EVALUATING THE QUALITY OF BICYCLE INFRASTRUCTURE DESIGN

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EVALUATING THE QUALITY OF BICYCLE INFRASTRUCTURE DESIGN - Research on four continents

V SEMINARIO INTERNACIONAL EN GESTIÓN DE INFRAESTRUCTURA PARA LA OCUPACIÓN SOSTENIBLE DEL TERRITORIO

MARK BRUSSELDEPARTMENT OF URBAN AND REGIONAL PLANNING AND GEOINFORMATION MANAGEMENT

[email protected]

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UNIVERSITY OF TWENTE AND THE ITC FACULTY

WWW.UTWENTE.NL WWW.ITC.NL

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Background in Civil Engineering, Delft University of Technology

Previous work experience:

Engineering consulting, NL and Yemen (roads, drainage, solid waste, water supply, sanitation)

United Nations, Indonesia, hydrology, water management

University of Twente, ITC, application of GIS/RS in urban infrastructure andtransport

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WHO AM I

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Application of GIS/RS in urban infrastructure and transport

Infrastructure planning and decision support Sustainable Transport (PT, walking and cycling) LU-transport interaction, accessibility Urban water systems/drainage/flooding

Contact: [email protected]

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MY RESEARCH INTERESTS

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Dar es Salaam, Tanzania

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CYCLING RESEARCH ON FOUR CONTINENTS

Bogota, Colombia

Enschede, Netherlands

Christchurch New, Zealand

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The city and its cyclingWhat are we researching?Methodology and key resultsLessons learned

Overall conclusions

DISCUSSION FOR EACH CITYTO GIVE A FLAVOUR OF DIFFERENT TYPES OF CYCLING RELATED RESEARCH

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DAR-ES-SALAAM, TANZANIA

Traffic Safety

Cycling seen as a poor mans mode

Hardly any cyclinginfrastructure

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WHAT ARE WE RESEARCHING IN DAR ES SALAAM?

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How can people can be influenced to change their current travel behaviour towards bicycle useIf we know this we can design targeted travel behaviour change strategies

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METHODOLOGY: IDENTIFYING AND CHARACTERIZING CYCLING MARKET SEGMENTS

Segmentation done using the stages of change model of Prochaska and Di Clemente (1984; and further) In this model, when a person changes behaviour he/she typically moves

through different stages of change

(Prochaska and Diclemente, 1984)

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METHODOLOGY: PRIMARY DATA COLLECTION

Data collected from commuters, both cyclists and non cyclists600 personal questionnaires on:1. Socio-economic/demographic

information

2. Travel behavioural information

3. Attitudes and perceptions towards bicycle use

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METHODOLOGY: ATTITUDINAL-VARIABLE STATEMENTSStatement shown to respondents

Corresponding stage of behaviour change

I never really think about and not even consider cycling to my daily activity

Pre-Contemplation (PC)

I never used a bicycle but sometimes think about cycling to my daily activity

Contemplation (C)

I rarely or sometimes cycle and seriously consider riding to my daily activity

Prepared for Action (PA)

I have fairly often cycled to my daily activity

Action (A)

I cycle regularly to my daily activity

Maintenance (M)

I no longer cycle to my daily activities

Relapse (R)

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SOME RESULTS: MAIN MOTIVATIONAL FACTORS FOR CYCLING BY SEGMENT BASED ON LOGISTIC REGRESSION

Socio-economic characteristicsMiddle/high income male working mostly in government and private offices, and uses private car and public transportLow income, secondary school students and women

Both male/female, no vehicle ownership, low/medium income, aware of benefits of cycling and cost saving

Male dominated, low education, bicycle ownership, bicycle is an alternative

Regular bicycle commuters, male, income generating cycling, bicycle means more accessibility medium/high education, both male/female, vehicle owners

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commuter perceptions help to understand bicycle commuting behaviourOnly constructing physical infrastructure will have little impactThe stage of change model tells us which target group to aim for and what is its potential for modal changeKey motivational factors specific to user groups can guide cycling promotional strategies

LESSONS LEARNED

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Publishing: two papers published in Habitat International and Transport Policy

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BOGOTA, COLOMBIA

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Safety (Traffic and personal)

Maintenance andexpansion of

cicloruta

Connectivity of network

Design of intersections

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What is the level of satisfaction cyclists get from using Cicloruta. Can we develop a Bicycle Level of Service (BLOS) Model to give us the quality of the infrastructure and the perceived satisfaction of the users?Which factors are most determinant in the level of satisfaction?How can this model be used to make recommendations on futureimprovements?

WHAT ARE WE RESEARCHING?TOGETHER WITH UNIVERSIDAD PILOTO

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Participant’s personal characteristicsExperienceEnvironmental characteristics (influence of weather)Segment variables (Bicycle lane width, Pavement condition of lane, Side path separation, Vehicle speed, Motorised traffic volume, conflicts with pedestrians etc. etc.) Intersection variables (Volume of cyclists, conflicts with pedestrians/cyclists, Road signs and markings, Total intersection legs, Crossing width of intersection (CWI)

METHODOLOGY – SELECTION OF BLOS VARIABLES

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METHODOLOGY – VIDEO SURVEYS OF CICLORUTASEGMENTS

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183 km of cicloruta were surveyed and selected segments andintersections were filmed based on segment and intersectioncharacteristics

These films were shown to focus group panels and the satisfaction of the segments and intersections was rated by 86 people.

