Network based Kernel Density Estimation for Cycling Facilities Optimal Location Applied to Ljubljana

Size: px
Start display at page:

Download "Network based Kernel Density Estimation for Cycling Facilities Optimal Location Applied to Ljubljana"

Transcription

1 Network based Kernel Density Estimation for Cycling Facilities Optimal Location Applied to Ljubljana Nicolas Lachance-Bernard 1,Timothée Produit 1, Biba Tominc 2, Matej Nikšič 2, and Barbara Goličnik Marušić 2 1 Laboratory of Geographic Information Systems, Ecole Polytechnique Fédérale de Lausanne (EPFL), 1015 Lausanne, Switzerland 2 Urban Planning Institute of the Republic of Slovenia, 1000 Ljubljana, Slovenia Abstract. This paper presents a methodology that use volunteered geographic information (VGI), cyclist GPS tracking and Open Street Map network, with network based kernel density estimation. It investigates optimal location for cycle paths and lanes development. Recently completed research provides cycling data for Ljubljana, Slovenia. It was conducted over two years and was commissioned by the Municipality of Ljubljana. The methodology combines and adapts these VGI data and is mainly based on open source software. It handles large datasets with multiscale perspectives. This methodology should help planners to find and to develop suitable facility locations corresponding to current user behaviors. Keywords: Network based kernel density estimation (NetKDE), Volunteered geographic information (VGI), GPS Tracking, Urban planning, Urban design, Public participation, Bicycle, Cycling. 1 Introduction 1.1 Cycling and Urban Planning In contemporary urban planning paradigms, cycling is promoted as one of the most appropriate ways of urban mobility, from transportation and public health researchers, and planners [27]. Cycling is environmentally friendly, its facilities require less space and the activity itself have positive impacts on health [26]. The post-modern cities are facing traffic congestions, air and noise pollution, consequences of car-oriented traffic planning. Urban mobility based on cycling results in reduced traveling time as well in increased social interactions while cyclists use public space [35]. Previous studies have stated the importance of cycling facilities provision, as bicycle paths and lanes, for the development of this transportation mode around multiple cities and countries [7,10,24,23]. From the mid-1970s, cycling facilities have expended greatly in two of the most cycling B. Murgante et al. (Eds.): ICCSA 2011, Part II, LNCS 6783, pp , c Springer-Verlag Berlin Heidelberg 2011

2 NetKDE for Cycling Facilities Optimal Location Applied to Ljubljana 137 countries. In Germany, the 12,911km of cycle paths and lanes in 1976 expended into 31,236km in In The Netherlands, the cycling network doubled from 9,282km in 1978 to 18,948km in The main result from these investments is a complete and integrated cycling network system that covers most of the cyclist s trips [23]. Researchers have completed exhaustive reviews of factors that have been influencing cycling behavior and route choice [13,25]. Based on stated preference surveys, others have shown the effects of facility discontinuities [15], of route attributes [28] and of top motivators for commuting by bicycle [38]. Although the advantages of cycling seem obvious, cycling needs encouragement in order to take place in urban environments - both in terms of promotion of cycling as a life style as well as in terms of providing appropriate physical conditions for cycling. If the cycling facilities are provided at the right places and along the right corridors [18,39], and designed in an appropriate manner [34], people will more likely decide to use them on daily bases. So far, urban and transportation planners have developed some tools and methods in order to locate the cycling facilities: by linking major origins and destinations using shortest distances, by providing alternative paths by their character (isolated from motorized traffic via greenways, along main streets where urban functions are concentrated), etc. Such approaches were good enough for societies where lifestyles and consequent use patterns were homogeneous and predictable. However, with the individualization of lifestyles, they became insufficiency, at least if the main goal of planning cycling facilities is to fulfil the actual/future needs of people. 1.2 Challenges and Needs for Optimal Location of Cycling Facilities The rise of portable, lightweight, unobtrusive and low-cost GPS tracking devices [32] made gathering real data on actual cycling trips possible on a daily bases and at a wider scale. In order to propose the relevant interventions for cycling facilities, planners and stakeholders needs to have insights of current and future cyclist s behaviors. The current main question is where people are already cycling. Until today, few studies have published papers on the usage of GPS and geographic information systems (GIS). In the 1990s, only one revealed preference survey geo-coded commute trips made by cycling [2]. Dill and Gliebe have investigated cyclist s choices in function of the type of cycling facilities [8]. A paper from Winter et al. is currently under revision and is looking to determine how urban form affects mode choice [39]. Jensen et al. have tracked flows of cyclist using Lyon s shared bicycle system database [14]. The first route choice model for cyclists was proposed by Menghini et al. [17]. Based on the recent availability of on-going and long-duration GPS observations, this study explores the flux of cyclists in the city. They concluded the importance of direct and marked route, and that policy, which aims to increase the amount and length of cycling, will have to provide direct, preferably marked, paths between origins and destinations of the travelers. Accordingly, the advantages of the new GPS tracking technologies shall be tested and new visual analytic and decision making approaches shall be implemented into a regular planning practice. The implementation of

3 138 N. Lachance-Bernard et al. such usages of GPS tracking devices also means a more active participation of citizens into the urban planning process. Large datasets, from GPS tracking experiments, show some presentation difficulties because of their volume. New approaches need to be developed for relatively direct usage of GPS data in the planning practice. In parallel, new and impressive development of free enriched geographic data sources (e.g. Open Street Map) give opportunities for network based analysis. The innovative analysis approaches should use these very large datasets with few aggregations and modifications and be available within reasonable laps of time using normal desktop computer. This paper proposes an innovative usage of these GPS tracks coupled with network data freely available. Mainly based on open source database (PostgreSQL/PostGIS) and open source GIS software (Quantum GIS), the methodology is implemented in Python. For the proofing of the prototype and because of lack of time, diverse GIS software (ArcGIS, Manifold and IDRISI) are used: to create multi-resolution grids, to prepare the GPS tracking data and to clean the topology of the street network. The proposed methodology is divided in three steps. The first step gathers the data with the GPS tracking devices and from the Open Street Map (OSM) network database. The second and the third steps use spatial smoothing techniques to process the raw data into information understandable by non-mathematicians and non-gis users [31]. The first smoothing technique used is the Kernel Density Estimation (KDE). The goal of this KDE is to produce a global multiscale view (low resolution investigation) of the phenomenon within short computation time. On the other hand, the patterns of points resulting from cycling are constrained by the network. In response to the network constrained nature of the cyclist s mobility, a second and more precise smoothing technique used: the Network based Kernel Density Estimation (NetKDE). This technique have been developed and used by Produit et al. [22] to study the spatial distribution of Barcelona s economic activities. This second technique proves to give an extended vision for high resolution investigations of phenomenon in urban context. Results from KDE and NetKDE could be adapted to produce continuous surfaces as suggested by [33]. These continuous surfaces of densities could be later used for decision making based on multi-criteria analysis [16]. Planners could assess using MCA the optimal location for development of bicycle lanes by coupling criteria made from the density surfaces to functional criteria (connecting relevant destination, topography, level of service), social criteria (user age, gender, social status, purpose of the journey), technical criteria (urban morphology, climate condition, soil characteristics, urban design) and juridical criteria (land ownership). This paper is divided in three parts. Firstly, a general conceptual background about cyclist tracking, KDE and NetKDE are presented. Secondly, the methodology to use GPS tracking with KDE and NetKDE is explained. Finally, interesting results from the Ljubljana case study proof of concept are discussed.

