Dissertation Progress Review I

BICYCLE SAFE INTERSECTION-A Case study of R.C Dutt

Road,Vadodara city

Submitted By
NIRAV PATEL
(150303211014)

GUIDE: SIDDHARTH GUPTE C0-GUIDE: JAYESH JUREMALANI

Assistant Professor, Civil Department, Assistant Professor, Civil Department,
Parul Institute of Engineering & Technology, Parul Institute of Engineering & Technology,
P.O. Limda, Dist.- Vadodara P.O. Limda, Dist.- Vadodara

A Dissertation progress Review I

Submitted to
Parul University
in Partial Fulfillment of the Requirements for
the Master Degree of Engineering
in Transportation
Engineering

September– 2016

Civil Engineering Department,

Parul Institute of Engineering & Technology
P.O: Limda, Ta. Waghodia, Dist.- Vadodara

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 Certificate

This is to certify that report of research work embodied in this Internal

review I Entitled “BICYCLE SAFE INTERSECTION-A Case Study
of R C Dutt Road,Vadodara city” was carried out by Mr. NIRAV
PATEL at Parul Institute if Engineering & Technology for partial
fulfillment if M.Tech (Civil) Transportation System Engineering degree
to be awarded by Parul University. This research work has been carried
out under our supervision and is to our satisfaction.
Date: - -2016
Place: Parul University

GUIDE: SIDDHARTH GUPTE C0-GUIDE: JAYESH JUREMALANI

Assistant Professor, Civil Department, Assistant Professor, Civil Department,
Parul Institute of Engineering & Technology, Parul Institute of Engineering & Technology,
P.O. Limda, Dist.- Vadodara P.O. Limda, Dist.- Vadodara

Name & Signature of External Examiner Name & Signature of Internal Examiner
1. 1.
3. 2.
3. 3

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 ABSTRACT

Bicycles are sustainable form of transport having advantages like less noise pollution, less

congestion, less accidents and less maintenance costs compared with motorized modes .
Bicycling also offers an affordable transport option to the low income group especially in
developing countries like India which find it difficult to afford any form of motorized transport it
can form an important means for accessing destinations particularly for trips that are too long for
walking or are not served by transit Despite these benefits, bicycling is not a popular choice in
Indian cities among commuters . The main obstacles to boosting the bicycle as a regular mode
of transport are safety concerns due to interactions with motorized traffic . We know that
protected cycle lanes are the key to getting the average person to consider traveling by bicycle.
Protected cycle tracks, use curbs, planters, or parking to buffer bicyclists from moving cars .
there is still a problem,The protected bicycle lanes lose their benefits when they reach
intersections We need to make intersections just as safe and secure as the lanes that lead into
them. What the Protected bicycle Lane needs is the Protected Intersection by providing different
elements based on analysis of collected data of intersection .

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 ACKNOWLEDGEMENT

I am deeply indebted to my guide PROF. SIDHHARTH GUPTE & co-guide PROF. JAYESH

JUREMALANI & External guide from centre for green mobility Mr. ANUJ MALHOTRA for

His encouragement, support and guidance in each and every phase of this work. His valuable

advice, suggestions and support were of great help in every stage of this work which is sincerely

appreciated. I am extremely grateful to our HOD for her constant inspiration and keen interest to

make this seminar and presentation absolutely flawless. I would also like to thank my friends for

their timely co-operation and help. I would also like to thank my family for their support.

PATEL NIRAV I
Second Year M.Tech
(150303211014)

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 INDEX

SR. CONTENT PAGE

NO. NO.
1 CHAPTER: 01
6
Introduction

2 CHAPTER: 02
8
Problem Definition

3 CHAPTER: 03
9
Aim And Objective of study

4 CHAPTER: 04
10
Literature Review

5 CHAPTER: 05
24
Summary

6 CHAPTER :06
43
Methodology

7 CHAPTER :07
46
Reference

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 LIST OF FIGURES

FIG NO. NAME OF FIGURE PAGE

NO.

ELEMENTS OF BICYCLE INTERSECTION

2.1 9
PATH OF BICYCLE AT INTERSECTION
4.1 9

DIFFERENT ELEMENT OF BICYCLE SAFE

6.1 45
INTERSECTION
6.2 DIFFERENT ELEMENT OF BICYCLE SAFE 45
INTERSECTION

6.3 DIFFERENT ELEMENT OF BICYCLE SAFE 46

INTERSECTION

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 1.INTRODUCTION
General

Bicycles are sustainable form of transport having advantages like less noise pollution,
less congestion, less accidents and less maintenance costs compared with motorized modes.
Bicycling also offers an affordable transport option to the low income group, especially in
developing countries like India, which find it difficult to afford any form of motorized transport
Pucher Indeed, it can form an important means for accessing destinations particularly for trips
that are too long for walking or are not served by transit .
Despite these benefits, bicycling is not a popular choice in Indian cities among commuters.
The impediments to bicycling include factors like long trip distances of commuters, harsh
weather conditions, difficulty to use it in nonutility trips entertainment, recreation, etc.),
infrastructure unavailability, extreme traffic conditions, and a lack of health and environment
consciousness among people. These barriers are, in one way or the other, manifestation of the
internal and social considerations of commuters such as their current attitude, social norm
perception, and built environment considerations. The effects of these impediments may change
from individual to individual depending on their perception of bicycling and their level of
experience with cycling For example, non-cyclists may value these impediments quite differently
from cyclists Further, the effect of these impediments may also have a link with an individual’s
perception of bicycling during his childhood. Dill and Voros associate an individual’s childhood
bicycle usage with his habit that decides the current bicycle usage. Eliciting this childhood
perception can extract the necessary steps that can maintain a respondent’s bicycle usage even
after his transition from childhood to adulthood. There is an absence of studies that educes this
correlation .
A futurist author, H.G. Wells (1866–1946) stated: ‘‘Cycle tracks will abound in utopia” The
bicycle as a green and sustainable mode of transport is gaining ground I one estimate half of the
morning trips in the US is less than 5 miles should it be made by 24 min cycling, no job is left
for transport engineers. Governments across the world have started to invest in more bicycle
facilities. A strong correlation has been reported between the usage rate of bicycles and health
indices . Fortunately the use of bicycle is on the rise so much so some coined the term of
‘‘bicycling renaissance” The main obstacles to boosting the bicycle as a regular mode of

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transport are safety concerns due to interactions with motorized traffic .
Urban areas account for 40% of road fatalities Although traffic safety has improved
remark- ably in recent years, it has been focused on the safety of motor vehicles. However, 50%
of the victims of urban road crashes were pedestrians or cyclists .In general, bicyclists identify
safety as one of their highest priorities in selecting bicycle routes. A common characteristic of
countries with a high cycling mode share is the provision of cycle tracks (separated bikeways
along streets) on major routes. For this reason, physically separated bicycle paths have received
increasing attentions from researchers. Wardman et al. (2007) forecasted that a completely
segregated bicycle roadway would result in a 55% increase in bicycling. A survey conducted in
Canada corroborated that physically separated pathways were preferred by cyclists and
encouraged more cycling Another study in Canada reported that the injury risk of cycling on
cycle tracks is less than cycling in streets

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 2. PROBLEM DEFINATION

We know that protected cycle lanes are the key to getting the average person to consider
traveling by bicycle. Sharing busy traffic lanes with cars is absolutely unacceptable, and
separation by a line of paint is often not enough.

Protected cycle tracks, use curbs, planters, or parking to buffer bicyclists from moving
cars . there is still a problem,The protected bicycle lanes lose their benefits when they reach
intersections .

The buffer falls away, and you're faced with an ambiguous collection of green paint,
dashed lines and bicycle symbols. One popular where cars and bikes share the lane configuration
is called "a mixing zone"

It doesn't matter how safe and protected your bicycle lane is if intersections are risky,
stressful experiences.

SO,We need to make intersections just as safe and secure as the lanes that lead into them.
What the Protected bicycle Lane needs is the Protected Intersection

Fig. 2.1 – elements of bicycle intersection

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 3. AIM AND OBJECTIVES OF STUDY

1) To Promote green transportation by promoting bicycle infrastructure.

2) Find out the problem of particular selected location of Intersection Where we actually want to
develop Bicycle Friendly Infrastructure.

