprehensive and safe access to all parts of the city through active transportation. Concentrating on the bicycle as the primary transportation mode, this study examines the current status of Winnipeg’s active transportation network and searches for areas of improvement/development. This study identifies critical areas needing improvement and offers solutions by integrating input from Winnipeg’s cycling community, standards established by government/industry bodies, and successes from other jurisdictions. Key issues include bicycle facilities, safety and education and their integration into an effective and comprehensive bicycle transportation network.

In the recent years, pedelecs (pedal electric cycles) have seen a massive growth. in ridership. In 2013, around 1.3 million e-bilces were on German roads, while in 2020, this number was already at 8.5 million (with about 99% of the e-bikes being pedelecs). The rapid spread of pedelecs has given rise to concerns for road safety, especially due to the fact that riders of electric bicycles reach higher speeds. Indeed, some studies have reported that pedelec riders suffer from more severe crashes than users of conventional bikes. However, the highly dynamic development in pedelec ownership and use might cast some doubts on the long term validity of investigations of pedelec accidents and their characteristics that have to rely on data collected over shorter periods of time. Therefore, the aim of this study was to investigate pedelec accidents and their characterutics over several years in a longitudinal fashion. and compare them to accidents involving cyclists, tobe able to identify trends, and to clarify whether such trends are specifiic to pedelecs. [From: Introduction]

The Delaware River Trail is a 3.3-mile-long, multimodal trail in Philadelphia, PA, maintained by the Delaware River Waterfront Corporation. This research project used a spatial analysis of Indego bike share trips from 14 stations near the trail to argue that the trail is connecting waterfront residents to job hubs. In the year after the trail opened, there was a 22% increase in overall trips, a 28% increase in rush hour trips, more trips on the periphery, and 5% growth in longer-term passholders and electric bike riders. Findings include: 1) Strong utilization of the existing Delaware River Trail since it opened: More than 100,000 one-way trips on the Delaware River Trail since it opened. Among the 14 stations, total one-way trips grew by 22%, from 86,258 trips in Year 0 to 105,388 trips in Year 1. 2) Strong usage of the Delaware River Trail during commuter rush hour: 28% growth in commuter rush hour one-way trips of the Delaware River Trail. On the 14 stations, total weekday rush hour one-way trips grew from 23,605 in Year 0 to 30,193 in Year 1. 3) More trail riders are starting or ending their trips beyond Penn’s Landing/Old City. Strong trip growth in Fishtown, Northern Liberties, and South Philadelphia. / Temple University. College of Science and Technology / Earth and Environmental Science / Accompanied by three files: 1) Baron-Thesis-2024-Supplemental-Report.pdf 2) Baron-Thesis-2024-Supplemental-Poster.pdf 3) Baron-Thesis-2024-Supplemental-Presentation.pdf

Main goal of this work is to analyze the cycletourism from many points of view. The thesis has topics such as -cycleroutes -imports, exports and production of bicycles -financing of cycletourism -cycling in city -cyclist and his evaluation of services for cycletourism -greenways

A high amount of the US population is not physically active, contributing to rates of heart disease and obesity. One strategy to increase physical activity is to use more active transportation, defined as walking or biking for transit. Besides increasing physical activity levels, active transportation can provide other benefits such as decreased air pollution from cars. College campuses provide opportunities for active transportation as most residences are close to campus. Therefore, we examined reasons for use and barriers to active transportation in students living in a community connected to a large university via a 1.9 mile, paved protected trail. Two pedestrian and bicycle counters were placed to find the number of walkers and bikers on the trail per day and students were recruited to take an online survey. We found that more people used the trail during the weekday compared to the weekend. Students did not receive much support from their friends and family to use the trail. Users of the trail were more likely to believe that using active transportation helps protect the environment while non-users were uncomfortable using a bike. Barriers included the time it took to use the trail and the need to carry items. Both users and non-users indicated that a financial incentive would motivate them to use the trail more. We conclude that non-users may be uncomfortable using a bike and worry about carrying their items for class. Changing university parking fees, providing bike lessons, and placing signs with directions and time to campus may increase active transportation to the university via this trail. / Master of Science / A high amount of the US population is not physically active, contributing to rates of heart disease and obesity. One strategy to increase physical activity is to use more active transportation, defined as walking or biking for transit. Besides increasing physical activity levels, active transportation can provide other benefits such as decreased air pollution from cars. College campuses provide opportunities for active transportation as most residences are close to campus. Therefore, we examined reasons for use and barriers to active transportation in students living in a community connected to a large university via a 1.9 mile, paved protected trail. Two pedestrian and bicycle counters were placed to find the number of walkers and bikers on the trail per day and students were recruited to take an online survey. We found that more people used the trail during the weekday compared to the weekend. Students did not receive much support from their friends and family to use the trail. Users of the trail were more likely to believe that using active transportation helps protect the environment while non-users were uncomfortable using a bike. Barriers included the time it took to use the trail and the need to carry items. Both users and non-users indicated that a financial incentive would motivate them to use the trail more. We conclude that non-users may be uncomfortable using a bike and worry about carrying their items for class. Changing university parking fees, providing bike lessons, and placing signs with directions and time to campus may increase active transportation to the university via this trail.

Denna studie berör studenters preferenser när det gäller transporter som görs med cykel. Studien begränsas till området Öst på stan med universitetsområdet och centrum som start och målpunkt inom Umeå kommun. Studien bygger på en fallstudie där ett 70-tal studenters resonemang och åsikter behandlas utifrån vad som är mer och mindre attraktiva inslag rörande cykelvägars utformning. Samt om det finns andra beståndsdelar som är viktiga vid val av cykelväg förutom utformningen. Deras åsikter preciseras både genom en kvantitativ enkätundersökning samt en kvalitativ gruppintervju. Vidare genomfördes en tematisering för att strukturera den data som framkommit från respondenterna.   Respondenterna utrycker att cykelvägarna bör erbjuda god framkomlighet och standard för att dessa ska anses värda att användas. Exempel på positiv utformning är: God sikt, underhåll av vägens hårda ytor samt hantering av snö och vatten. Även vägbredd och separering är attraktiva inslag för god utformning. Utöver utformning är kopplingar mellan målpunkter viktigt för att vägen ska anses användarvänlig. De slutsatser som dras inom studien är att Öst på stans fyra cykelvägar erbjuder olika standard sinsemellan. Kvalitén på vägarna anses ändå så pass bra att detta inte inverkar i valet av färdväg. Vad som spelar in i valet av färdväg för respondenterna är istället den upplevda kopplingen mellan de två målpunkter som behandlas för denna fallstudie. Samt den upplevda tid det tar att nyttja en väg. Den upplevda kopplingen är i sin tur baserad på den lokalkännedom som studenterna har om platsen. Detta innebär således att valet av cykelväg grundas främst på den kännedom studenter har om möjliga vägar och i andra hand vilka punkter dessa vägar kopplar samman för detta studieområde.