4 NetKDE for Cycling Facilities Optimal Location Applied to Ljubljana Conceptual Background 2.1 Examples of Current GPS Tracking Projects GPS tracking of urban cyclists is used in various cities. San Francisco (USA), Copenhagen (Denmark) and Barcelona (Spain) are relevant examples that could be highlighted. In 2009, the San Francisco County Transportation Authority (SFCTA) started to collect urban cycling data trough smart phones 1.Toencourage the citizens participation, SFCTA launched a weekly prize draw (50$) for those who entered a cycle track via CycleTracks mobile application. Based on these data, the city planners will choose where to develop facilities instead of building them where street are flat, where there is room or where they thought bicycle lanes should be, said Billy Charlton, Deputy Director of Technology Services at the SFCTA 2. Goličnik et al. interviewed Troels Andersen from Cycling Embassy of Denmark on how GPS is used in the process of designing the cycle facilities in their country, one of the most advanced cycling environments [12]. In the City of Odense, citizens mapped 3,000 cycling trips via a web-based GIS portal 3.The data later were used to construct cycling traffic model in VISUM, an multimodal analysis software integrating all modes of transportation. In Copenhagen and its surroundings, COWI A/S Danish branch is currently tracking cyclists with GPS devices and is collecting data about the conditions before and after improvements of facilities. In Århus, pupils are using GPS devices as part of a competition where they are supposed to cycle all together the distance of around the world in 80 days. In Barcelona, the Bici N project is collecting qualitative and quantitative data about cyclists 4. Some bicycles of the rent-a-cycles are equipped by a video camera (with audio) and a GPS tracking device, collecting data about cyclist paths and habits. The data then are transmitted from the station to a central database and prepared for further analysis. 2.2 Ljubljana Investigation Background In order to identify current Ljubljana s cyclist behavior, several approaches were implemented. The main objective of this work was to identify an efficient method based on a reliable data collection platform/process. At the time of the beginning of the project in 2008, it was impossible to provide cyclists with accurate enabled GPS tracking mobile phones or with available GPS devices on the Slovenian market at reasonable price. Resulting from this context, two main approaches have been tested for gathering data on cyclists and their habits. The first could 1 (accessed Feb ). 2 (accessed Feb ). 3 (accessed 21. Feb. 2011). 4 (accessed Feb ).

5 140 N. Lachance-Bernard et al. be classified as an approach based on stated preferences and the second as an approach based on revealed preferences [17,29]. The first approach gathers cycling data using a web-based GIS portal 5, Geae+, to collect daily routes. The web-based GIS portal offers either 3D or 2D virtual environments in which cyclists digitalize their own cycle-tracks on the map (Fig 1). The web-based GIS portal records cyclist description (e.g. age, social status, etc.) and trip information (e.g. purpose). Later on, the web-based GIS portal was updated to give cyclists the functionality for transferring GPS tracks directly from GPS devices. To be able to reach less computer and GPS skilled cyclists an alternative approach was offered. This is a low tech approach to share cyclist daily routes. Using transparent paper lying over a city map, cyclists were drawing their daily routes. These drawings were later geo-localized into a GIS database by the researchers. Fig. 1. Web-based GIS portal and Geae+ interface (a: Drawing; b: 3D view; c: 2D View) Later on, in 2010, a second approach was developed and integrated to the web-based GIS portal. Indeed at this time appropriate GPS tracking device for gathering empirical data were available in Slovenia. The selected GPS tracking device was user-friendly, low-cost and accurate enough, to start a broader investigation. This paper is based on these data. 2.3 Kernel Density Estimation KDE is a statistical process for spatial smoothing and interpolation [37]. It have been used recently in urban studies for crime spatial analysis [1], park visitor activity analysis [20], urban area delimitation [4] and economic activities spatial distribution [21]. Borruso [4] showed that KDE could better represent spatial phenomenon. For the methodology presented in this paper, KDE plays a central role to have a multiscale low resolution view of the phenomenon. KDE use Euclidean space and is based on two parameters: the bandwidth and the weighting function (Fig 2). This second parameters is less critical [11]. Inspired from the work of [6], to reduce stakeholder bias, it is suggested to always use 5 (accessed Feb ).

6 NetKDE for Cycling Facilities Optimal Location Applied to Ljubljana 141 multiple bandwidths to create concurrent views of the phenomenon. With x j being a location vector and x 1...x n the location vectors of the n events, the intensity estimation f(x j )inx j is: f KDE,h (x j )= 1 h 2 K( d ij h ) (1) i=1 d ij = x i x j is the Euclidean distance between the grid point x j and the event n i, h being the bandwidth. Actually, several kernel functions are implemented in different GIS. The quadratic or Epanechnikov kernel function have been implemented: 1 K(t i )={ 3π (1 t2 i )2 if t 2 i < 1 (2) 0otherwise with t i = d ij /h. The value at each point of the grid j at a distance d ij of the event n i is obtained from the sum of the individual kernel functions (K(x i )) of the points belonging the bandwidth h. n Fig. 2. KDE and NetKDE Kernel functions 2.4 Network Based Kernel Density Estimation Batty noted that current GIS methods prevent Euclidean space from being distorted by road network constraints [3]. Answering that need, some researchers have developed network constrained approach. Borruso suggested a network constrained density indicator, called Network Density Estimation (NDE) [5]. He concluded that there is no strong difference between KDE and NDE; however, NDE seems more proficient to highlight linear clusters. For cycling facilities development, our approach is to find these clusters. In counterpart, NDE approach doesn t use a distance weighting function as KDE. SANET, another approach, was developed by Okabe with two unbiased Kernel functions that are calculating density values attributed to edges [19]. This indicator has no unit and it refers to linear density index rather than spatial density index. For NetKDE, the points of the phenomenon (being activities, GPS tracking points, etc.) are projected onto the network edges. Instead of using Euclidean bandwidth, NetKDE uses bandwidth measured along the network to produce the continuous surface of density (Fig 2). Dijkstra s shortest path tree (SPT) algorithm selects all accessible network edges from the analysis surface grid points

7 142 N. Lachance-Bernard et al. [9]. These grid points have been previously projected on the network edges. This creates a non-uniform space of analysis for each grid points, compared to circle space with KDE. The most interesting bandwidths are chosen from the fast multiscale KDE approach results to create high resolution information of the phenomenon spatial distribution. For comparison purpose of the results, NetKDE should use the same and adapted KDE function. Thus, the NetKDE of points is calculated by using: K net (t net,i )={ 1 3π (1 t2 net,i )2 if t 2 net,i < 1 0otherwise (3) with t net,i = d net,ij /h and d net,ij is the distance between the grid point x j and the event n i measured along the network. Then, the NetKDE value in grid point x j is: f NetKDE,h (x j )= 1 h 2 K net ( d net,ij h ) (4) i=1 n is the number of events on the SPT for the bandwidth h. n 3 Methodology 3.1 GPS Tracking and Data Preparation Empirical data on urban cycling was collected by GPS tracking device. This process is realized with the GPS sport tracker device QSTARZ, modelbt- Q1300s (Fig 3a) which measures only 62 x 38 x 7 millimeters. It is powered by high durability battery and use highly sensitive 66-channels GPS receiver with 10 meters accuracy. Only one button (On/Off) and warning lights are available to the user. Mini USB port gives access to functions of the device via computer and is also used to recharge the device. Enclosed computer software enables GPS device setting (type of movement, recorded time or distance intervals, etc.), live data reviewing and data transfer in different formats (KML, GPX, CVS, etc.). For cycling, interval of five seconds is used after empirical pilot tests. For these selected settings, the battery keeps on tracking over 15 hours. Researchers monitor and review the collected data using an interactive map based on Google Maps API (Fig 3b). Specific queries are configured to search within cyclist attributes (gender, age group, social status) and trip attributes (purpose of the journey). The collected data is transferred using comma-separated values (CSV) files. Each cyclist tracking produce one CSV file that keeps all tracked trip points and linked information. Then, using Manifold GIS 6, the CSV files are merged in one ESRI SHP file (Fig 3c). The geographic coordinate system and projection (CS&P) of the SHP file is modified from Lat/Long World Geodetic System 1984 (WGS84), used by the tracking device to Universal Transverse Mercator zone 33 north (UTM33N), corresponding to Slovenia. 6 Manifold release bit mode.