3) Observing the location by Videography & than analysis it.

4) Suggest Best alternative Which will make intersection safer and suitable to reduce the risk to
bicyclist & inhance safety so people encourage to utilize this system.

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 4. LITRETURE REVIEW
1. Sohail Zangenehpoura,Jillian Straussa,Luis F. Miranda-Morenob, Nicolas
Saunierca conclude that Several studies have been published in recent years on cyclist safety in
urban environments. In particular, some of these studies have investigated cyclist injury risk and
its associated factors. Given the rising popularity of cycle tracks, few studies have investigated
cycle tracks to identify and quantify their safety effectiveness. The majority of recent studies
have concluded that corridors with cycle tracks are either safer or at least not more dangerous
than cor-ridors without cycle tracks.

We can refer to the literature review of Thomas and De Robert is (Thomas and De
Robert is, 2013) which examined the literature on cycle tracks from different countries countries
mostly in Northern Europe and one study in Canada. Overall, it was found that one-way cycle
tracks are safer than bidirectional cycle tracks and that in general, cycle tracks reduce collisions
and injuries when effective intersection treatments are also implemented. Another review of the
literature by Reynolds et al. (2009),revealed that bicycle-specific facilities, not shared roads with
vehicles or shared off-road paths with pedestrians, reduce both the risk of accidents and injuries.
Also, of the 23 studies reviewed in(Reynolds et al., 2009), eight examined safety at intersections
which were for the most part roundabouts.To investigate the effectiveness of safety treatments,
road safety studies can be divided into: (i) cross-sectional studies in which data from a sample of
locations or intersections with different geometry and built environment characteristics are used
(Strauss et al.,2013; Miranda-Moreno et al., 2011; Wang and Nihan, 2004), (ii)before-after
studies, in which data from before and after treatment implementation is available from a sample
of treated and non-treated locations (Dill et al., 2012; Gårder et al., 1998; Jensen,2008a,b;
Zangenehpour, 2013), and (iii) case–control studies in which data from a sample of intersections
contains two subsets :a subsample of intersections in which the treatment exists and a sub sample
of intersections with very similar characteristics (same traffic intensity, geometry) but without
treatment (Lusk et al., 2011;Chen et al., 2012).

A case–control study carried out in Montreal (Lusk et al., 2011),compared cyclist injury
rates on six bidirectional cycle tracks and compared them to that on reference streets. Bicycle
flows were found to be 2.5 times greater on tracks than on the reference street sand the relative
risk of injury on tracks was found to be 0.72 com-pared to the reference streets, supporting the
safety effects of cycle tracks. A study looking at bicycle infrastructure in Toronto and Vancouver
found that cycle tracks have the lowest injury risk com-pared to other infrastructure types and
with one ninth of the risk of major streets with parked cars and no bicycle infrastructure(Teschke
et al., 2012). Overall quiet streets and bicycle facilities on busy streets provide safest passage for
cyclists. An older before-after study in Denmark found that cycle tracks increased bicycle flows
by 20% while decreased vehicle mileage by 10% (Jensen,2008a,b). However, overall, injuries
were found to increase with the implementation of cycle tracks. While injuries were reduced
along links, the increase in injuries at intersections was greater than this decrease. The author

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identified that cycle tracks which end at the stop line of the intersection are dangerous. A decade
prior, Gårderet al. (1994) came to a similar conclusion in Sweden, that physically separated
tracks should be cut some short distance before the intersection which would not only improve
visibility but also cause cyclists to feel less safe influencing them to pay greater attenti on at
intersections .

In this emerging literature, it is worth highlighting that most empirical evidence about
the effectiveness of cycle tracks are based on historical crash data, referred to as the traditional
safety approach. Studies using surrogate safety measures are beginning to gain popularity in the
bicycle literature (Sayed et al., 2013; Afghariet al., 2014). However, surrogate safety analysis
looking specifically at the effects of cycle tracks are rare in the current literature .In addition,
most surrogate safety studies consider only one or a small sample of intersections .Automated
methods for surrogate safety analysis have begun to emerge in the literature (Sayed et al., 2013;
Kassim et al., 2014;Sakshaug et al., 2010). A recent study in Vancouver presented the use of an
automated method to obtain Time-To-Collision (TTC) to identify the severity of cyclist
interactions at one busy intersection (Sayed et al., 2013). Another recent study in Ottawa
evaluated cyclist–vehicle interactions at signalized intersections based on post-encroachment
time (PET) (Kassim et al., 2014). These studies however have not looked at the effectiveness of
cycle tracks.

2. Tanja Kidholm Osmann Madsen , Harry Lahrmann studied In some countries

and in particular in some cities, cycling is a frequently used mode of transportation. For instance,
in Copenhagen and Amsterdam the bicycle share is higher than 30% (DTU Transport, 2014).
However, travelling relatively unprotected, cyclists run a high risk if they are involved in
accidents. In 2014, more than 2000 cyclist fatalities were registered in Europe (European
Commission, 2015).Bicycle facilities such as bicycle tracks (separated from the road with curbs)
and bicycle lanes (separated from the road with painted lines) have frequently been constructed
in Denmark as a means of improving the safety of cyclists and the sense of security to promote
cycling. However, studies have shown that bicycle tracks do not improve the safety of cyclists.
Although the number of bicycle accidents decreases on road sections with bicycle tracks, more
accidents occur in intersections. Agerholm, Caspersen, Madsen, & Lahrmann, 2006; Bach,
Rosbach, & Jørgensen, 1985; Gårder, Leden, & Thedéen, 1994;Jensen, 2006; Jørgensen &
Rabani, 1969; Linderholm, 1992; Wegman & Dijkstra, 1988). The increase is composed of a
higher amount of turning accidents compared to intersections without bicycle tracks (Jensen,
2006; Jørgensen & Rabani, 1969) and is particularly high in signalized intersections (Jensen,
2006). Bicycle lanes are less safe for cyclists on road sections compared to both bicycle tracks
and no bicycle facility, but the bicycle lanes seem to have no influence on the number of injured
cyclists in intersections compared to no bicycle facility (Nielsen, Andersen, & Lei, 1996;
Wegman & Dijkstra, 1988). However, Jensen (2006) found an increase (statistically
insignificant) in the number of injured cyclists and moped riders in intersections as well as on
road sections after the construction of bicycle lanes. The differences in the safety effects of

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bicycle tracks and bicycle lanes suggest that, although bicycle facilities result in more accidents
involving cyclists in intersections, some layouts may be safer than others. Previous studies have
primarily

compared various geometric layouts of bicycle facilities in signalized intersections under the
assumption that the best layout is safer for cyclists independently of the traffic volume and thus
compared layouts with different traffic volumes by controlling for these differences (see e.g.
Buch & Jensen, 2012; Herrstedt, 1979). So far, only a few studies have assessed the risk of
cyclists for different bicycle facilities using varying traffic volumes, an example is Linderholm
(1992). However, it has been indicated that the best layout of bicycle facilities depends on the
traffic volume in the intersection (Vejregelrådet, 2010). Though, it is still unknown at which
traffic volume the various bicycle facilities should be used in order to construct cycling crossings
that are as safe as possible. The purpose of this study is to compare the safety of cyclists for
commonly used Danish bicycle facility layouts in signalized intersections to assess which layout
is better at various traffic volumes and to develop methods to facilitate this comparison. The
study is carried out as a traffic conflict study based on video recordings from five intersection
arms with different designs of bicycle tracks .

3. Alfredo Garcia, Fernando Agustin Gomez, Carlos Llorca *, Antonio Angel-

Domenech studied that in Urban areas account for 40% of road fatalities (European Commision,
2013a). Although traffic safety has improved remark- ably in recent years, it has been focused on
the safety of motor vehicles. However, 50% of the victims of urban road crashes were
pedestrians or cyclists (European Commision, 2013b).

In general, bicyclists identify safety as one of their highest priorities in selecting bicycle
routes. A common characteristic of countries with a high cycling mode share is the provision of
cycle tracks (separated bikeways along streets) on major routes. For this reason, physically
separated bicycle paths have received increasing attentions from researchers. Wardman et al.
(2007) forecasted that a completely segregated bicycle roadway would result in a 55% increase
in bicycling. A survey conducted in Canada corroborated that physically separated pathways
were preferred by cyclists and encouraged more cycling (Winters and Teschke, 2010). Another
study in Canada reported that the injury risk of cycling on cycle tracks is less than cycling in
streets (Lusk et al., 2011).