A multivariate analysis was performed and a logit model created thatallows the calculation of BLOS scores

METHODOLOGY

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RESULTS – EXAMPLE OF SEGMENT LOGIT MODEL

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RESULTS – SCORES OF CICLORUTA SEGMENTS

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The BLOS modelcan be used to get an overview of the level of service provided by the bicycle infrastructure as perceived by the usersEvaluation of route videos is effectiveThe models show us which factors are of particular importanceLocation based improvements can be derived from the model

LESSONS LEARNED

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Publishing: Paper under review by the International Journal Of Sustainable Transport

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ENSCHEDE, THE NETHERLANDS

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Bicycle parking

Space on bike lanes

Bus is competitor

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Do people choose their routes according to the Bicycle Level of Service of the infrastructure or based on other reasons?

WHAT ARE WE RESEARCHING?DO PEOPLE CHOOSE ROUTES BASED ON INFRASTRUCTURE SERVICE LEVEL?

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DATA COLLECTION

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Questions about:

Gender

Age

No. of cycling days/week

Route choice

Reasons

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GIS DATA MODELINGSEGMENTS AND INTERSECTION – DYNAMIC SEGMENTATION

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Turn connections

dc

ba

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Results-Individual BLOS indicator visualization

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Results-Real routes and shortest routes (to Stadskantoor)

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For 45 % of all trips the actualroute taken by people has a betterBLOS score than the shortestdistance or shortest time routesHowever, BLOS scores of real routes and shortest distanceroutes are remarkably similarThe municipality is advised whichroutes to improve

LESSONS LEARNED

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CYCLING IN CHRISTCHURCH

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Bad design at crossings

Parking on bike lanes

Driver behaviour

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ARE YOU GETTING CONFUSED??

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In this research we develop a GIS based multi-criteria evaluation of cycling routes to help planning and design choices and to add totransparency to the design process.

There is no “one best plan”, or “one best design”. It depends on whoyou are talking to!

WHAT ARE WE RESEARCHING IN CHRISTCHURCH?DECISIONS ON DESIGNING INFRASTRUCTURE

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CHRISTCHURCH

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TWO ROUTES

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Technique for decision making of complex problemsBased on a set of (two or more) alternatives that are evaluated on thebasis of one or more criteria.These criteria can be given a certain preferance/ importance over othercriteria (weight)Scores of criteria and subcriteria are calculated and weighed, arriving at an overall score that indicates the overall attractiveness of thealternatives.

MULTI-CRITERIA EVALUATION

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Main criteria chosen:

1. Comfort2. Road Capacity3. Junction Safety4. Directness & Efficiency5. Connectivity to Public Transport6. Attractiveness7. Trip Generators & Attractors

STAKEHOLDER BASED SELECTION OF CRITERIACOMBINING DEMAND AND SUPPLY CRITERIA

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o Parents of school going children aged 10-17o Current cyclists (commuters)o Potential cyclists (commuters)

STAKEHOLDER GROUPS

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Stakeholder Analysis of 7 Main CriteriaCriteria Rankings

Potential Cyclist

Commuters

Mai

n C

riter

ia I

mpo

rtan

ce R

anki

ng1

= L

ess

Impo

rtant

&

7

= M

ore

Impo

rtant

CurrentCyclist

Commuters

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2

3

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Parents of 10-17 Aged

Children

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Information on a Detailed Level for 17 Sub-criteria

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ally

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(M) Distance Cycling South to North Along Route Option 1

Route 1 Individual Sub-criteria ScoresVisibilitySp.&Vol.Fac. Cap.Right TurnDelayNoi. & Pol.Non-slipRoughnessEf. WidthTraf. Com.Det. Fac.Connect.BusPub. AreaLightingPopulationDestinat.

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Raw Performance Measures

Standardize

Weight

Output Segment

& Junction Results

Compute Total Route Suitability

Score

MC

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The network based SDSS enables more transparent decision making The method helps designers identify priorities and solve local design problemsIt works at the local level, but it can work also at the level of entirenetworks

KEY CONCLUSIONS

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Publishing: Paper being submitted to the journal of Transportation

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GIS based methods can help in the analysis of the quality and level of service of infrastructure and in the evaluation of alternative planning and design options

The role of civil engineers is changing. In our work, we need to look at people, their preferences, how they behave and how they thinkWe need to involve them in our engineering design.

So whatever you do, put people central!AND PUBLISH!

OVERALL CONCLUSIONS

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THANK YOU FOR YOUR ATTENTION!

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EVALUATING THE QUALITY OF BICYCLE INFRASTRUCTURE DESIGN