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    <title>Transport Research International Documentation (TRID)</title>
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    <copyright>Copyright © 2026. National Academy of Sciences. All rights reserved.</copyright>
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    <managingEditor>tris-trb@nas.edu (Bill McLeod)</managingEditor>
    <webMaster>tris-trb@nas.edu (Bill McLeod)</webMaster>
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      <title>Erfassung der subjektiven Sicherheit von ungeschützten Verkehrsteilnehmern. Erstellung eines Leitfadens</title>
      <link>https://trid.trb.org/View/2603391</link>
      <description><![CDATA[Der Mangel an Grundlagenforschung in Bezug auf das Thema "Subjektive Sicherheit von Radfahrenden" soll behoben und der Fachwelt ein oder mehrere geprüfte Erhebungsinstrumente zur Verfügung gestellt werden. Auf Basis der Erkenntnisse soll in zukünftigen Forschungsprojekten die subjektive Sicherheit von Radfahrerinnen und Radfahrern nach heutigem Wissensstand möglichst reliabel und valide erfasst werden können. Ziel ist die Ergänzung der bisherigen Arbeiten im Rahmen des Forschungsprojekts  82.778/2021 (siehe 01912150) und die Einbeziehung von  Expertinnen und Experten zum Thema im Rahmen von Workshops. Es sollen Erhebungsinstrumente zur subjektiven Sicherheit für Forschungs- und Feldstudien entwickelt und gegebenenfalls optimiert werden und es soll ein BASt-Leitfaden mit dem Stand des Wissens, Empfehlungen zur Erhebung der subjektiven Sicherheit von Radfahrenden und mit den Erhebungsinstrumenten zusammengestellt werden. ABSTRACT IN ENGLISH: The research project aims to address the lack of basic research on the topic of ‘subjective safety of cyclists’ and to provide experts with one or more tested survey instruments. Based on the findings, future research projects should be able to measure the subjective safety of cyclists as reliably and validly as possible according to the current state of knowledge. The aim is to supplement the work carried out to date as part of the research project 82.778/2021 (see 01912150), and the involvement of experts. A guide is to be compiled containing the current state of knowledge, recommendations for surveying the subjective safety of cyclists and the survey instruments.]]></description>
      <pubDate>Wed, 24 Sep 2025 08:54:55 GMT</pubDate>
      <guid>https://trid.trb.org/View/2603391</guid>
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    <item>
      <title>Komfortmått för cykelvägar : underlag till kravställning på nylagda ytors jämnhet</title>
      <link>https://trid.trb.org/View/2598656</link>
      <description><![CDATA[A sufficiently smooth and comfortable cycle path is necessary for increased and safe cycling. The current requirements for state cycle paths are the same as for car roads and are based on the comfort experience when driving a car, which does not correspond to the experience when cycling. Therefore, the requirements for cycle paths need to be changed to be more appropriate.  In this research project funded by the Swedish Transport Administration, VTI, in collaboration with Ramboll RST, has developed a proposal for a new evenness indicator and a measuring method adapted for cycle paths that can be used in contract performance control of newly laid surfaces. The proposal is based on literature reviews, longitudinal profile measurements and cyclist assessments, as well as testsin practice in pavement condition assessments of cycle paths commissioned by Region Skåne and the City of Malmö. The proposed evenness indicator is based on a longitudinal profile measured with laser profiler where the root mean square (RMS) is calculated over a step length of 25 mm and where wavelengths over three meters are filtered out. We have chosen to call the evenness indicator BCrms3 (BiCycle-rms, maximum wavelengths of 3 meters). The indicator thus describes the evenness of cycle paths with wavelengths ranging from 0.05 to 3 meters, relating