In absence of regulation, most of existing cycle tracks in Spain are two-way cycle tracks.
These bicycle facilities accommodate the following maneuvers (Allen et al., 1998):

Following: a faster bicycle reaches a slower one.

Passing: after following, a faster bicycle passes the slower one.

Meeting: two bicycles traveling in opposing directions cross.

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 Manar and Desmaris (2013) studied bike-following behavior. They collected data in a
controlled experiment installing GPS receivers in two bicycles. The bicycles ran on a 1.7 km, 1.5
m-wide (each direction) exclusive off-street cycle track. A similar cycle track was monitored,
observing 253 couples of leading and following bicycles using a video camera mounted on a
mast. They adapted and calibrated existing car-following models based on the observations. The
results showed that the following bicycles did not move freely when headways were under 16 m.
The authors suggested a minimal headway of 2.2 m, including bicycle length, which would lead
to a 2700 bicycles/h one-way capacity. In order to increase capacity, passing maneuver allows
faster bicyclists to travel at their own desired speeds. Passing maneuvers on cycle tracks have
been also investigated. Khan and Raksuntorn (2001) observed passing events on a separated 3 m-
wide cycle track. This study used two video cameras installed on the sidewalk of a bridge over
the cycle track. They measured passing and passed bicycle speeds, as well as bicycle lateral
placement during the maneuver. The results showed that passed bicycles tended to move to the
right while they were passed (from 0.86 to 0.58 m on average), while lateral spacing between the
passing and the passed bicycle was 1.78 m. On average, a passing maneuver needed a distance of
91 m. Recently, Li et al. (2013) collected data of passing maneuver on cycle tracks in order to
calibrate and validate a microsimulation model. Video cameras were installed to collect data in
nine locations. Authors proposed a cellular automation model to predict the number of passes,
and to classify them according to the lateral position of the passing and the passed bicycle.

Allen et al. (1998) analyzed the frequency of both passing and meeting maneuvers on
separated cycle tracks. The number of maneuvers determined the level of service of a cycle
track, according to these authors. Their results showed that, on two-way cycle tracks meeting
maneuvers are more than ten times frequent than passing maneuvers. The higher frequency of
meeting maneuvers contrasts with the very limited knowledge about them. Only Khan and
Raksuntorn (2001) analyzed meeting maneuvers in detail. Using a 100 meeting maneuvers
sample on a 3 m-wide cycle track, they concluded that the average lateral spacing between
meeting bicycles was 1.95 m. Although authors expected a correlation between the spacing and
the cycle track width, this was not explored as they only observed a 3 m width.

Most of the previous studies on either passing or meeting maneuvers were based on video
recordings at fixed locations. However, other authors collected data from instrumented bicycles.
This facilitated continuous data along segments, in contrast to fixed locations. Walker (2007) and
Chapman and Noyce (2012) equipped bicycles with either laser or ultrasonic distance
measurement devices to analyze the lateral spacing between bicycles and motor vehicles during
passing maneuvers on two-lane rural roads. Parkin and Meyers (2010) used also an instrumented
bicycle to study how motor vehicles passed bicycle on cycle lanes adjacent to vehicle lanes.
They detected that drivers are less respectful with lateral distances when passing bicycles on
roads with designated cycle lanes. Lee et al. (2011) used a high-accuracy GPS tracker on an
instrumented bicycle to analyze the minimum maneuvering space and lateral clearance on a one-
way cycle track. One hundred riders participated in the experiment, at three speeds: 10, 20 and

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30 km/h. The minimum maneuver space vary inversely with speed, which indicated that speed
reduction increased instability. On a 2 m wide cycle track, the maneuvering space was 1.48 m
width and the additional comfortable lateral clearance was 0.42 m at 20 km/h. The conclusions
suggested a minimum one-way cycle track width of 2 m. Other authors have used instrumented
bicycles to observe the interaction between motor vehicles and bicycles. They used either a
naturalistic procedure (Dozza and Fernandez, 2014) or quasi- naturalistic method (Chuang et al.,
2013). However, they did not study the influence of road geometry on the interaction between
bicycles on cycle tracks.

Additionally, Van der Horst et al. (2013) recently analyzed conflicts between bicycles,
mopeds and crossing pedestrians. However, the authors only focused on one location, and not
specifically on meeting maneuvers between oncoming bicycles.

Meeting maneuvers and conflicts involving oncoming bicycles should be a critical issue for
the selection of cycle track widths. However, there is not much scientific evidence that support
that selection. American Association of State Highway and Transportation Official (AASHTO)
Guide for the Development of Bicycle Facilities (American Association of State Highway and
Transportation Official, 2012) proposes a minimum width of 3 m for separated shared cycle
tracks (for pedestrian and cycling), although no recommendation is proposed for exclusive off-
road cycle tracks .

Many other regional and local guidelines establish different criteria, although they never
justify the proposed values. For instance, Transport for London (Transport for London, 2014)
recommends a minimum of 2 m for low traffic volumes and a maximum of 4 m for higher.
Dutch platform CROW (CROW, 2007) also recommends between 2.4 and 4.0 m widths,
depending on traffic volume.

The majority of existing cycle tracks in Spain are located on sidewalks. There is usually a
limited space availability and track width does not usually exceed 2 m, which generally is
perceived by users as insufficient. However, there is no previous study, which has analyzed the
link between width and lateral clearance of meeting maneuvers on such narrow cycle tracks.
Therefore, this research was motivated by the absence of scientific basis on the selection of cycle
track widths .

Objectives : The aim of this research was the observation of meeting maneuvers on two-way
separated cycle tracks. This depended on the following objectives:

1. Development of a methodology for quasi-naturalistic observation of cycle traffic on

separated cycle tracks.
2. Data collection of meeting maneuvers on a sample of two-way separated cycle tracks.
3. Analysis of meeting maneuver dynamic variables and opposing rider’s response, as well
as their relation with cycle track width and boundary conditions.

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 4. Establishment of guidelines to determine the minimum cycle track width that ensures
safe and comfortable meeting maneuvers.

The following hypotheses justified this study:

On wider cycle tracks, meeting clearance and opposing bicycle speed are higher than on
narrow cycle tracks. _ In presence of lateral obstacles, meeting clearance and opposing bicycle
speed is reduced. The effect of obstacles to the handlebar height is higher than the effect of
obstacles to the wheel height. In absence of lateral obstacles, clearance and speed are much
higher.

4. Poul Greibe and Thomas Skallebaek Buch studied that Bicycle traffic has increased
in the large cities in Denmark over the last 10-15 years. Moreover politicians wish to continue
the growth making bicycling account for an even larger share of the urban area transportation.
Similar objectives are found in many other countries, which also invest in a better cycling
infrastructure. One of the measures taken in Denmark and elsewhere is the construction of cycle
tracks in urban areas, which provide the necessary space for bicycle traffic and decrease
perceived risk among cyclists.

At the same time, in Denmark the national objective is to reduce deaths and injuries in
traffic, where cyclists currently account for approximately 20% of the total number of injuries
reported by the police.

To achieve these objectives on increased safe cycling, a well-functioning and well-

developed infrastructure for bicycle traffic is required.

In urban areas, junctions very often constitute a bottleneck in relation to cyclist pass ability.
At the same time, the vast majority of accidents involving cyclists in urban areas occur in
junctions. However, it should be noted that accidents on cycle tracks are underreported, because
these accidents often are single accidents or accidents between cyclists and typically less severe
than accidents between cyclists and vehicles.

Nevertheless, cycle tracks between junctions are also important in relation to cyclist safety
and passability. An increase in the bicycle traffic volume will put a larger pressure on the most
busy cycle tracks during rush hours, which may require an increase in the capacity of some of
these cycle tracks. Meanwhile, the number of cargo bikes is growing, and these are characterised
by other dimensions and driving behaviour, which may affect the capacity and safety of the cycle
tracks. Supported by the Ministry of Transport, Trafitec has conducted a study (Buch and Greibe,
2014) to examine the issue. The main results are presented in this paper.