8 NetKDE for Cycling Facilities Optimal Location Applied to Ljubljana 143 Fig. 3. Tracking and visualization (a: QSTARZ device; b: Google Maps interactive visualization; c: GPS data in Manifold) 3.2 Open Street Map Network Preparation The OSM network of Ljubljana was downloaded from the website Cloudmade. com 7. Using Manifold, the street network is extracted for an area covering a buffer of 10km around the GPS tracking data. This street network is composed of 13,630 segments. The extracted network CS&P is projected from WGS84 to UTM33N. Experiences from other empirical investigations for Swiss cities using OSM network have shown the importance of updating the connectivity of public open place of the network (e.g. Geneva and Winterthur). For Ljubljana case study, only one place needed an update. This is a small but important step of the methodology, since places in OSM are most of the time digitalized as polygon (area), not as network segments. Since the study is about cycling in the urban area, all the network segments corresponding to highway are deleted using segment attributes. Finally, a semi-automated ESRI ArcGIS 8 application (model builder) ensures that the network segments attributes fit the needs for NetKDE processing. First, it connects the segments together according a 0.5m distance tolerance. Then, it simplifies the segment in order to delete useless vertices with a 0.5m tolerance. 3.3 Multi-resolution Grids Preparation Five grids of different resolutions were prepared using IDRISI 9 in UTM33N. Two low resolution grids (200m and 100m) have been created for the KDE approach. These coarse grids are needed for fast resolution of multiscale bandwidths KDE. They provide global results of the phenomenon distribution and ease the bandwidth specification for NetKDE. For the NetKDE, three high resolution grids (50m, 20m and 10m) have been created. 7 Slovenia.shapefiles.zip (8.8Megs) accessed & downloaded Dec ESRI ArcGIS release IDRISI release Taiga.

9 144 N. Lachance-Bernard et al. 3.4 Low Resolution Visual Overview with KDE This step of the methodology produces first overviews of the phenomenon density distribution. Using 200m grid, multiple KDE bandwidths is calculated to assess the computation time needed for the 100m grid KDE (150,500 grid points). From this computer work load first insight, a buffer of 3,000m around the GPS tracking points is used to select grid points for the 100m grid KDE. This buffer selects 42,342 grid points to compute KDE of 442,260 GPS tracking points. The buffer also extracts 9,574 network segments for later use with NetKDE. The multiple bandwidths varied between 200m and 2,500m with 100m steps (24 iterations). The calculations for 100m grid take approximately 2-3 hours. 3.5 High Resolution Visual Analysis Based on NetKDE The goal of the high resolution NetKDE is to produce a detailed view of the density distribution for later uses in decision making (e.g. visual analysis and MCA). The NetKDE uses the high resolution 20m grid (3,762,500 grid points). Other grid resolutions are put aside for three main arguments: previous empirical experiences [22], GPS tracking device precision and small work load needed during low resolution grid KDE. To reduce the computing time, grid points are extracted for the city center combine to 200m buffer selection surrounding GPS tracked points. This selection extracts 8,114 segments (84.8 percent of the low resolution network segments), 423,748 GPS tracking points (95.8 percent of all tracked points) and 314,250 grid points (8.4 percent of the low resolution area). From the previous low resolution grid KDE insights, specific bandwidths are chosen: 60m, 100m, 200m and 400m. NetKDE computations take respectively around 17 hours (60m), 19 hours (100m), 24 hours (200m) and 27 hours (400m). KDE have also been computed for the 20m grid using bandwidths from 40m to 100m with 10m steps, and from 100m to 1,000m with 100m steps (16 iterations). This KDE calculation has taken approximately 18 hours. 3.6 KDE and NetKDE Software Resources KDE and NetKDE use the same software. The GPS tracking SHP file, the OSM network SHP file and multiple resolution grid SHP files are imported to PostgreSQL/PostGIS relational database management system (RDMS) using Shape2pgsql application. Spatial objects recovery and other KDE/NetKDE calculations use Python scripts coupled with Egenix MX base and Psycopg2 API 10. Visualization of the results are realized with Quantum GIS 11 directly connected to the PostgreSQL/PostGIS database server using: transparency, grid point symbols adapted to viewing scale, personalized color-blend for decile normalization and SQL queries to exclude grid points that with null or zero density value. All the calculations have been completed using Intel(R) Core(TM)2 Quad CPU, 10 PostgreSQL release / PostGIS release / Shape2pgsql release / Python release 2.1 / Egenix MX base release / Psycopg2 API release Quantum GIS release Copiapo.

10 NetKDE for Cycling Facilities Optimal Location Applied to Ljubljana 145 Fig. 4. KDE results 100m grid (Bandwidths: a-300m; b-500m; c-1000m; d-2000m) 3.00GHz 7.83GB of RAM on Microsoft Windows XP Prof. x64 Service Pack 2. 4 Ljubljana Case Study For this paper, we applied the methodology on the city of Ljubljana. The study covers rectangular area of approximately 425km2 for the low resolution KDE and 20km2 for the high resolution NetKDE. The first step acquires and prepares the GPS tracking data, the OSM network and the multi-resolution grids. The second applies the KDE approach on the GPS tracking data using low resolution grids. The third step applies the NetKDE approach on GPS tracking and OSM network data of the city center, using high resolution grid. In order to compare KDE and NetKDE results, KDE was applied on the same city center data. All result use the same color blend for the deciles. The next sections present the most interesting results from both approaches and compare NetKDE to KDE results for the high resolution approach. 4.1 Low Resolution Grid KDE Results The Figure 4 presents the low resolution grid KDE results using four different bandwidths: 300m, 500m, 1,000m and 2,000m. For this particular case, some

11 146 N. Lachance-Bernard et al. hypotheses have been suggested and investigated later using NetKDE and KDE at high resolution. Hyp.1) A ratio of bandwidth to grid resolution around 3:1 produce information on corridors (linear clusters). Hyp.2) A ratio around 5:1 produces insights about highly concentrated corridors and keeps low decile class stable. Hyp.3) A ratio equal or greater than 10:1 produces insights about global axes and global concentration-dispersion of the phenomenon. 4.2 High Resolution Grid NetKDE Results The Figure 5 presents high resolution grid NetKDE results using four different bandwidths: 60m, 100m, 200m and 400m. NetKDE produces a visual information with a higher degree of precision and information. It is also possible to visually confirm (qualitatively) some of the previously suggested hypotheses. The first hypothesis is confirmed using 60m bandwidth (3:1 ratio). The visual results with this bandwidth show corridors, particularly in the old city center where the street network is really dense. The second hypothesis is refuted using 100m bandwidth (5:1 ratio). Using 100m bandwidth does not change visually the results compared to 60m bandwidth except that there s probably a better smoothing of the corridors. With this bandwidth, the old city center seems to become a unique zone with high density of GPS points, reflecting the high connectivity of the area (greater SPT). The third hypothesis is confirmed using both 200m (10:1 ratio) and 400m (20:1 ratio) bandwidths. The 200m bandwidth increases the visibility of major axis along the network. Also, major intersections Fig. 5. NetKDE results 20m grid (Bandwidths: a-60m; b-100m; c-200m; d-400m)

12 NetKDE for Cycling Facilities Optimal Location Applied to Ljubljana 147 Fig. 6. KDE results 20m grid (Bandwidths: a-60m; b-100m; c-200m; d-400m) used in multiple directions appear. Using 400m bandwidth produces local and dispersed densities along the network, and a large central uniform zone. Finally, the border limits of the phenomenon high density within the city center appears with this last bandwidth. Comparing Figure 5 results to Figure 6 enlights the enriched information produced with NetKDE compared to KDE. The Figure 6showsmoresmoothed density, but for each bandwidth size some information are missing. At 60m bandwidth, the density calculated with KDE miss the detailed view for the core of the city center. At 100m bandwidth, the density calculated with KDE merges some of the most important corridors visible with the NetKDE. At 200m bandwidth, the high density of points located in the core of the city center make all surrounding corridors changing decile class. Also the KDE is missing to reveal information about major intersections. At 400m bandwidth, the complexity of the dispersion of the phenomenon is completely hidden with KDE. Only five major axes are shown instead of more complex distribution of density. 5 Discussion In the last decade the application of tracking technologies has developed substantially in transportation science and social science, yet in the scientific field of urbanism and spatial planning has failed to make a significant step [36]. As Shoval has noted: Advanced tracking technologies could do much to facilitate