to what is the most important for cyclists' riding comfort through the vibrations and shocks they cause. The limit value for BCrms3 is proposed to be initially 1.0 but can be adjusted according to purpose and needs. Since there is a risk that irregularities in the shorter unevenness range, i.e. imperfections in the texture, are not fully captured by the indicator, we propose that it be supplemented with a requirement for MPD (Mean Profile Depth) in connection with contract performance control. MPD is a standardized measure for macrotexture. Considering cyclists' comfort and safety (friction), an approved pavement should have a requirement for an MPD between 0.45 and 1.3 mm. Both indicators could also be used for maintenance management, but with other suitable limit values.]]></description>
      <pubDate>Fri, 12 Sep 2025 10:19:42 GMT</pubDate>
      <guid>https://trid.trb.org/View/2598656</guid>
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    <item>
      <title>Structural design, degradation and condition assessment of cycle paths</title>
      <link>https://trid.trb.org/View/2598604</link>
      <description><![CDATA[A shift in modal share from car driving to cycling has many benefits, e.g., health benefits from increased physical activity and less pollution and congestion. A smooth cycle path surface with sufficient friction is important for cyclist traffic safety, comfort and level of service. Cracks and surface unevenness are frequent maintenance-related deficiencies associated with the degradation of the structure. A purpose of this thesis is to identify degradation factors specific for cycle paths, through a state-of-the-art literature review. The review is complemented by four appended papers. Paper A analyses the stated distress modes and causes reported on Swedish municipal cycle paths with respect to climatic and population data. Paper B evaluates a novel method for condition assessments on cycle paths related to cycling comfort-the Bicycle Measurement Trailer. Paper C proposes alternative deflection bowl parameters for structural evaluation of cycle paths from in-situ falling weight deflectometer and light weight deflectometer measurements. Paper D reports on the results of full-scale testing on instrumented cycle path structures. The main results from the papers indicate that surface roughness and unevenness, longitudinal cracks and edge deformations are the most common distress modes. The main reasons behind this distress are structural interventions, tree roots, frost heave and heavy vehicles. The load-bearing capacity close to the pavement edge and at increased moisture content is reduced. The proposed alternative approaches for cycle path condition assessment were able to assess the surface roughness and evenness, along with the structural condition, for practical applications on the investigated cycle paths. The conclusions of the thesis suggest that the structural design principles for cycle paths in the Swedish structural design manual needs to be updated. Models that better describe the behaviour of thin-surfaced asphalt pavements, especially with respect to climate, should be developed. More studies are recommended to validate the proposed condition assessment approaches.]]></description>
      <pubDate>Fri, 12 Sep 2025 10:18:57 GMT</pubDate>
      <guid>https://trid.trb.org/View/2598604</guid>
    </item>
    <item>
      <title>Subjektive Sicherheit – Online-Datenerhebung</title>
      <link>https://trid.trb.org/View/2592048</link>