Objectives : The main objective of this study is to examine how widths of one-way cycle tracks
in urban areas influence the behaviour, flow and capacity of bicycle traffic. Traffic safety has not
been a part of the project but is of course a direct offshoot of the subject. Sections with one-way
tracks along a road are the primary focus. Based on new empirical studies, we wish to assess the

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width of the cycle track in relation to cyclist behaviour (lateral position and speed) and capacity
in order to provide guidance on widths of cycle tracks allowing safe and efficient bicycle traffic.
To illustrate this, cyclist behaviour at different flow volumes and during overtaking has been
studied. Furthermore, it has been examined how cargo bikes affect bicycle traffic.

5. Michael B. Lowry , Peter Furth , Tracy Hadden-Loh studied that Many cities are
currently trying to expand their bicycle network (Buehler and Pucher, 2012). They are devising
Bicycle Master Plans that enumerate a wish list of improvement projects such as bicycle
boulevards, bike boxes, buffered bike lanes, and cycle tracks (NACTO, 2014). American cities
are way behind their European peers in terms of expansive infrastructure for mass bicycling, but
there is evidence change is underway (Furth, 2012). In 2010, USDOT Secretary Ray LaHood
signed a policy declaring ‘‘The establishment of well-connected walking and bicycling networks
is an important component for livable communities, and their design should be part of Federal-
aid project development” (LaHood, 2010 emphasis added). Four years later, his successor,
Secretary Anthony Foxx, launched a new initiative to increase federal funding for bicycle
improvement projects, which he called ‘‘the most innovative, forward-leaning, biking-walking
safety initiative ever” (Foxx, 2014). Over the next few decades, cities will need to make strategic
capital investment decisions as the federal government, state departments of transportation, local
governments, and non-profit organizations such as the Rails-to-Trails Conservancy direct more
funding toward bicycle infrastructure.

Capital investment decisions usually involve two key steps: project appraisal and project
prioritization. Project appraisal determines whether there is economic justification for the project
based on expected benefits and costs. One approach is to monetize expected impacts over a
particular time period in terms of present-value dollars and calculate the benefit–cost ratio to
confirm that benefits outweigh costs. It can be fairly easy to estimate costs (Krizek et al., 2006);
but, monetizing benefits can be quite difficult. Most benefits from bicycle improvement projects
are non-market benefits, meaning the dollar value is not readily apparent. Such benefits are
typically indirect or ancillary, meaning the benefit is not directly due to the project, but rather
due to incidental impacts from a change in society’s behavior. For example, if a community
improves their bicycle network, more people might choose to ride their bike rather than drive,
which in turn might improve health, reduce emissions, and decrease traffic congestion. Likewise,
improvement projects might increase home values or increase community attractiveness. These
types of benefits are very difficult to quantify and monetize. Even direct benefits, such as
reduced bicycle crashes, can be difficult to quantify (Nordback et al., 2014). Consequently,
decision-makers often use professional judgment and the intensity of public opinion to justify
bicycle facility improvement projects.

Once projects have been economically justified, the next step is to prioritize them for
implementation. There are various prioritization techniques available, and the information used
during project appraisal can often be used for prioritization as well. For example, through a
process called Incremental Analysis projects can be rank-ordered based on benefit–cost ratios.
However, once again, decision-makers face the challenge of monetizing non-market benefits. An
alternative approach is to identify performance indicators (also called measures of effectiveness
or project selection criteria) to evaluate how well a project is expected to perform with regard to
specific goals and objectives. For example, the Seattle Department of Transportation (SDOT)

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identified five goals and corresponding performance indicators to prioritize candidate bicycle
improvement projects. The goals are to increase (1) ridership, (2) safety, (3) connectivity, (4)
equity, and (5) livability. They were developed through public involvement activities,
stakeholder focus groups, assessment of data availability, review of the literature, and other
activities (SDOT, 2013a). Prioritization can be achieved by rank-ordering a single performance
indicator, a composite indicator, or through some deliberative process that takes into
consideration all the performance indicators simultaneously.

Preferably, the evaluation of performance indicators should involve quantitative analysis.

The USDOT notes, ‘‘Quantitative information lends objectivity to a decision-making process
which might otherwise be dominated by subjective judgment or political considerations”
(FHWA, 2011). Quantitative analysis is more likely to be repeatable and transparent.
Nevertheless, as already discussed, the benefits associated with bicycle improvement projects are
often very difficult to quantify, in which case, qualitative indicators may be the only viable
alternative. Qualitative evaluation might consist entirely of narrative description. For example,
the City of Portland’s bicycle implementation plan involves a series of yes/no and open-ended
questions to evaluate seven performance indicators. A quasi-qualitative evaluation might involve
subjectively assigning a score to some or all of the performance indicators on a scale of 1–10.
SDOT’s bicycle master plan notes that project prioritization should use ‘‘a variety of qualitative
and quantitative methods, recognizing that prioritizing bicycle projects is not a science but rather
an art” (SDOT, 2013a, pg. 8).

This paper introduces a new method to objectively analyze ‘‘connectivity”, a performance

indicator commonly used to prioritize bicycle improvement projects. According to a review
conducted by SDOT, the cities of Portland, Minneapolis, and Vancouver all include connectivity
as one of their prioritization criteria (SDOT, 2013a). A recent USDOT Roundtable called for
‘‘more standardized tools. . .to measure connectivity.” (Foxx, 2015).

The new method described in this paper uses network analysis and geographic information
system (GIS) software to produce project priority rankings based on a project’s ability to connect
homes with destinations via low-stress bicycling. The method was programmed as an ArcGIS
tool and requires commonly available GIS data: (1) street and trail network, (2) residential land
use parcels, and (3) points-of-interest destinations. Transportation engineers and planners can use
the tool to help communicate expected project impacts to the public and decision-makers.

The next section of this paper provides background on assessing bicycling stress and
measuring connectivity. This is followed by a description of the new method and a case study
example involving the Bicycle Master Plan for Seattle, Washington in which the full build-out
includes 771 projects.

6. Meghna Verma , T.M. Rahul , Peesari Vamshidhar Reddy , Ashish Verma studied
Attitudes and perceptions of an individual towards a particular mode influence the trip making
behavior of that individual (Davies et al., 2001). This is more so in the case of a non-motorized
transport like a bicycle that requires a physical effort from part of the user. So, there is a need for
a detailed understanding of these factors to bring in a positive behavioral change among the trip
makers. Greig (2001) and Daley et al. (2007) explored the attitudinal impact of general bicycling