13 148 N. Lachance-Bernard et al. and indeed improve empirical research in the field of urban studies [30]. This paper have presented a methodology for smoothing large network constrained datasets collected by GPS devices and/or web-based GIS portals for urban analyses. Travel speed, safety and comfort are the most important factors for choosing bicycle for urban mobility. Planners should therefore undertake endeavors to make bicycle paths and lanes network easily accessible and to take into account optimal distances between activities and services offered along it. The bicycle network density is therefore an important factor. From this point of view, NetKDE analysis represents a promising tool. Firstly, it smoothes the collected data to a more understandable information for planners. Secondly, it offers opportunity to confront relevant questions such as which places are more likely to be used by certain cyclist-user-groups, which places are more or less often visited by cyclists, etc. Layers of different information related (e.g. purpose of cycling, age group of cyclists and land use analysis) can support urban planners and designers in decision making for the development of user friendly cities. Represented approaches for gathering empirical data on urban cycling and further analysis can support urban planning process when designing the comprehensive cycling strategy on a general city level as well on a detailed site-related level. Acknowledgments. The research about cyclist s behavior presented in this paper was financed by the Municipality of Ljubljana. This research was conducted by dr. Barbara Goličnik Marušić and supported by Biba Tominc, dr. Matej Nikšič, mag. Luka Mladenovič and Igor Bizjak. The authors are grateful to the COST Action TU0602 Land Management for Urban Dynamics for the shortterm scientific mission grant given for further development of KDE/NetKDE applications and methodology at University of Strathclyde in The authors recognize researchers who have participated to the elaboration/discussion of the KDE/NetKDE methodology: at Ecole polytechnique fédérale de Lausanne (CH) -prof. François Golay, dr. Stéphane Joost and Mélina Wist; at University of Strathclyde, Glasgow (UK) - prof. Sergio Porta and Emanuele Strano; at University of Rome La Sapienza (IT) - Lorenzo Quaglietta. References 1. Anselin, L., Cohen, J., Cook, D., Gorr, W., Tita, G.: Spatial analyses of crime. Criminal Justice 4, (2000) 2. Aultman-Hall, L., Hall, F.L., Baetz, B.B.: Analysis of bicycle commuter routes using geographic information systems: implications for bicycle planning. Transportation Research Record 1578, (1997) 3. Batty, M.: Network Geography: Relations, Interactions, Scaling and Spatial Processes in GIS. Re-presenting GIS, (2005) 4. Borruso, G.: Network Density and the Delimitation of Urban Areas. Transactions in GIS 7, (2003) 5. Borruso, G.: Network Density Estimation: A GIS Approach for Analysing Point Patterns in a Network Space. Transactions in GIS 12, (2008)

14 NetKDE for Cycling Facilities Optimal Location Applied to Ljubljana Brunsdon, C.: Estimating probability surfaces for geographical point data: An adaptive kernel algorithm. Computers & Geosciences 21(7), (1995) 7. Dill, J., Carr, T.: Bicycle commuting and facilities in major US cities - If you build them, commuters will use them. Pedestrians and bicycles Safety and human performance. Transportation Research Record 1828, (2003) 8. Dill, J., Gliebe, J.: Understanding and Measuring Bicycle Behavior: A Focus on Travel Time and Route Choice. OCREC-RR-08-03, Center for Urban Studies/Center for Transportation Studies. Oregon Transportation Research and Education Consortium. Portland, Oregon (2008) 9. Dijkstra, E.: A note on two problems in connexion with graphs. Numerische Mathematik 1, (1959) 10. Garrard, J., Geoffrey, R., Sing Kai, L.: Promoting transportation cycling for women: The role of bicycle infrastructure. Preventive Medicine 46(1), (2008) 11. Gatrell, A., Bailey, T., Diggle, P., Rowlingson, B.: Spatial point pattern analysis and its applications in geographical epidemiology. Transactions of the Institute of British geographers 21, (1996) 12. Goličnik, M.B., Tominc, B., Nikšič, M., Bizjak, I., Mladenovič, L.: Informacijska tehnologija, urbana mobilnost in izboljšanje kakovosti življenja: z GSM-i do analiz stanja in potreb kolesarstva v Ljubljani. Urbanistični intitut Republike Slovenije (2010) 13. Hunt, J.D., Abraham, J.E.: Influences on bicycle use. Transportation 34(4), (2007) 14. Jensen, P., Rouquier, J.-B., Ovtracht, N., Robardet, C.: Characterizing the speed and paths of shared bicycle use in Lyon. Transportation Research Part D-Transport and Environment 15(8), (2010) 15. Krizek, K.J., Roland, R.W.: What is at the end of the road? - Understanding discontinuities of on-street bicycle lanes in urban settings. Transportation Research Part D-Transport and Environment 10(1), (2005) 16. Malczewski, J.: GIS-based multicriteria decision analysis: a survey of the literature. International Journal of Geographical Information Science 20(7), (2006) 17. Menghini, G., Carrasco, N., Schuessler, N., Axhausen, K.W.: Route choice of cyclists in Zurich. Transportation Research Part A-Policy and Practice 44(9), (2010) 18. Nelson, A.C., Allen, D.: If you build them, commuters will use them. Transportation Research Record: Journal of the Transportation Research Board 1578, (1997) 19. Okabe, A., Satoh, T., Sugihara, K.: A kernel density estimation method for networks, its computational method and a GIS-based tool. International Journal of Geographical Information Science 23, 7 32 (2009) 20. Ostermann, F.O.: Digital representation of park use and visual analysis of visitor activities. Computers Environment and Urban System 34(6), (2010) 21. Porta, S., Latora, V., Wang, F., Strano, E., Cardillo, A., Scellato, S., Iacoviello, V., Messora, R.: Street centrality and densities of retail and services in Bologna, Italy. Environment and Planning B: Planning and Design 36, (2009) 22. Produit, T., Lachance-Bernard, N., Strano, E., Porta, S., Joost, S.: A Network Based Kernel Density Estimator Applied to Barcelona Economic Activities. In: Taniar, D., Gervasi, O., Murgante, B., Pardede, E., Apduhan, B.O. (eds.) ICCSA LNCS, vol. 6016, pp Springer, Heidelberg (2010) 23. Pucher, J., Buehler, R.: Making cycling irresistible: Lessons from the Netherlands, Denmark and Germany. Transport Reviews 28(4), (2008)

15 150 N. Lachance-Bernard et al. 24. Pucher, J., Dijkstra, P.: Promoting safe walking and cycling to improve public health: lessons from the Netherlands and Germany. American Journal of Public Health 93(9), (2003) 25. Rietveld, P., Daniel, V.: Determinants of bicycle use: do municipal policies matter? Transportation Research Part A-Policy and Practice 38(7), (2004) 26. Saelens, B.E., Sallis, J.F., Lawrence, D.F.: Environmental Correlates of Walking and Cycling: Findings From the Transportation, Urban Design, and Planning Literatures. Annales of Behavioural Medicine 25(2), (2003) 27. Sallis, J.F., Frank, L.D., Saelens, B.E., Krafts, K.E.: Active transportation and physical activity: opportunities for collaboration on transportation and public health research. Transportation Research Part A-Policy and Practice 38(4), (2004) 28. Sener, I., Eluru, N., Bhat, C.: An analysis of bicycle route choice preferences. Transportation 36(5), (2009) 29. Sener, I.N., Eluru, N., Bhat, C.R.: An analysis of bicycle route choice preferences using a web-based survey to examine bicycle facilities. Working Paper, Department of Civil Engineering, University of Texas, Austin (2008) 30. Shoval, N.: The GPS Revolution in Spatial Research. In: van Schaick, J., van der Spek, S.C. (eds.) Urbanism on Track, Application of Tracking Technologies in Urbanism. IOS Press, Amsterdam (2008) 31. Silverman, B.W.: Density Estimation for Statistics and Data Analysis. Chapman & Hall/CRC (1986) 32. Stopher, P.R.: The travel survey toolkit: where to from here? Paper Presented at the 8th International Conference on Survey Methods in Transport, Annecy (2008) 33. Thurstain-Goodwin, M., Unwin, D.: Defining and Delineating the Central Areas of Towns for Statistical Monitoring Using Continuous Surface Representations. Transactions in GIS 4, (2000) 34. Tilahun, N.Y., Levinson, D.M., Krizek, K.J.: Trails, lanes, or traffic: Valuing bicycle facilities with an adaptive stated preference survey. Transportation Research Part A-Policy and Practice 41(4), (2007) 35. Urry, J.: Travelling times. European Journal of Communication 21, (2006) 36. van Schaick, J., van der Spek, S.C. (eds.): Urbanism on Track, Application of Tracking Technologies in Urbanism. IOS Press, Amsterdam (2008) 37. Wang, F.: Quantitative methods and applications in GIS. CRC Press, Boca Raton (2006) 38. Winters, M., Brauer, M., Setton, E., Teschke, K.: Built Environment Influences on Healthy Transportation Choices: Bicycling versus Driving. Journal of Urban Health 87, (2010) 39. Winters, M., Davidson, G., Kao, D., Teschke, K.: Motivators and deterrents of bicycling: comparing influences on decisions to ride. Transportation 38(1), (2011)