      <description><![CDATA[Die „subjektive Sicherheit“ beziehungsweise das „Sicherheitsempfinden“ von Radfahrenden spielt im Rahmen der Forschung zu Führungsformen des Radverkehrs eine zentrale Rolle. Aufgrund mangelnder Grundlagenforschung erwies sich die Einbindung des Themas in der Forschung bislang jedoch als unzureichend, insbesondere fehlt es an Erhebungsinstrumenten, die auf Reliabilität und Validität geprüft sind. Im Projekt „Erfassung der subjektiven Sicherheit von ungeschützten Verkehrsteilnehmern: Erstellung eines Leitfadens“ wird zusammen mit einem Kreis von Expertinnen und Experten ein Modell und Fragebogen zur Erfassung von „subjektiver Sicherheit, Komfort und Akzeptanz von Radverkehrsführungen“ entwickelt. Der Fragebogen soll auf Basis eines großen Datensatzes statistisch geprüft sowie modellbezogen optimiert werden. Mit dem Projekt „Subjektive Sicherheit – Online-Datenerhebung“ soll bundesweit mittels Befragung mit dem bereitgestelltem Fragebogen sowie Material (Kurz-Videos und Fotos von Radführungsformen) ein  Datensatz gewonnen werden, der zur Prüfung von Fragebogen und Modell genutzt werden soll. ABSTRACT IN ENGLISH: In the project “Recording the subjective safety of vulnerable road users: creation of a guideline”, a model and questionnaire for recording subjective safety, comfort and acceptance of cycle routes is to be developed in collaboration with a group of experts. The questionnaire is to be statistically tested on the basis of a large data set and optimised in relation to the model. The current project aims to conduct a nationally representative online survey for data collection using the questionnaire and material provided (short videos and photos of cycle lane designs) so that the data set can then be used to test the questionnaire and model.]]></description>
      <pubDate>Mon, 22 Sep 2025 03:37:57 GMT</pubDate>
      <guid>https://trid.trb.org/View/2592048</guid>
    </item>
    <item>
      <title>Konzeptentwicklung ZEB Radwege an Bundesfernstraßen inklusive Grundlagenschaffung für Betriebszulassungen von Messsystemen</title>
      <link>https://trid.trb.org/View/2510574</link>
      <description><![CDATA[Im Rahmen der Zustandserfassung und -bewertung (ZEB) im Bundesfernstraßennetz werden die Zustandsmerkmale Griffigkeit, Längs- und Querebenheit sowie Substanzmerkmale (Oberfläche) der Bundesfernstraßen erfasst. Die Systematik ZEB von Bundesfernstraßen ist für Radwege nicht direkt übertrag- beziehungsweise anwendbar. National und international betrachtet ist die Zustandserfassung der Radwege kein neues Thema, jedoch gibt es weder in Deutschland noch im benachbarten Ausland aktuell standardisierte Verfahren. Vorrangiges Ziel ist die Entwicklung eines systematischen, standarisierten und qualitätsgesicherten ZEB-Verfahrens für Radwege an Bundesstraßen analog zur etablierten ZEB auf Bundesfernstraßen. Alle übergeordneten Arbeiten zur Entwicklung einer einheitlichen ZEB Radwege an Bundesstraßen sollen im Rahmen des Projekts koordiniert und die Ergebnisse mit weiteren laufenden Arbeiten und Forschung zur Thematik zusammengeführt werden. Die Ergebnisse sollen als Grundlage für die Festlegung eines Qualitätssicherungsprozesses (Betriebszulassung und Kalibrierung des Messsystems, Kontrollprüfung) für die ZEB Radwege in der Baulast des Bundes dienen. ABSTRACT IN ENGLISH: As part of the condition survey and assessment (ZEB) of the federal trunk road network, the condition characteristics of skid resistance, longitudinal and transverse evenness and substance characteristics (surface) of the federal trunk roads are recorded. The ZEB system for federal trunk roads is not directly transferable or applicable to cycle paths. Nationally and internationally, the assessment of the condition of cycle paths is not a new topic, but there are currently no standardised procedures either in Germany or in neighbouring countries. The primary goal is the development of a systematic, standardised and quality-assured ZEB procedure for cycle paths on federal roads analogous to the established ZEB on federal trunk roads. All overarching work on the development of a standardised ZEB for cycle paths on federal roads is to be coordinated as part of the project and the results brought together with other ongoing work and research on the topic. The results are to serve as the basis for the definition of a quality assurance process (operating authorisation and calibration of the measurement system, inspection test) for the ZEB cycle paths for which the federal government is responsible.