FACULTY OF ENGINEERING & TECHNOLOGY, PARUL UNIVERSITY Page 18

facilitators and barriers using qualitative research approaches and found the qualitative facilitator
‘reducing pollution and fossil fuel consumption’ having a positive impact on bicycling. Another
qualitative factor that was found having a positive impact on the usage of bicycles was an
individual’s negative perception towards motorized vehicles (Stinson and Bhat, 2005). Various
conceptual frameworks have been used by studies till now to elicit the effect of attitudinal factors
on bicycling. Two specific behavioral approaches that have found immense applicability in
bicycle-behavior research are the ecological models and the theory of planned behavior.
Ecological models assume that a person’s behavior is influenced by factors that originate at an
individual level and that later enlarge to include the social and environment factors. Handy et al.
(2010) and Xing et al. (2010) used this approach to model the general attitude of people towards
bicycling. Handy et al. (2010) modeled the effect of individual’s attitude like ‘enjoy riding
bicycle’ on bicycle ownership, and Xing et al. (2010) modeled the effect of individual’s attitudes
on bicycling propensity and vehicle-miles travelled using bicycles. The theory of planned
behavior (Ajzen, 1991) assumes that an individual is influenced by various factors like attitude,
habit, perceived behavioral control and social norms while adopting a specific behavior. Two
important studies that have used this conceptual approach in the area of bicycling were done by
Lajunen and Rasanen (2004) and Heinen et al. (2010b). While Lajunen and Rasanen (2004)
investigated the application of this theory in promoting helmet usage for cycling, Heinen et al.
(2010a, 2010b) explored the impact of various factors on bicycle usage. Lois et al. (2015)
explored the cycle commuting intention based on the theory of planned behavior. Another
important aspect explored with respect to bicycling was the influence of perceived built
environment. Ma and Dill (2015) studied the impact of perceived built environment on bicycling
and concluded that the built environment as perceived by a respondent had a considerable
influence on bicycle mode choice. Bolstering this observation, the study of Ma
et al. (2014) had found an insignificant contribution by the objective built environment factors in
the regression models when these models were controlled for perceived built environment
factors. These two studies highlighted the need for considering perceived factors while modeling
the bicycle mode choice, and observed a dearth in studies eliciting this impact. Different
population segments were found having different attitudinal impact on bicycle usage.
Gatersleben and Appleton (2007) classified the trip makers into five separate groups based on
their existing behavioral stage - precontemplation, contemplation, prepared for action, action and
maintenance, and identified separate policies for promoting bicycle usage among these groups.
Daley and Rissel (2011) also, in their study, divided the respondents into three categories -
regular riders, occasional riders and non-riders – while exploring the potential influence of
images and perceptions on cycling. Within a developing country context, only few studies have
been done exploring the influence of attitudinal factors on cycling. One study was of Yao and
Wu (2012) who tried to understand the correlation between safety attitudes, risk perceptions and
aberrant riding behaviors in the cities of Beijing and Hangzhou. Another study was by Li et al.
(2013) who segmented the bicyclists in Nanjiang (china) into six attitudinal groups using a
systematic procedure involving factor analysis, structural equation modeling and K-clustering,
and subsequently highlighted the need for a market segmentation based on the attitude for taking
care of the heterogeneity in the bicycling population. The study of Nkurunziza et al. (2012)
segmented the population based on the stages recommended by Gatersleben and Appleton (2007)
and identified the policies to promote bicycling in the city of Dar-es-Salaam. Two studies that
explored the behavior of commuters towards cycling in an Indian scenario were done by Jain et
al. (2010) and Rastogi (2010). Jain et al. (2010) explored the impact of various physical

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infrastructures on bicycling in the city of Pune and found a very high preference for bicycle lanes
among the commuters. Rastogi (2010), who analyzed the willingness of commuters to shift to
bicycling for accessing suburban rail in Mumbai, also found a similar result with respect to the
bicycle lanes. The current literature review reveals a dearth in studies that elicit the influence of
social norms and perceived physical infrastructure on bicycling in a developing country context.
Further, as mentioned in the introduction there is also an absence of studies that elicit the
influence of childhood perception on current bicycle usage. Aptly, the current paper aims to
identify the effect of attitudinal factors – including the perceived built environment – and social
norms on bicycling in a developing country context. Moreover, the study also determines the
impact of childhood bicycling perception on the current bicycle usage.

7. Saeed Asadi Bagloee , Majid Sarvi , Mark Wallace studied that futurist author, H.G.
Wells (1866–1946) stated: ‘‘Cycle tracks will abound in utopia” (Stephenson, 2015). The bicycle
as a green and sustainable mode of transport is gaining ground (Mesbah et al., 2012; Milne and
Melin, 2014; Smith, 2011). In one estimate half of the morning trips in the US is less than 5
miles (Stephenson, 2015), should it be made by 24 min cycling, no job is left for transport
engineers. Governments across the world have started to invest in more bicycle facilities (Duthie
and Unnikrishnan, 2014; Mesbah et al., 2012; Smith, 2011). A strong correlation has been
reported between the usage rate of bicycles and health indices (Milne and Melin, 2014).
Fortunately the use of bicycle is on the rise (Brady et al., 2010), so much so some coined the
term of ‘‘bicycling renaissance” (Pucher et al., 2011). The main obstacles to boosting the bicycle
as a regular mode of transport are safety concerns due to interactions with motorized traffic
(Buehler and Dill, 2015; Habib et al., 2014; Menghini et al., 2010).

Based on GPS dataset, a recent study in the United States suggests cyclists give high value
to off-street bike paths and enhanced neighbourhood bikeways with traffic calming features
(Broach et al., 2012). A similar observation has also reported for cases in Canada (Su et al.,
2010). In other words, ‘‘segregation” is the cyclists’ most heralded slogan. In the Netherland
which is the mecca of the cyclists, the public see the separated bicycle lanes an indispensable
part of their transport system (Stephenson, 2015). Retrofitting existing facilities at no (or least)
cost to better accommodate cyclists and pedestrians has emerged as an effective tool in the hands
of policy makers (Buehler and Dill, 2015) One option is to segregate bicycles and motorized
vehicles by providing exclusive lanes for the cyclists (Lin and Liao, 2014; Mesbah et al., 2012;
Smith, 2011). The importance of bicycle lane has been correlated to the ‘‘bikeability” of the
cities (Habib cyclists and motorists on multi-lane roadways (Brady et al., 2010). Even in narrow
streets where space is scarce a simple lane marking in the shared lanes (known as ‘‘Sharrows”)
can greatly contribute to betterment of driving behaviours and hence the safety (Brady et al.,
2010; Meng, 2012).

Bicycle lanes come at the expense of restricting the motorists to less space (Alliance for
Biking & Walking, 2014), which may lead to a much worse traffic circulation and hence more
severe congestion. This genuine fear has precluded the introduction of bicycle lane in many
cities. Despite great efforts to analyse network design problem – notably road and transit
network design – (Bagloee and Ceder, 2011; Bagloee et al., 2013b, 2015; Farahani et al., 2013;
Mesbah et al., 2011a, 2011b; Sarvi et al., 2016) the literature has yet to address the Bicycle
Priority Lanes Design (BPLD) problem.

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 The introduction of bicycle lanes needs to be viewed in the context of the motorized modes
at the urban network level. A recent review on the literature sheds light in the shortcomings of
the methodologies based on which the importance of network level approaches has been
highlighted (Buehler and Dill, 2015).

As such one can divide the task into two categories:

1.uncongested and congested urban networks: In uncongested urban networks, bicycle lanes
cause no congestion. Under this category, bicycle lanes are relatively
unproblematic, and one can follow standard procedures in urban design and planning.
2. congested urban networks, bicycle lanes are more contentious, and debate arises when a
portion of the road space of the already congested network is reserved for cyclists.

Mesbah et al. (2012) consider the BPLD problem as a bilevel programing problem and a
genetic algorithm was developed as a solution method. In their attempt although the both
transport classes of bicycle and motorized vehicle are considered, the interaction between these
modes is not considered (the problem is modelled as if they are operating on two separate
networks). Furthermore the application of their method to a large size network has yet to be
addressed. Duthie and Unnikrishnan (2014) investigate the design of an integrated bicycle
network while the impact of congestion is overlooked. Lin and Liao (2014) tackle the BPLD
problem with an all-out binary programing framework. Enforcing all the variables as a binary
variable makes the solution computationally prohibitive as the size of the problem increases.
Regardless the congestion is largely overlooked.

The intent of this study is to address the BPLD problem in the context of a congested city,
and we show that even in this context there might be some latent spare capacities that can be
released and allocated to the cyclists without worsening the overall congestion. This seemingly
unorthodox notion is rooted in the Braess Paradox (Braess et al., 2005) that is; adding road to the
network may worsen the traffic circulation. In other words, there might be some roads in an
existing network whose closure could improve traffic circulation (Bagloee et al., 2013a).

This study contributes to the literature by addressing the BPLD problem in the congested
cities considering three important features: (i) network-wide impact, (ii) congestion, and (iii)
scalability to real-size networks. We model the BPLD problem as a bilevel programing problem.
In the upper level the total system cost is minimized, while the lower level accounts for the
behaviour of the users (motorists and cyclists). Specifically, the lower level models a Multiclass
User Equilibrium (MUE) traffic flow. The bilevel programing problems are proven to be NP-
hard, a term referring to utmost difficulty in solving the respective problems (Bard, 1998;
Jeroslow, 1985).