Efficiency of Choice Set Generation Methods for Bicycle Routes

Efficiency of Choice Set Generation Methods for Bicycle Routes Efficiency of Choice Set Generation Methods for Bicycle Routes Katrín Halldórsdóttir * Nadine Rieser-Schüssler Institute for Transport Planning and Systems, Swiss Federal Institute of Technology Zurich,

More information

The Walkability Indicator. The Walkability Indicator: A Case Study of the City of Boulder, CO. College of Architecture and Planning

The Walkability Indicator. The Walkability Indicator: A Case Study of the City of Boulder, CO. College of Architecture and Planning 1 : A Case Study of the City of Boulder, CO College of Architecture and Planning University of Colorado Author Note: Daryoosh Ardalan, Urban Regional Planning, College of Architecture and Planning, University

More information

VGI for mapping change in bike ridership

VGI for mapping change in bike ridership VGI for mapping change in bike ridership D. Boss 1, T.A. Nelson* 2 and M. Winters 3 1 Unviersity of Victoria, Victoria, Canada 2 Arizona State University, Arizona, USA 3 Simon Frasier University, Vancouver,

More information

Web Based Bicycle Trip Planning for Broward County, Florida

Web Based Bicycle Trip Planning for Broward County, Florida Web Based Bicycle Trip Planning for Broward County, Florida Hartwig H. HOCHMAIR University of Florida 3205 College Avenue Fort Lauderdale, FL 33314, USA hhhochmair@ufl.edu Jennifer FU Florida International

More information

March 6, 2013 Tony Giarrusso, Rama Sivakumar Center for GIS, Georgia Institute of Technology

March 6, 2013 Tony Giarrusso, Rama Sivakumar Center for GIS, Georgia Institute of Technology March 6, 2013 Tony Giarrusso, Rama Sivakumar Center for GIS, Georgia Institute of Technology 33 46 35.74 N, 83 23 48.33 W Location: Georgia Institute of Technology, College of Architecture Established:1996

More information

Siła-Nowicka, K. (2018) Analysis of Actual Versus Permitted Driving Speed: a Case Study from Glasgow, Scotland. In: 26th Annual GIScience Research UK Conference (GISRUK 2018), Leicester, UK, 17-20 Apr

More information

Applying Bi-objective Shortest Path Methods to Model Cycle Route-choice

Applying Bi-objective Shortest Path Methods to Model Cycle Route-choice Applying Bi-objective Shortest Path Methods to Model Cycle Route-choice Chris Van Houtte, Judith Y. T. Wang, and Matthias Ehrgott September 30, 2009 Outline Commuter Cyclists Motivation Choice Set Route

More information

Can PRT overcome the conflicts between public transport and cycling?

Can PRT overcome the conflicts between public transport and cycling? Can PRT overcome the conflicts between public transport and cycling? J. Meggs, F. Rupi, J. Schweizer Università di Bologna - DICAM Abstract Personal Rapid Transit (PRT) offers exceptional service characteristics,

More information

Modeling Planned and Unplanned Store Stops for the Scenario Based Simulation of Pedestrian Activity in City Centers

Modeling Planned and Unplanned Store Stops for the Scenario Based Simulation of Pedestrian Activity in City Centers Modeling Planned and Unplanned Store Stops for the Scenario Based Simulation of Pedestrian Activity in City Centers Jan Dijkstra and Joran Jessurun Department of the Built Environment Eindhoven University

More information

Combined impacts of configurational and compositional properties of street network on vehicular flow

Combined impacts of configurational and compositional properties of street network on vehicular flow Combined impacts of configurational and compositional properties of street network on vehicular flow Yu Zhuang Tongji University, Shanghai, China arch-urban@163.com Xiaoyu Song Tongji University, Shanghai,

More information

Infrastructure and Programs. What does the data say? Advancing Non-motorized Transportation in Vermont 11/15/09

Infrastructure and Programs. What does the data say? Advancing Non-motorized Transportation in Vermont 11/15/09 Advancing Non-motorized Transportation in Vermont A reply from the university point of view Lisa Aultman-Hall Professor and Director Figure 4 Why Canadians Cycle more than Americans: A Comparative Analysis

More information

Summary Report: Built Environment, Health and Obesity

Summary Report: Built Environment, Health and Obesity Research and education Built Environment Edmonton Project Summary Report: Built Environment, Health and Obesity Introduction In 2007 the Canadian Institutes of Health Research and the Heart and Stroke

More information

CYCLIST BEHAVIOR AT DISCONTINUITIES IN THE CYCLING NETWORK

CYCLIST BEHAVIOR AT DISCONTINUITIES IN THE CYCLING NETWORK CYCLIST BEHAVIOR AT DISCONTINUITIES IN THE CYCLING NETWORK Matin S. Nabavi Niaki, École Polytechnique de Montréal Nicolas Saunier, École Polytechnique de Montréal Luis Miranda Moreno, McGill University

More information

Canada s Capital Region Delegation to the Velo-City Global 2010 Conference

Canada s Capital Region Delegation to the Velo-City Global 2010 Conference Canada s Capital Region Delegation to the Velo-City Global 2010 Conference Report of Findings from Visits, Meetings & Presentations In Amsterdam-Den Haag, Utrecht, Berlin & Copenhagen The Itinerary Copenhagen

More information

Rerouting Mode Choice Models: How Including Realistic Route Options Can Help Us Understand Decisions to Walk or Bike

Rerouting Mode Choice Models: How Including Realistic Route Options Can Help Us Understand Decisions to Walk or Bike Portland State University PDXScholar TREC Friday Seminar Series Transportation Research and Education Center (TREC) 4-1-2016 Rerouting Mode Choice Models: How Including Realistic Route Options Can Help

More information

Identification of Bicycle Demand from Online Routing Requests

Identification of Bicycle Demand from Online Routing Requests 445 Identification of Bicycle Demand from Online Routing Requests Hartwig H. HOCHMAIR Abstract Governments at all levels aim to increase cycling and walking within the mix of transportation modes. Accurate

More information

Walking up Scenic Hills: Towards a GIS Based Typology of Crowd Sourced Walking Routes

Walking up Scenic Hills: Towards a GIS Based Typology of Crowd Sourced Walking Routes Walking up Scenic Hills: Towards a GIS Based Typology of Crowd Sourced Walking Routes Liam Bratley 1, Alex D. Singleton 2, Chris Brunsdon 3 1 Department of Geography and Planning, School of Environmental

More information

Matt Dykstra PSU MGIS Program

Matt Dykstra PSU MGIS Program Matt Dykstra PSU MGIS Program Outline Background Objective Existing Research Methodology Conclusions Significance and Limitations Two-way cycle track: Streetsblog.org Background What is bicycle infrastructure?

More information

Active Travel and Exposure to Air Pollution: Implications for Transportation and Land Use Planning

Active Travel and Exposure to Air Pollution: Implications for Transportation and Land Use Planning Active Travel and Exposure to Air Pollution: Implications for Transportation and Land Use Planning Steve Hankey School of Public and International Affairs, Virginia Tech, 140 Otey Street, Blacksburg, VA

More information

Kevin Manaugh Department of Geography McGill School of Environment

Kevin Manaugh Department of Geography McGill School of Environment Kevin Manaugh Department of Geography McGill School of Environment Outline Why do people use active modes? Physical (Built environment) Factors Psychological Factors Empirical Work Neighbourhood Walkability

More information

Gdynia s bicycle model

Gdynia s bicycle model Gdynia s bicycle model Problems related to cycling network and demand modelling Michał Miszewski, city of Gdynia Development of tool for transport analysis - MST Statistical data (baseline and forecasts)

More information

Planning Daily Work Trip under Congested Abuja Keffi Road Corridor

Planning Daily Work Trip under Congested Abuja Keffi Road Corridor ISBN 978-93-84468-19-4 Proceedings of International Conference on Transportation and Civil Engineering (ICTCE'15) London, March 21-22, 2015, pp. 43-47 Planning Daily Work Trip under Congested Abuja Keffi

More information

cyclingincities opinion survey ABOUT THE STUDY WHO DID WE ASK? WHAT DID WE DO?