]]></description>
      <pubDate>Mon, 24 Feb 2025 06:56:48 GMT</pubDate>
      <guid>https://trid.trb.org/View/2510574</guid>
    </item>
    <item>
      <title>Keep me safe—evaluation of safety perception of different bicycle facilities</title>
      <link>https://trid.trb.org/View/2508950</link>
      <description><![CDATA[Bicycle traffic constitutes a central aspect of present and future inner-city traffic. Therefore, cyclists' safety is increasingly the focus of research. A current discussion is whether a structural separation between bicycle and motorized traffic using light segregation improves road safety and the perceived safety of cyclists compared to a design using markings or other forms of light segregation. The field study was conducted on a street in Zurich that is a source of conflict for cyclists with motorized traffic by implementing four different forms of light segregation and examining their influence on the safety assessment. The (1) colored bicycle lane was supplemented by (2) a continuous line, (3) light segregation that still allows cyclists or cars to ride over them (discs), and (4) light segregation with guide beacons that do not allow cyclists nor cars to ride over them. A video-based traffic analysis was conducted for each stage to assess the conflicts between cyclists and motorized traffic. Regarding safety perception, cyclists were asked before and after each conversion about their general safety assessment and perception of the specific street section. Moreover, the conversions were presented to participants via pictures before they were implemented in order to assess if a safety assessment based on pictures is comparable to a perceived safety perception in reality. Objectively, fewer adaptive actions were recorded for all three conversions compared to the initial design. Significant differences were found between the conversions regarding perceived safety, with the light segregation using discs being rated as the safest. The safety assessment based on pictures, however, revealed no significant differences. These results are a basis for further research on safety assessments and the relationship between objective and subjective safety for cyclists.]]></description>
      <pubDate>Wed, 12 Feb 2025 09:00:38 GMT</pubDate>
      <guid>https://trid.trb.org/View/2508950</guid>
    </item>
    <item>
      <title>Cyklister i byggskedet : utmärkt! för cyklisters säkerhet och tillgänglighet</title>
      <link>https://trid.trb.org/View/2491297</link>
      <description><![CDATA[Increased knowledge is needed on how to handle cyclists in work zones to reduce the risk of crashesand increase accessibility. This project has aimed to provide a basis for requirements on the design and use of temporary traffic control devices adapted for cyclists and for regulations, guidelines and education regarding the handling of cyclists in work zones. In addition to accident analyses and literature reviews, three different empirical studies have been carried out: about 50 simulated single bicycle crashes in the VTI crash safety laboratory with different road equipment at different crashangles; studies with recruited cyclists on the VTI cycle test track where different widths of passages and speed-reducing measures were evaluated, and in a real traffic environment, where visibility and clarity were studied by varying the size and location of road signs. The results show that since 2016, more than 200 cyclists have been injured at road works, of which 40 were seriously injured - 9 out of 10 in a single bicycle crash. With high bicycle flows and narrow passages, road works contribute to increased complexity and an increased frequency of collisions. Temporary access routes for cyclists within the construction zone are preferable to longer detours around the construction site, and they should be self-explanatory and at least 2.5 meters wide with an even and clean surface. The amount of road equipment should be minimized as it takes up space, attention and can injure cyclists. Barriers to prevent a cyclist from falling into a shaft need to be 1.4 meters high or equipped with energy-absorbing “catch nets”. By consistently using small sized and correct road signs with the correctmessage, clarity is created that makes it easier for cyclists to follow the rules and “behave correctly”.]]></description>
      <pubDate>Fri, 17 Jan 2025 15:18:07 GMT</pubDate>
      <guid>https://trid.trb.org/View/2491297</guid>
    </item>
    <item>
      <title>Helsingbotica - a prestudy</title>
      <link>https://trid.trb.org/View/2491274</link>