The necessity of studying mixed modes traffic flow (bicycle with motorized mode) is
rooted in the fact that, it is not always possible or feasible to provide a fully-fledged and
connected network of exclusive bicycle lanes. In other words, having mixed mode roads in some
part of the (bicycle) network is inevitable. In a similar fashion, shared lanes between motorized
modes such as heavy trucks and cars are omnipresent in traffic modelling. Hence we articulate
the problem as a multiclass traffic flow model using the concept of bias term (Spiess, 1984) that

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is, both motorized modes and bicycles will experience a common delay term plus an exclusive
term (the bias term). Nevertheless, arriving at a proper estimation for the parameters of the
roads’ delay functions including the bias terms for car and bicycle requires a field survey and
model calibration. Using the bias term is computationally efficient and has been consolidated by
much empirical evidence (INRO, 2009). Other alternative methods give raise to either micro
simulation or asymmetric delay functions via approaches such as Variational Inequality and
Complementarity Methods which are computationally expensive.

Given a set of candidate roads where bicycle lanes can be allocated, and a budget to cover
the implementation costs (marking, curb raising, etc.), the decision variables are binary variables
(1 or 0) associated with the candidate roads. The value 1 indicates a bicycle lane is allocated, and
0 that it isn’t. Inspired by the work of Leblanc (1975) we develop a purpose built Branch-and-
Bound (BB) as search algorithm. The algorithm is then applied to the large size dataset of the
city of Winnipeg,canada through a phased process which resulted in 3 km bicycle lanes in the
Central Business District (CBD).

The rest of the article is organized as follows: In the next section the mathematical
formulation of the problem is presented; The solution algorithm is developed in Section 3,
followed by numerical results in Section 4; The conclusion is provided in Section 5

8. Nick Falbo studied that protected bike lanes are the key to getting the average person to
consider traveling by bike. Sharing busy traffic lanes with cars is absolutely unacceptable, and
separation by a line of paint is often not enough. Protected Bike Lanes, also called cycle tracks,
use curbs, planters, or parking to buffer bicyclists from moving cars. But there is still a problem;
The protected bike lanes lose their benefits when they reach intersections. The buffer falls away,
and you're faced with an ambiguous collection of green paint, dashed lines and bicycle symbols.
One popular configuration is called "a mixing zone" where cars and bikes share the lane.

It doesn't matter how safe and protected your bike lane is if intersections are risky, stressful
experiences. We need to make intersections just as safe and secure as the lanes that lead into
them. What the Protected Bike Lane needs, is the Protected Intersection. Modeled after Dutch
intersection design6, the Protected Intersection brings the physical protection along with you as
your ride through the crossing. A collection of design elements makes left turns simple and
secure, right turns protected and fast, and provides straight through movements that minimize or
eliminate conflicts from turning cars. With this design, riders will never feel stranded, exposed,
or unsure of where to go and how to get there.

There are four main elements to protected intersection designs:

i. A Corner Refuge Island

ii. A Forward Stop Bar for Bicyclists
iii. A Setback bike and pedestrian crossing
iv. And Bicycle Friendly Signal phasing

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The Corner Refuge Island :
The corner refuge island is the key element that makes these intersections function. This
island brings the protective barrier from the bike lane far into the intersection. Think of it like a
curb extension for bicyclists.

The island physically separates bicyclists as they make right turns, and provide a secure
refuge for those waiting at a red signal protected from moving cars.

The Forward Stop Bar :

Paired with the corner refuge island is a forward stop bar for bicyclists7. While people driving
must stop back behind the crosswalk, people on bikes may yield to pedestrians, and stop at a
bicycle waiting area farther ahead in the intersection. Bicyclists turning left also use this space to
wait when making a left turn.

The advantage of this design is three fold: The forward stop location makes bicyclists
incredibly visible to drivers waiting at a red light; the physical distance ahead of cars gives
bicyclist an effective head start when the light turns green8; and the distance of the road that
bicyclists need to cross is greatly reduced.

The Setback Crossing :

In Protected Intersections, the bike lane bends away from the intersection creating in a
setback bicycle and pedestrian crossing. In contrast to conventional bicycle crossing that run
next to moving cars, the setback crossings provide the space and time for everyone to react to
potential conflicts.

The critical dimension is one car-length of space between the traffic lane and the bicycle
crossing, around 6 meters9. This space is often already present in the parking and buffer space of
the protected bike lane. With this design, drivers turn 90 degrees to face the bike lane before they
even cross it, making people on bikes highly visible and out of the driver’s blind spot. To allow
for adequate reaction time for all users, use a small effective corner radius to encourage a slow
driver turning speed of 5-10 mph .

Bicycle-Friendly Signal Phasing :

The last, element of a protected intersection is the use of bicycle specific signals and
bicycle-friendly signal phasing. Just as important the physical design of intersections is the use
of signals to control how and when different people can proceed. At its most secure, a protected
signal phase for bicyclists will use red signals to prevent any conflicting car turning
movements12. There is no risk of right or left hooks from cars when they are prohibited from
turning while bicyclists are traveling through.

A variation of the protected signal phase is to give all car movements the red signal, and all
bicyclist movements a green. This simultaneous green phase13 gives full rein of the intersection
to bicyclists, allowing through movements in all directions at once, left turns in one stage and
even full U-turns through the intersection. Even at high-volumes, bicyclists are good at
negotiating shared space and will have no trouble staying out of each others way. When it is not
possible to prohibit conflicting movements entirely, an alternate approach is to provide a leading

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bicycle interval15. This is a head-start green light for bikes of anywhere from 2 to 5 seconds. It
provides them a little extra time to get rolling, enter the intersection, and maybe even clear it
completely before people driving start to move .

Taken together, these design elements create a safe, clear experience for all people using the
street. Signals control movements, refuge islands create protected spaces, and proper positioning
of crossings and conflict points provides everyone with the time and space necessary to react to
potential risks.

While the protected intersection design is unconventional and nonstandard the US, so were
protected bike lanes only a few years ago. Using these design concepts, planners, designers and
engineers can bring the protection of their bike lanes into the space where people need it the
most, and finally provide a safe place for people of all ages and abilities to ride.

Fig. -4.1 : path of bicycle at intersection

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 5.SUMMARY

SR PAPER AUTHOR YEAR OF PUBLISHER ABSTRACT METHODOLOGY

NO NAME NAME PUBLISHED
.
1 Are signalized Sohail November, www.elsevier Cities in North In this paper
intersections Zangenehpour 2015 .com America have been author gave
with cycle , Jillian building bicycle Solution by video
Strauss, Luis
tracks safer? A F. Miranda-
infrastructure, in collecting data
case– Moreno, particular cycle and than use logit
controlstudy Nicolas tracks, with the model to find
based on Saunier intention of safety effect of
automated promoting urban cycle track .
surrogate cycling and
safety analysis improving cyclist
using video safety. These
data facilities have been
built and expanded
but very little
research has been
done to investigate
the safety impacts
of cycle tracks,
inparticular at
intersections,
where cyclists
interact with
turning motor-
vehicles. Some
safety research
haslooked at injury
data and most have
reached the
conclusion that
cycle tracks have
positive effects of
cyclist safety. The
objective of this
work is to
investigate the
safety effects of
cycle tracks at
signalized
intersections using
a case–control

FACULTY OF ENGINEERING & TECHNOLOGY, PARUL UNIVERSITY Page 25

 study. For this
purpose, a video-
based method is
proposed for
analyzing the post-
encroachment time
as a surrogate
measure of the
severity of the
interactions
between cyclists
and turning
vehicles travelling
in the same
direction. Using
the city of
Montreal as the
case study, a
sample of
intersections with
and without cycle
tracks on the right
and left sides of
the road were
carefully selected
accounting for
intersection
geometry and
traffic volumes.
More than 90 h of
video were
collected from
23intersections
and processed to
obtain cyclist and
motor-vehicle
trajectories and
interactions. After
cyclist and motor-
vehicle
interactions were
defined, ordered
log it models with
random effects
were developed to
evaluate the safety

FACULTY OF ENGINEERING & TECHNOLOGY, PARUL UNIVERSITY Page 26

 effects of cycle
tracks at
intersections.
Based on the
extracted data
from the recorded
videos, it was
found that
intersection
approaches with
cycle tracks on the
right are safer than
intersection
approaches with
no cycle track.
However,
intersections with
cycle tracks on the
left compared to
no cycle tracks
seem to be
significantly safer.
Results also
identify that the
likelihood of a
cyclist being
involved in a
dangerous
interaction
increases with
increasing turning
vehicle flow and
decreases as the
size of the cyclist
group arriving at
the intersection
increases. The
results highlight
the important role
of cycle tracks and
the factors that
increase or
decrease cyclist
safety. Results
need however to
be confirmed using