cyclingincities opinion survey ABOUT THE STUDY WHO DID WE ASK? WHAT DID WE DO? cyclingincities opinion survey ABOUT THE STUDY Using a bicycle for transportation is good for the environment, and it also offers personal health benefits. Cycling is also feasible, since more than 80%

More information

Bike Score: Applying Research to Build Web-Based Tools to Promote Cycling

Bike Score: Applying Research to Build Web-Based Tools to Promote Cycling Bike Score: Applying Research to Build Web-Based Tools to Promote Cycling Meghan Winters Faculty of Health Sciences Simon Fraser University mwinters@sfu.ca Matt Lerner, Kay Teschke, Mike Brauer Velo-City

More information

SUSTAINABILITY, TRANSPORT, & HEALTH. Ralph Buehler, Virginia Tech

SUSTAINABILITY, TRANSPORT, & HEALTH. Ralph Buehler, Virginia Tech SUSTAINABILITY, TRANSPORT, & HEALTH Ralph Buehler, Virginia Tech Prepared for National Academies Roundtable on Science and Technology for Sustainability 6 December 2013 Overview Trends in Motorization

More information

A Walkability Study for Downtown Brunswick

A Walkability Study for Downtown Brunswick Alex Thompson and Sam Vitello E.S. 204 Semester Project-Final Paper A Walkability Study for Downtown Brunswick Introduction and Problem Statement The goal of our project was to analyze parking availability

More information

ENHANCED PARKWAY STUDY: PHASE 2 CONTINUOUS FLOW INTERSECTIONS. Final Report

ENHANCED PARKWAY STUDY: PHASE 2 CONTINUOUS FLOW INTERSECTIONS. Final Report Preparedby: ENHANCED PARKWAY STUDY: PHASE 2 CONTINUOUS FLOW INTERSECTIONS Final Report Prepared for Maricopa County Department of Transportation Prepared by TABLE OF CONTENTS Page EXECUTIVE SUMMARY ES-1

More information

UNDERSTANDING WALKING NETWORKS TO ENABLE SMARTER CHOICES IN TRANSPORT PLANNING IN DUNDEE. Gillian Iversen Atkins

UNDERSTANDING WALKING NETWORKS TO ENABLE SMARTER CHOICES IN TRANSPORT PLANNING IN DUNDEE. Gillian Iversen Atkins UNDERSTANDING WALKING NETWORKS TO ENABLE SMARTER CHOICES IN TRANSPORT PLANNING IN DUNDEE Gillian Iversen Atkins 1. INTRODUCTION 1.1. Smarter Choices, Smarter Places The Smarter Choices agenda encourages

More information

Pedestrian Behaviour Modelling

Pedestrian Behaviour Modelling Pedestrian Behaviour Modelling An Application to Retail Movements using Genetic Algorithm Contents Requirements of pedestrian behaviour models Framework of a new model Test of shortest-path model Urban

More information

Roadway Bicycle Compatibility, Livability, and Environmental Justice Performance Measures

Roadway Bicycle Compatibility, Livability, and Environmental Justice Performance Measures Roadway Bicycle Compatibility, Livability, and Environmental Justice Performance Measures Conference on Performance Measures for Transportation and Livable Communities September 7-8, 2011, Austin, Texas

More information

ROUTE CHOICE MODELLING FOR BICYCLE TRIPS

ROUTE CHOICE MODELLING FOR BICYCLE TRIPS International Journal for Traffic and Transport Engineering, 2014, 4(2): 194-209 DOI: http://dx.doi.org/10.7708/ijtte.2014.4(2).06 ROUTE CHOICE MODELLING FOR BICYCLE TRIPS UDC: 625.711.4 Ehsan Beheshtitabar

More information

Using smartphones for cycle planning Authors: Norman, G. and Kesha, N January 2015

Using smartphones for cycle planning Authors: Norman, G. and Kesha, N January 2015 Using smartphones for cycle planning Authors: Norman, G. and Kesha, N January 2015 Abstract There has been an inherent lack of information available to transport and urban planners when looking at cycle

More information

Visual Traffic Jam Analysis Based on Trajectory Data

Visual Traffic Jam Analysis Based on Trajectory Data Visual Traffic Jam Analysis Based on Trajectory Data Zuchao Wang, Min Lu, Xiaoru Yuan, Peking University Junping Zhang, Fudan University Huub van de Wetering, Technische Universiteit Eindhoven Introduction

More information

Redesign of Motorized and Non-motorized Transport in Cities and Sustainable Mobility

Redesign of Motorized and Non-motorized Transport in Cities and Sustainable Mobility Journal of Energy and Power Engineering 10 (2016) 206-210 doi: 10.17265/1934-8975/2016.03.009 D DAVID PUBLISHING Redesign of Motorized and Non-motorized Transport in Cities and Sustainable Mobility Osman

More information

Efficiency of Choice Set Generation Methods for Bicycle Routes

Efficiency of Choice Set Generation Methods for Bicycle Routes Efficiency of Choice Set Generation Methods for Bicycle Routes Katrín Halldórsdóttir Department of Transport, Technical University of Denmark Bygningstorvet 116B, 2800 Kgs. Lyngby, Denmark Phone: +45.45256563,

More information

Spatial Patterns / relationships. Model / Predict

Spatial Patterns / relationships. Model / Predict Human Environment Spatial Patterns / relationships Model / Predict 2 3 4 5 6 Comparing Neighborhoods with high Quality of Life & health Overlap matrix NPUs with high NH & NQoL SEC High QoL High Health

More information

Lessons from Copenhagen. John L Bowman 2013

Lessons from Copenhagen. John L Bowman 2013 Lessons from Copenhagen John L Bowman 2013 Bicycle Strategy Official municipal policy Goals for the next 15 years Updated after 5-10 years 32 page glossy brochure BAC December 2, 2013 John L Bowman 2 Bicycle

More information

Safety in numbers What comes first safety or numbers? Jan Garrard School of Health and Social Development Deakin University

Safety in numbers What comes first safety or numbers? Jan Garrard School of Health and Social Development Deakin University Safety in numbers What comes first safety or numbers? Jan Garrard School of Health and Social Development Deakin University The safety in numbers theory As the number of cyclists increases, injury rates

More information

SoundCast Design Intro

SoundCast Design Intro SoundCast Design Intro Basic Design SoundCast and Daysim 3 Land use attributes Households & Individuals SoundCast DaySim Travel demand simulator Trips and Households, Excel Summary Sheets, EMME network

More information

Sensitivity of Equilibrium Flows to Changes in Key Transportation Network Parameters

Sensitivity of Equilibrium Flows to Changes in Key Transportation Network Parameters Sensitivity of Equilibrium Flows to Changes in Key Transportation Network Parameters Sara Moridpour Department of Civil Engineering Monash University, Melbourne, Victoria, Australia 1 Introduction In transportation

More information

Pedestrian Level of Service at Intersections in Bhopal City

Pedestrian Level of Service at Intersections in Bhopal City Pedestrian Level of Service at Intersections in Bhopal City 1 Rakesh Wahane 1 M.E. Student 1 Department of Civil Engineering 1 Samrat Ashok Technological Institute Vidisha MP 464001 Abstract - This study

More information

DOI /HORIZONS.B P23 UDC : (497.11) PEDESTRIAN CROSSING BEHAVIOUR AT UNSIGNALIZED CROSSINGS 1

DOI /HORIZONS.B P23 UDC : (497.11) PEDESTRIAN CROSSING BEHAVIOUR AT UNSIGNALIZED CROSSINGS 1 DOI 10.20544/HORIZONS.B.03.1.16.P23 UDC 656.142.054:159.922(497.11) PEDESTRIAN CROSSING BEHAVIOUR AT UNSIGNALIZED CROSSINGS 1 JelenaMitrovićSimić 1, Valentina Basarić, VukBogdanović Department of Traffic

More information

This objective implies that all population groups should find walking appealing, and that it is made easier for them to walk more on a daily basis.

This objective implies that all population groups should find walking appealing, and that it is made easier for them to walk more on a daily basis. Walking for life The Norwegian Walking Strategy Guro Berge Norwegian public Roads Administration "Walking for life" is the slogan for the National Walking Strategy that is now being formulated in Norway.