      <description><![CDATA[This project investigated new methods to enhance the use of micromobility vehicles, focusing on the growing use of bike and pedestrian road networks. It a preliminary study that utilized such vehicles for gathering images and applied machine learning to expand knowledge of infrastructure. The study successfully demonstrated the feasibility of collecting images of the road network, but also identified unique challenges such as varying angles and specific obstacles like gravel that need attention. Due to GDPR concerns, external cameras were preferred over built-in ones in vehicles like e-scooters. The project also looked into how data could be shared back with users and stakeholders. It found established methods for handling static data but noted a lack of standards for dynamic obstacles. Efforts to participate in a U.S. Department of Transportation-led standardization initiative have begun. Additionally, the project crafted a preliminary policy for delivery robots. This policy includes geofencing, speed limits, and operating schedules, which Helsingborg has translated into machine-readable code using the Mobility Data Specification. Hugo Delivery have adjusted its platform to comply with these digital policies. The final hypothesis of the project revolves around a pilot concept for autonomous delivery robots. This concept is grounded in on-site testing, workshops with municipal and commercial stakeholders, reviews of existing global delivery robot pilots, and Helsingborg's sustainability goals. It also takes into account the strengths and weaknesses of delivery robots. The idea is to pilot these robots as mobile delivery lockers in suburban areas, avoiding city centers with high traffic. This approach, termed 'community robots', envisions the robots operating within a specific area, with daily battery swaps. By shifting parcel deliveries from vans to these robots, a significant reduction in traffic accidents and emissions in residential areas is anticipated.]]></description>
      <pubDate>Fri, 17 Jan 2025 15:17:39 GMT</pubDate>
      <guid>https://trid.trb.org/View/2491274</guid>
    </item>
    <item>
      <title>Interactions among cyclists riding the wrong way on the bicycle path</title>
      <link>https://trid.trb.org/View/2475159</link>
      <description><![CDATA[Cycling in the opposite direction can lead to many critical interaction situations and sometimes to severe crashes among cyclists. Unfortunately, no official statistics are kept of such situations in Germany. Since the number of cyclists increases in many locations in Germany faster than the cycling infrastructure improves, we can expect more of such dangerous situations in the near future. To reduce their number and severity and to develop realistic simulation models, it is essentially important to understand, how cyclists interact with each other in this particular scenario of wrong-way cycling and what consequences result for safety and cycling behaviour. This paper presents methodology and descriptive results of a traffic observation study at a signalled urban intersection in Braunschweig, Germany, with separated bicycle and footpaths. At this instrumented intersection, road user trajectories were recorded and analysed with regard to identify interactions between normal and wrong-way cyclists, and to find behavioural patterns. It appeared that several different behavioural patterns, for instance switching from bicycle path to footpath, occurred, speeds of wrong-way cyclists were slower. The distances before switching appeared to be different in some of the patterns while in others they appeared to be similar.]]></description>
      <pubDate>Tue, 10 Dec 2024 09:36:42 GMT</pubDate>
      <guid>https://trid.trb.org/View/2475159</guid>
    </item>
    <item>
      <title>Assessing micromobility safety on horizontal curves of bike lanes: a video motion analysis methodology</title>
      <link>https://trid.trb.org/View/2441382</link>
      <description><![CDATA[This study introduces a novel surrogate safety indicator, the ‘effective radius’, and a dynamic tracking methodology for assessing the safety of micromobility (MM) users on isolated bike lane curves, with a focus on geometric characteristics. The methodology involves six main pillars, including site selection, geometric data collection, video recording, speed and position extraction, visualization, and analysis. Naturalistic video data of bike lane users are captured to observe user behavior, and specific points along the curve centerline are identified for monitoring lateral position and speed on a selected curve site in Valencia, Spain. The analysis centers on a bidirectional bike lane featuring a sharp horizontal curve, incorporating the effective radius criteria to evaluate MM users' responses to geometry and environmental conditions. Findings reveal significant variation in effective radius, especially during left turns, primarily due to the geometry factor and the lane's positioning outside the curve. Lateral displacement heat maps indicate that left-turn users often have higher tendencies to violate dedicated lanes, posing collision risks. The speed analysis underscores potential conflicts and reduced handling capabilities for users breaching lane boundaries. The imperative need for well-informed design and safety measures in micromobility infrastructure is emphasized, considering the impact of geometric factors on user behavior and safety.]]></description>