FACULTY OF ENGINEERING & TECHNOLOGY, PARUL UNIVERSITY Page 27

 longer periods of
video data.
2 Comparison of Tanja May,2016 www.elsevier The purpose of In this paper
five bicycle Kidholm .com this study is to author gave
facility Osmann compare the safety Solution by video
designs in Madsen, of cyclists in five collected data and
signalized Harry bicycle facility than analys the
intersections Lahrmann layouts data
using traffic in signalized
conflict intersections at
studies various traffic
volumes in order
to assess if some
layouts are
better than others
with regards to
cyclist safety and
to develop
methods to
facilitate this
comparison. The
five layouts
included two full-
length bicycle
tracks with and
without
separate right-
turning lane, two
truncated bicycle
tracks – one in
which cyclists and
right-turning
vehicles merge in
the right-turning
lane, one
continued into a
narrow bicycle
lane – and a
recessed bicycle
track. Using two
different
definitions of
traffic conflicts the
safety of cyclists
in each layout is
calculated as the

FACULTY OF ENGINEERING & TECHNOLOGY, PARUL UNIVERSITY Page 28

 risk of a cyclist
being involved in a
conflict with left-
and right-turning
vehicles at low,
medium and high
vehicle volumes,
respectively. In
total, around
35,500 left-turning
vehicles, 38,000
right-turning
vehicles
and 16,000 cyclists
going straight
ahead were
observed, resulting
in 12 left-hook and
25
right-hook traffic
conflicts for the
reaction-based
indicator and 25
left-hook and 80
right-hook traffic
conflicts for the
time-based
indicator. The
results show that
regardless
of which of the
two conflict
indicators were
used, the number
of conflicts was
too small
to make firm
conclusions about
which layout is
safest for cyclists
at various traffic
volumes, although
the study was
based on 80 h of
video recordings
from each of the

FACULTY OF ENGINEERING & TECHNOLOGY, PARUL UNIVERSITY Page 29

 five intersections.
However, a
recessed bicycle
track seems to be
safer than the other
geometric layouts.
In order to
facilitate the
detection of
conflicts, we
developed
watchdog video
analysis software
to reduce the
amount of video.
This software
compressed 400 h
of video into 64 h,
i.e. 16% of its
original length.
The use of this
software is
particularly
important to
provide enough
conflicts for an
analysis if even
larger traffic
conflict studies
should be carried
out. 2016 The
Authors. Published
by Elsevier Ltd.
This is an open
access article
under the CC BY
3 Effect of Alfredo March,201 www.elsevier Cycle track design In this paper
width and Garcia, 5 .com guidelines are author use
boundary Fernando rarely based on instrumented
conditions on Agustin scientific studies. cycle equipped
meeting Gomez, In the case of off- with video
Carlos Llorca ,
maneuvers on road two-way cameras,GPS
Antonio
two-way cycle tracks, a trackers,speed
Angel-
separated Domenech minimum width sensors and than
cycle tracks must facilitate both collected the data.
passing and

FACULTY OF ENGINEERING & TECHNOLOGY, PARUL UNIVERSITY Page 30

 meeting
maneuvers, being
meeting
maneuvers the
most frequent.
This study
developed a
methodology to
observe meeting
maneuvers using
an instrumented
bicycle, equipped
with video
cameras, a GPS
tracker, laser
rangefinders and
speed sensors.
This bicycle
collected data on
six two-way cycle
tracks ranging 1.3–
2.15 m width
delimitated by
different boundary
conditions. The
meeting
maneuvers
between the
instrumented
bicycle and every
oncoming bicycle
were
characterized by
the meeting
clearance between
the two bicycles,
the speed of
opposing bicycle
and the reaction of
the opposing rider:
change in
trajectory, stop
pedaling or
braking. The
results showed that
meeting clearance

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 increased with the
cycle track width
and decreased if
the cycle track had
lateral obstacles,
especially if they
were higher than
the bicycle
handlebar. The
speed of opposing
bicycle shown the
same tendency,
although were
more disperse.
Opposing cyclists
performed more
reaction
maneuvers on
narrower cycle
tracks and on cycle
tracks with lateral
obstacles to the
handlebar height.
Conclusions
suggested avoiding
cycle tracks
narrower than 1.6
m, as they present
lower meeting
clearances, lower
bicycle speeds and
frequent reaction
maneuvers

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4 Capacity and Poul 2016 www. The main objective In this paper
Behaviour on Greibe1 and Elsevier.com of this study is to author use video
One-way Thomas examine how recording for
Cycle Tracks Skallebæk widths of cycle collecting data of
of Buch . tracks influence selected location.
Different the behaviour,
Widths flow and capacity
of bicycle traffic.
Empirical data has
been collected by
video observations
at 8
different one-way
cycle tracks of
varying widths
(1.85 m-2.85 m
excl. kerb between
cycle track and
carriageway). The
locations are
characterised by
high bicycle traffic
volumes on the
track, no traffic
lights / junctions /
bus stops / zebra
crossing nearby,
and no dividing
verge between
cycle track and
carriageway.
Speed and lateral
positions has been
measured for
8,925 cyclists. The
average speed is
21.6 km/h but
differs slightly
between locations.
Women ride 2-3
km/h slower than
men but also with
a smaller
dispersion. The
traffic volume
does not affect

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 average speed, but
dispersion
decrease with
increasing bicycle
traffic volumes. At
narrow cycle
tracks cyclists are
riding closer to the
footpath and
closer to each
other during
overtaking
compared to cycle
tracks of a larger
width. Car parking
in the
road side next to
the cycle track
reduces “the
effective width” of
cycle track with
about 10-15 cm.
High bicycle
traffic volumes are
only observed in
short time spans
and it seems like
the capacity limit
is not reached.
Flows as high as
20 bicycles per 10
sec are observed at
a 2-lane cycle
track (width:
2.35 m) and still
with an average
speed of about 21
km/h. Controlling
factors are used
when calculating
capacity from
short time spans,
and the hourly
capacity of a 2-
lane cycle track
has been estimated

FACULTY OF ENGINEERING & TECHNOLOGY, PARUL UNIVERSITY Page 34

 to about 3,000
bicycles/h. The
width does not
affect the capacity
much unless the
number of lanes
are reduced or
increased. A cargo
bike has an
average speed of
16.3 km/h and its
headway is 1.3
times as big as the
headway of a
traditional bicycle.
Due to the speed
and the size of a
cargo bike it
reduces capacity
equally to 3-4
traditional
bicycles. Based on
the data
recommended
widths of bicycle
tracks are found in
order to ensure a
safe and efficient
traffic operation
for cyclist

FACULTY OF ENGINEERING & TECHNOLOGY, PARUL UNIVERSITY Page 35

5 Prioritizing Michael B. February,2 www.elsevier. This paper In this paper
new bicycle Lowry , Peter 016 com introduces a new author was
facilities to Furth , Tracy method to programmed a
Hadden-Loh
improve low- prioritize bicycle geographical
stress network improvement system tool
connectivity projects based on method.
accessibility to
important
destinations, such
as grocery stores,
banks, and
restaurants.
Central to the
method is a new
way to classify
‘‘bicycling stress”
using marginal
rates of
substitution which
are commonly
developed through
empirical
behavioral
research on
bicyclist route
choice. MRS
values are input
parameters
representing
bicycling stress
associated
with the number of
lanes and speed
limit of a street.
The method was
programmed
as a geographic
information
system tool and
requires
commonly
available data. The
tool is
demonstrated on
three improvement
scenarios that were

FACULTY OF ENGINEERING & TECHNOLOGY, PARUL UNIVERSITY Page 36

 recently proposed
for Seattle,
Washington. The
full build-out
scenario consists
of 771 projects
that include
various new bike
lanes, protected
bike lanes, and
multi-use trails.
The tool produces
priority rankings
based on a
project’s ability to
improve low-stress
connectivity
between homes
and
important
destinations. The
analysis identifies
specific areas and
neighborhoods that
can be expected to
exhibit better
bikeability.
Transportation
planners can use
the tool to help
communicate
anticipated project
impacts to
decision-makers
and the public.