More information

2. Context. Existing framework. The context. The challenge. Transport Strategy

2. Context. Existing framework. The context. The challenge. Transport Strategy Transport Strategy Providing quality connections Contents 1. Introduction 2. Context 3. Long-term direction 4. Three-year priorities 5. Strategy tree Wellington City Council July 2006 1. Introduction Wellington

More information

Exhibit 1 PLANNING COMMISSION AGENDA ITEM

Exhibit 1 PLANNING COMMISSION AGENDA ITEM Exhibit 1 PLANNING COMMISSION AGENDA ITEM Project Name: Grand Junction Circulation Plan Grand Junction Complete Streets Policy Applicant: City of Grand Junction Representative: David Thornton Address:

More information

NASHUA REGIONAL PLANNING COMMISSION REGIONAL BICYCLE AND PEDESTRIAN PLAN

NASHUA REGIONAL PLANNING COMMISSION REGIONAL BICYCLE AND PEDESTRIAN PLAN NASHUA REGIONAL PLANNING COMMISSION REGIONAL BICYCLE AND PEDESTRIAN PLAN June, 2005 Prepared by the Nashua Regional Planning Commission 2005 NRPC Regional Bicycle and Pedestrian Plan- JUNE 2005 ACKNOWLEDGEMENTS

More information

Investigating Commute Mode and Route Choice Variability in Jakarta using multi-day GPS Data

Investigating Commute Mode and Route Choice Variability in Jakarta using multi-day GPS Data Investigating Commute Mode and Route Choice Variability in Jakarta using multi-day GPS Data Zainal N. Arifin Kay W. Axhausen Conference paper STRC 2011 Investigating Commute Mode and Route Choice Variability

More information

1. Introduction. 2. Survey Method. Volume 6 Issue 5, May Licensed Under Creative Commons Attribution CC BY

1. Introduction. 2. Survey Method. Volume 6 Issue 5, May Licensed Under Creative Commons Attribution CC BY A Study on Performance of an Urban Arterial Corridor Guggilla Raju 1, Rontala Ashwini 2 1 Assistant Professor, Department of Civil Engineering, GCET 2 Assistant Professor, Department of Civil Engineering,

More information

WALKNBIKE DRAFT PLAN NASHVILLE, TENNESSEE EXECUTIVE SUMMARY NASHVILLE, TENNESSEE

WALKNBIKE DRAFT PLAN NASHVILLE, TENNESSEE EXECUTIVE SUMMARY NASHVILLE, TENNESSEE NASHVILLE, TENNESSEE EXECUTIVE SUMMARY Executive Summary A world-class multi-modal transportation system is essential to a vibrant city and better quality of life. -Mayor Barry The WalknBike plan aims

More information

G u i d e l i n e C Y C L I N G C O S T - E F F E C T I V E M E A S U R E S Version: November 2015

G u i d e l i n e C Y C L I N G C O S T - E F F E C T I V E M E A S U R E S Version: November 2015 G u i d e l i n e C Y C L I N G C O S T - E F F E C T I V E M E A S U R E S Version: November 2015 Cycling is on the rise. For some time now, European cities have been increasingly paying attention to

More information

A review of traffic safety in Finnish municipalities

A review of traffic safety in Finnish municipalities Urban Transport XII: Urban Transport and the Environment in the 21st Century 439 A review of traffic safety in Finnish municipalities N. Karasmaa, E. Räty, T. Kari & T. Ernvall Laboratory of Transportation

More information

The Importance of Mina site within Mecca urban cover change between 1998 and 2013

The Importance of Mina site within Mecca urban cover change between 1998 and 2013 FINAL INTERNSHIP REPORT Internship in Urban Remote Sensing Period: February through May 2015 Company: Starlab Ltd, UK The Importance of site within Mecca urban cover change between 1998 and 2013 Author

More information

Walking and Cycling Action Plan Summary. A Catalyst for Change The Regional Transport Strategy for the west of Scotland

Walking and Cycling Action Plan Summary. A Catalyst for Change The Regional Transport Strategy for the west of Scotland Walking and Cycling Action Plan Summary A Catalyst for Change The Regional Transport Strategy for the west of Scotland 2007-2021 Strathclyde Partnership for Transport Contents Purpose...2 Issues, Constraints

More information

Aditi Misra Dr. Kari E. Watkins Dr. Christopher A. Le Dantec

Aditi Misra Dr. Kari E. Watkins Dr. Christopher A. Le Dantec Cycle Atlanta Aditi Misra School of Civil and Environmental Engineering Dr. Kari E. Watkins School of Civil and Environmental Engineering Dr. Christopher A. Le Dantec School Literature, Media, and Communication

More information

A Traffic Operations Method for Assessing Automobile and Bicycle Shared Roadways

A Traffic Operations Method for Assessing Automobile and Bicycle Shared Roadways A Traffic Operations Method for Assessing Automobile and Bicycle Shared Roadways A Thesis Proposal By James A. Robertson Submitted to the Office of Graduate Studies Texas A&M University in partial fulfillment

More information

Facility preferences & safety

Facility preferences & safety Photo Flickr: Boegh Facility preferences & safety Evidence from two studies Kay Teschke School of Population & Public Health University of British Columbia Canadians don t cycle much % of trips by bike

More information

Information Technology for Monitoring of Municipal Gas Consumption, Based on Additive Model and Correlated for Weather Factors

Information Technology for Monitoring of Municipal Gas Consumption, Based on Additive Model and Correlated for Weather Factors ISSN 1746-7659, England, UK Journal of Information and Computing Science Vol. 11, No. 3, 2016, pp.180-187 Information Technology for Monitoring of Municipal Gas Consumption, Based on Additive Model and

More information

Urban forms, road network design and bicycle use The case of Quebec City's metropolitan area

Urban forms, road network design and bicycle use The case of Quebec City's metropolitan area Urban forms, road network design and bicycle use The case of Quebec City's metropolitan area Nathalie Noël, Martin E.H. Lee-Gosselin, Laval University, Centre de Recherche en Aménagement et Développement

More information

Relative Vulnerability Matrix for Evaluating Multimodal Traffic Safety. O. Grembek 1

Relative Vulnerability Matrix for Evaluating Multimodal Traffic Safety. O. Grembek 1 337 Relative Vulnerability Matrix for Evaluating Multimodal Traffic Safety O. Grembek 1 1 Safe Transportation Research and Education Center, Institute of Transportation Studies, University of California,

More information

A GIS APPROACH TO EVALUATE BUS STOP ACCESSIBILITY

A GIS APPROACH TO EVALUATE BUS STOP ACCESSIBILITY Advanced OR and AI Methods in Transportation A GIS APPROACH TO EVALUATE BUS STOP ACCESSIBILITY Giuseppe SALVO 1, Simona SABATINI 2 Abstract. This paper proposes a methodology to assess public transportation

More information

Simulation Analysis of Intersection Treatments for Cycle Tracks

Simulation Analysis of Intersection Treatments for Cycle Tracks Abstract Simulation Analysis of Intersection Treatments for Cycle Tracks The increased use of cycle tracks also known as protected bike lanes has led to investigations of how to accommodate them at intersections.

More information

International cooperation to improve the safety of European pedestrian crossings

International cooperation to improve the safety of European pedestrian crossings International cooperation to improve the safety of European pedestrian crossings Francesco Mazzone Head of International Assessment Programmes ACI Automobile Club d Italia Polis Conference Barcelona, 25

More information

Transport attitudes, residential preferences, and urban form effects on cycling and car use.

Transport attitudes, residential preferences, and urban form effects on cycling and car use. Downloaded from orbit.dtu.dk on: Mar 10, 2019 Transport attitudes, residential preferences, and urban form effects on cycling and car use. Nielsen, Thomas Alexander Sick; Olafsson, Anton Stahl; Carstensen,

More information

Methodology. Reconnecting Milwaukee: A BikeAble Study of Opportunity, Equity and Connectivity

Methodology. Reconnecting Milwaukee: A BikeAble Study of Opportunity, Equity and Connectivity Reconnecting Milwaukee: A BikeAble Study of Opportunity, Equity and Connectivity Released June 27, 2017 About BikeAble Rails-to-Trails Conservancy s (RTC s) BikeAble TM tool is a GIS-modeling platform

More information

Presentation Summary Why Use GIS for Ped Planning? What Tools are Most Useful? How Can They be Applied? Pedestrian GIS Tools What are they good for?