      <pubDate>Wed, 20 Nov 2024 13:10:20 GMT</pubDate>
      <guid>https://trid.trb.org/View/2441382</guid>
    </item>
    <item>
      <title>What turns a bicycle street into a street for cyclists? A multimodal study on subjective safety of infrastructure measures on bicycle streets using an approach in virtual reality</title>
      <link>https://trid.trb.org/View/2446887</link>
      <description><![CDATA[In an increasingly urban and sustainable transportation-focused world, cycling emerges as a key environmentally friendly and health-promoting mode of travel. This paper addresses the gap in understanding cyclists' subjective safety, particularly in relation to bicycle streets in Germany. Utilizing a multimodal approach, two studies were conducted: an online questionnaire (Study I) and a Virtual Reality (VR) evaluation (Study II), focusing on the Reichenhainer Straße in Chemnitz. Study I involved N = 182 participants who regularly used the bicycle street. The questionnaire covered various aspects including mobility behavior, cycling experience, and subjective safety, using a 6-point Likert scale. Infrastructure characteristics were represented through images. Results showed that participants generally felt safe on the bicycle street, with key factors being the lane width and restrictions on motorized traffic. Study II, a pioneering effort in using VR and stereoscopic 360° images for evaluating cycling infrastructure safety, involved N = 32 participants. It provided a realistic evaluation of infrastructure elements and their impact on perceived safety. The study revealed significant differences in safety ratings based on the presence of cars and cyclists' experience levels. The use of VR allowed for a focused examination of infrastructure characteristics and their perceived safety, highlighting potential areas for improvement. Both studies demonstrated consistent results, underscoring the subjective safety of the Reichenhainer Straße, which was perceived as safer than the average bike-accessible infrastructure in Chemnitz. The VR method proved effective for detailed evaluation of subjective safety, independent of participants' familiarity with the specific infrastructure. This approach offers a structured, controlled, and resource-efficient way to evaluate cycling infrastructure under laboratory conditions. In conclusion, the findings align with existing literature and emphasize the importance of lane width and reduced motorized traffic for cyclists' safety. The innovative VR method, while still developing, offers promising implications for future citizen participation initiatives and infrastructure planning projects, enabling efficient post-completion evaluations of subjective safety. Such practices are rare in German planning offices, highlighting the paper's contribution to enhancing urban cycling infrastructure planning and safety assessment.]]></description>
      <pubDate>Tue, 29 Oct 2024 15:28:16 GMT</pubDate>
      <guid>https://trid.trb.org/View/2446887</guid>
    </item>
    <item>
      <title>Effektsamband GCM-belysning</title>
      <link>https://trid.trb.org/View/2440099</link>
      <description><![CDATA[This study investigate the importance of lighting for cyclists outside urban areas on cycle paths. Because the examining of an area that is not normally illuminated, there will be a clear delineation of the impact of the lighting on the bike lane in particular, unlike in urban areas where many other factors can affect the result. Methods which will be used are a knowledge compilation and traffic safety analysis (accidents from database), TPB study (Theory of Planned Behaviour), bicycle simulator to see differences in speed in the dark and when there is lighting, Stated preference study (SP) and calculation of the socio-economic benefit. The project is expected to provide increased knowledge in general about cyclists' conditions and needs when cycling outside urban areas and not just regarding the lighting of cycle paths.]]></description>
      <pubDate>Thu, 10 Oct 2024 14:38:15 GMT</pubDate>
      <guid>https://trid.trb.org/View/2440099</guid>
    </item>
    <item>
      <title>Cykelstråk i Skåne : en studie av cykelflöden och cyklisternas upplevelser på tre stråk</title>
      <link>https://trid.trb.org/View/2389089</link>
      <description><![CDATA[A concept called Supercykelvägar (Cycle Superhighways) is currently implemented in the region of Skåne in Sweden, with the objective to improve the possibilities of traveling to and from the larger cities by bicycle. The idea is to, as far as possible, improve already existing infrastructure. As part of the work, three regional routes have been evaluated: Malmö-Lund, Malmö-Lomma and Arlöv-Lomma. The purpose of the study was to measure cycle counts, speeds and bicycle types and to evaluate the design of the routes from the cyclists' perspective. The study was conducted during the years 2020-2022 and included: count and speed measurements, roadside observations, a questionnaire survey and focus group discussions.]]></description>