6 The factors Meghna April,2016 www.elsevier. Bicycling, in an Author use face to

influencing Verma , com urban context, face questionnaire
bicycling in T.M. Rahul have many survey for
the Bangalore , Peesari benefits, compared collecting data and
city Vamshidhar with motorized than analys it.
Reddy , transports,
Ashish like reduced
Verma carbon footprint,
and lower
maintenance,

FACULTY OF ENGINEERING & TECHNOLOGY, PARUL UNIVERSITY Page 37

 health, social and
infrastructural
costs. The present
paper analyses the
various factors
contributing to a
low percentage of
bicycling in the
Bangalore city and
elicits certain
policy aspects to
improve the
attractiveness
of bicycling. The
study focuses
mainly on the
behavioral aspects
of commuters
pertaining
to their childhood
and current
scenario, and uses
a face-to-face
questionnaire
survey for data
collection. These
behavioral aspects
indicated a
commuter’s
perception
about social
expectation,
convenience and
bicycling
infrastructure
using a 5-point
Likert scale
measurement.
Information is also
collected about
factors that might
motivate bicycling,
and about
demographic
variables like age,
gender, income,

FACULTY OF ENGINEERING & TECHNOLOGY, PARUL UNIVERSITY Page 38

 etc. The study used
a statistical
z-test to identify
the most
influential
attitudinal factors
and to check
whether the
various factors are
significantly
different. The
results gave a clear
picture about the
most
dominant
attitudinal factors
that resulted in the
stoppage of
bicycling during a
commuter’s
childhood, and that
acted as a deterrent
to their bicycle
usage in a current
scenario. The
study determined a
need for changing
the attitude of
people towards
cycling by
programs
that would create a
positive image for
cycling. There was
also a need for
segregated cycle
lanes and signals
at intersections so
that people could
feel safe while
travelling on
cycles.
7 Bicycle lane Saeed Asadi March www.elsevier. The main obstacles Author use phase
priority: Bagloee , 2016 com to boosting the methodology to
Promoting Majid Sarvi , bicycle as a mode analys the data .
Mark Wallace
bicycle as a of transport are

FACULTY OF ENGINEERING & TECHNOLOGY, PARUL UNIVERSITY Page 39

green mode safety concerns
even due to interactions
in congested with motorized
urban area traffic. One option
is to separate
cyclists from
motorists
through exclusive
bicycle priority
lanes. This
practice is easily
implemented in
uncongested
traffic. Enforcing
bicycle lanes on
congested roads
may degenerate
the network,
making the idea
very hard to sell
both to the public
and the traffic
authorities.
Inspired
by Braess Paradox,
we take an
unorthodox
approach to
seeking latent
misutilized
capacity in the
congested
networks to be
dedicated to
exclusive bicycle
lanes. The aim of
this study is to
tailor an efficient
and practical
method to large
size urban
networks. Hence,
this paper appeals
to policy makers in
their quest to
scientifically

FACULTY OF ENGINEERING & TECHNOLOGY, PARUL UNIVERSITY Page 40

 convince
stakeholder that
bicycle is not a
secondary mode,
rather, it can be
greatly
accommodated
along with other
modes even in the
heart of the
congested cities. In
conjunction with
the bicycle lane
priority, other
policy measures
such as shared
bicycle scheme,
electric-bike,
integration of
public transport
and bicycle are
also discussed in
this article. As for
the mathematical
methodology,
we articulated it as
a discrete bilevel
mathematical
programing. In
order to handle the
real networks, we
developed a
phased
methodology
based on Branch-
and-Bound (as a
solution
algorithm),
structured in a less
intensive RAM
manner. The
methodology was
tested on real
size network of
city of Winnipeg,
Canada, for which

FACULTY OF ENGINEERING & TECHNOLOGY, PARUL UNIVERSITY Page 41

 the total of 30 road
segments –
equivalent
to 2.77 km bicycle
lanes – in the CBD
were found
8 Perceptions of Raja Noriza September Asia Pacific Walkability is the In this paper
the Urban Raja 2013 International basis of author use survey
Walking Ariffina, Conference sustainable city. questionnaire and
Environments Rustam on Walking is the walkability audit
Khairi Environment- socially equitable to gauge
Zaharib, Behaviour mode that is most perception of the
Studies accessible to the urban
University of masses. Besides, it walking
Westminster, is also the most environment.
London, environmental
Science friendly
Direct transportation
mode. To support
walking activity,
the built
environment
should be planned
in such a way that
it would encourage
people to walk.
However, the
advent of
transportation
technology, such
as automobile and
superhighway
has degraded the
pedestrian
environment

9 Protected Taken together, In this paper

Intersections Nick Falbo 2014 www.protecte these design author use 4 Diff.
for Bicyclists dintersection. elements create a elements to
com safe, clear protect the
experience for all intersection .
people using the
street. Signals
control
movements, refuge
islands create

FACULTY OF ENGINEERING & TECHNOLOGY, PARUL UNIVERSITY Page 42

 protected spaces,
and proper
positioning of
crossings and
conflict points
provides everyone
with the time and
space necessary to
react to potential
risks.
While the
protected
intersection design
is unconventional
and nonstandard
the US, so were
protected bike
lanes only a few
years ago. Using
these design
concepts, planners,
designers and
engineers can
bring the
protection of their
bike lanes into the
space where
people need it the
most, and finally
provide a safe
place for people of
all ages and
abilities to ride.

FACULTY OF ENGINEERING & TECHNOLOGY, PARUL UNIVERSITY Page 43

 6.METHODOLOGY
First of all take the physical measurement of Intersection to Identify the following parameter .

1) No. of approaches meeting at junction

2) Radius of Central Island

3) width of all the approach meeting at intersection, it include width of carriageway, footpath,
median, buffer zone.

4) Entry and exit radius of all the approach .

Now collect the data for volume of the traffic in different category includes,

i. Bicycle traffic

ii. 2-wheeler traffic

iii. 3-wheeler traffic

iv. 4-wheeler traffic

v. Multi axle vehicle.

Collect this data for All the approach during the peak hour of traffic at morning and evening for 2
hours for weekend day and during the working day .

For collecting this Data we use videography of the location than analys it. Based on this analysis we
will get the volume of the vehicle per hours during peak hour of traffic .

Based on the physical dimension of intersection ,prepare the autocad two dimensional drawing of
intersection .By using this drawing ,put the following elements which is enhance the safety and smooth
operation of bicycle manoeuring .

i. A corner refuge island

ii. A forward stop bar for bicycling
iii. A setback bike pedestrian crossing
iv. Bicycle friendly signal phasing

FACULTY OF ENGINEERING & TECHNOLOGY, PARUL UNIVERSITY Page 44

 Fig. -6.1 : different element of bicycle safe intersection

Fig. -6.2 : different element of bicycle safe intersection

FACULTY OF ENGINEERING & TECHNOLOGY, PARUL UNIVERSITY Page 45

 Fig. 6.3 : different element of bicycle safe intersection

Based on the analysis of data collected, provide the dimension of the above elements
.provide this dimension in such a way that in doesn’t affect the space required for the other mode
of traffic as per min standard of IRC .

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 7.REFERENCES
1. Sohail Zangenehpoura, Jillian Straussa, Luis F. Miranda-Morenob, Nicolas Saunier ‘Are
signalized intersections with cycle tracks safer? A case–controlstudy based on automated
surrogate safety analysis using video data.
2. Tanja Kidholm Osmann Madsen , Harry Lahrmann ‘Comparison of five bicycle facility
designs in signalized intersections using traffic conflict studies .
3. Saeed Asadi Bagloee , Majid Sarvi , Mark Wallace ‘Bicycle lane priority: Promoting
bicycle as a green mode even in congested urban area .
4. Michael B. Lowry , Peter Furth , Tracy Hadden-Loh ‘Prioritizing new bicycle facilities to
improve low-stress network connectivity .
5. Alfredo Garcia, Fernando Agustin Gomez, Carlos Llorca *, Antonio Angel-Domenech
‘Effect of width and boundary conditions on meeting maneuvers on two-way separated
cycle tracks .
6. www.elsevier.com

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