      <pubDate>Mon, 10 Jun 2024 14:06:30 GMT</pubDate>
      <guid>https://trid.trb.org/View/2389089</guid>
    </item>
    <item>
      <title>Bygdeväg : när 2 filer blir 1</title>
      <link>https://trid.trb.org/View/2389086</link>
      <description><![CDATA[Sundbyberg municipality has carried out a reconstruction of one section of Ursviksvägen. A traditional two-lane road with an allowed speed limit of 30 kph was converted into a road with one lane for cars and two for bikes, one lane on either side of the car lane (Bygdeväg or 2 minus 1 road). Before and after reconstruction, residents and passing individuals by all modes of transport were asked about their experiences of Ursviksvägen from a safety and accessibility perspective. Safety, security, and accessibility has been shown to be related to quality of life. In addition, cameras were set up at the same time as the collection of individuals' experiences took place. The results of the survey were very clear. The reconstruction of the section on Ursviksvägen resulted in very positive effects. Safety, security, and accessibility had improved, especially for cyclists and pedestrians. Bus travelers also experienced a positive effect of the reconstruction, but not as strong. These results were obtained without reducing car drivers' experience of accessibility. A series of analyses were conducted after this main result with the purpose of increasing the understanding of the variation in the responses given. In particular the answers to the questions in the survey was investigated in three ways. Were the answers influenced by the mode of transport respondent used whilst travelling along Ursviksvägen? Had the reconstruction of the road an impact on modal choice? And finally, was the experience of respondents who have children in the schools located along Ursviksvägen different from the respondents who did not have children in the same schools?]]></description>
      <pubDate>Mon, 10 Jun 2024 14:06:26 GMT</pubDate>
      <guid>https://trid.trb.org/View/2389086</guid>
    </item>
    <item>
      <title>Skattning av ruttvalsmodell för cykel för svenska förhållanden (RUCY)</title>
      <link>https://trid.trb.org/View/2389062</link>
      <description><![CDATA[It is critical to maintain good accessibility for active travel modes in order to increase and encourage sustainable travel. Therefore, planning for cycling infrastructure is becoming an increasingly important area. This also necessitates improvements in our transportation models in how they model bicycle journeys. In 2019, the report "Research needs for Bicycle Traffic Models" was delivered to Swedish Transport Administration and SKR. The report summarizes the needs for further development of macroscopic traffic models, among other things, to facilitate evaluation of effects of bicycle investments/measures. Moreover, many infrastructure investments are about widening existing bike lanes, which cannot be evaluated with existing Cost-Benefit analysis tools, GC-kalk. Internationally, almost no studies have evaluated the effect of bike lane width. Therefore, there is a need to increase the knowledge in this area and compare results between different countries/cities. The above mentioned issues are addressed in the project RUCY, which is presented in this report. RUCY employs GPS data from approx. 13,000 bicycle trips from the project "Bike data - Crowd sourced Big Data for cycling" to estimate a route choice model for cycling for Gothenburg. A model based on a Hidden-Markov map matching algorithm is used to identify routes based on GPS tracks. Possible alternative routes are generated via repeated path search methods as well as observed routes with the same origin and destination points. A Path-size logit model is estimated. The results illustrate that uncertainty in map-matching, which has not received much attention in most previous studies, has a large impact on model estimation results. The study captures the travelers' difference in perceived travel time between cycle lanes with width less than 2 meters and those with width larger than 2 meters. The study also captures effects of grade, intersection delay, lighting, and type of pavement. The effects are compared with international studies. Captured effects of bike lane for different width categories enable evaluation of infrastructure investments that widen existing bike lanes. However, we also note that further sensitivity analysis for the effect of width of cycle lane is needed. The study illustrates how route choice model results can be integrated into a transport model that enables the evaluation of relevant policy measures for cycling.]]></description>
      <pubDate>Mon, 10 Jun 2024 14:06:04 GMT</pubDate>
      <guid>https://trid.trb.org/View/2389062</guid>
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