Presentation Summary Why Use GIS for Ped Planning? What Tools are Most Useful? How Can They be Applied? Pedestrian GIS Tools What are they good for? 1 2 Pedestrian GIS Tools What are they good for? Pro Walk / Pro Bike 2006 Presentation Summary Why Use GIS for Ped Planning? What Tools are Most Useful? How Can They be Applied? Matt Haynes Fehr & Peers

More information

International Journal of Innovative Research in Science, Engineering and Technology. (A High Impact Factor, Monthly, Peer Reviewed Journal)

International Journal of Innovative Research in Science, Engineering and Technology. (A High Impact Factor, Monthly, Peer Reviewed Journal) A Preliminary Study on Possible Alternate Roadways to Reduce Traffic Hazards at Velachery Township in Chennai Traffic Flow Minimization- a Prelimary Study Deepak R, Gangha G Department of Civil Engineering,

More information

TOWARDS A BIKE-FRIENDLY CANADA A National Cycling Strategy Overview

TOWARDS A BIKE-FRIENDLY CANADA A National Cycling Strategy Overview TOWARDS A BIKE-FRIENDLY CANADA A National Cycling Strategy Overview NationalCyclingStrategFrameworkv3.indd 1 Potential for this modal shift can be found in municipalities of all sizes, in every population

More information

2010 Pedestrian and Bicyclist Special Districts Study Update

2010 Pedestrian and Bicyclist Special Districts Study Update 2010 Pedestrian and Bicyclist Special Districts Study Update Pedestrian and Bicyclist Special Districts Program Overview H-GAC s Special Districts Program aims to provide strategic investments in pedestrian

More information

Health impact assessment of cycling network expansions in European cities

Health impact assessment of cycling network expansions in European cities Mueller et al. forthcoming Under Review in Preventive Medicine Health impact assessment of cycling network expansions in European cities Natalie Mueller a,b,c,*, David Rojas-Rueda a,b,c, Maëlle Salmon

More information

TomTom South African Congestion Index

TomTom South African Congestion Index TomTom South African Congestion Index Disclaimer All copyrights, commercial rights, design rights, trademarks and other elements considered intellectual property that are published in this report are reserved

More information

GD 0043/18 ACTIVE TRAVEL STRATEGY

GD 0043/18 ACTIVE TRAVEL STRATEGY GD 0043/18 ACTIVE TRAVEL STRATEGY 2018-2021 May 2018 Minister s Introduction There is strong evidence that regular physical activity reduces the risk of a range of health conditions. The best way to increase

More information

Four Cities + Two Wheels

Four Cities + Two Wheels Copenhagen Bicycle Traffic Flow 2006. 2011. Copenhagenize, Copenhagen. Copenhagenize. Web. 09 Mar. 2015. Four Cities + Two Wheels Prepared For: The Landscape Architecture Professional Advisory Committee

More information

Active mobility and health: Insights from the PASTA Project

Active mobility and health: Insights from the PASTA Project Active mobility and health: Insights from the PASTA Project According to the PASTA survey, over 40% of car and public transport trips are less than 5km. Shifting such short trips to active mobility, such

More information

Grip on speed. A multi-stakeholder approach to road safety

Grip on speed. A multi-stakeholder approach to road safety Grip on speed A multi-stakeholder approach to road safety Authors: Erik Donkers VIA, traffic consultancy & software, The Netherlands Berry de Jong SRE (Eindhoven Urban Region), The Netherlands Polis Conference

More information

SUSTAINABLE MOBILITY AND WEALTHY CITIES

SUSTAINABLE MOBILITY AND WEALTHY CITIES SUSTAINABLE MOBILITY AND WEALTHY CITIES CIVITAS Summer Course: Sustainable mobility for a better life 7 10 June 2016 Malaga, Spain Table of contents Theoretical section Introduction: sustainable mobility

More information

Sedentary Behavior & Older Adults: The Role of Neighborhood Walkability

Sedentary Behavior & Older Adults: The Role of Neighborhood Walkability Sedentary Behavior & Older Adults: The Role of Neighborhood Walkability Grantmakers in Aging Annual Conference 2013 "Growing Up, Growing Older: Working Together for Better Communities, Farhana Ferdous

More information

The Application of Pedestrian Microscopic Simulation Technology in Researching the Influenced Realm around Urban Rail Transit Station

The Application of Pedestrian Microscopic Simulation Technology in Researching the Influenced Realm around Urban Rail Transit Station Journal of Traffic and Transportation Engineering 4 (2016) 242-246 doi: 10.17265/2328-2142/2016.05.002 D DAVID PUBLISHING The Application of Pedestrian Microscopic Simulation Technology in Researching

More information

A Study on Weekend Travel Patterns by Individual Characteristics in the Seoul Metropolitan Area

A Study on Weekend Travel Patterns by Individual Characteristics in the Seoul Metropolitan Area A Study on Weekend Travel Patterns by Individual Characteristics in the Seoul Metropolitan Area Min-Seung. Song, Sang-Su. Kim and Jin-Hyuk. Chung Abstract Continuous increase of activity on weekends have

More information

Diver-NETZ Wireless Groundwater Monitoring Networks

Diver-NETZ Wireless Groundwater Monitoring Networks Diver-NETZ Wireless Groundwater Monitoring Networks Monitor your groundwater without boundaries A COMPLETE WIRELESS GROUNDWATER MONITORING SYSTEM From wireless field data collection and recording, to project

More information

Cycling and urban form Evidence from the Danish National Transportation Survey

Cycling and urban form Evidence from the Danish National Transportation Survey Downloaded from orbit.dtu.dk on: Dec 17, 2017 Cycling and urban form Evidence from the Danish National Transportation Survey Nielsen, Thomas Alexander Sick; Carstensen, Trine Agervig; Olafsson, Anton Stahl

More information

Bicycle Demand Forecasting for Bloomingdale Trail in Chicago

Bicycle Demand Forecasting for Bloomingdale Trail in Chicago Bicycle Demand Forecasting for Bloomingdale Trail in Chicago Corresponding Author: Zuxuan Deng Arup Water Street, New York, NY 000 zuxuan.deng@arup.com Phone:.. Fax:..0 Matthew Sheren Arup Water Street,

More information

METROPOLITAN TRANSPORTATION PLAN OUTREACH: INTERACTIVE MAP SUMMARY REPORT- 10/03/14

METROPOLITAN TRANSPORTATION PLAN OUTREACH: INTERACTIVE MAP SUMMARY REPORT- 10/03/14 METROPOLITAN TRANSPORTATION PLAN OUTREACH: INTERACTIVE MAP SUMMARY REPORT- 10/03/14 INTRODUCTION This document summarizes the results of the online interactive mapping exercise implemented by MIG for the

More information

How to measure the average pedestrian access of a place to a group of important locations?

How to measure the average pedestrian access of a place to a group of important locations? An Urban Walkability Assessment Model Based on Network Distance Metrics and Topographic Features Pirouz Nourian, PhD researcher in computational urban design, TU Delft, Faculty of Architecture, Email:

More information

Non-motorized Transportation Planning Resource Book Mayor s Task Force on Walking and Bicycling City of Lansing, Michigan Spring 2007 pg.

Non-motorized Transportation Planning Resource Book Mayor s Task Force on Walking and Bicycling City of Lansing, Michigan Spring 2007 pg. Non-motorized Transportation Planning Resource Book pg. 105 of 158 Non-motorized Transportation Planning Resource Book pg. 106 of 158 Non-motorized Transportation Planning Resource Book pg. 107 of 158

More information

Concept of Sustainable Transport and integrated Land Use Planning- An Overview. Manfred Breithaupt GIZ Water, Energy, Transport

Concept of Sustainable Transport and integrated Land Use Planning- An Overview. Manfred Breithaupt GIZ Water, Energy, Transport Concept of Sustainable Transport and integrated Land Use Planning- An Overview Manfred Breithaupt GIZ Water, Energy, Transport The adverse impacts of growth in motorization - in economic, environmental

More information

Determining bicycle infrastructure preferences A case study of Dublin

Determining bicycle infrastructure preferences A case study of Dublin *Manuscript Click here to view linked References 1 Determining bicycle infrastructure preferences A case study of Dublin Brian Caulfield 1, Elaine Brick 2, Orla Thérèse McCarthy 1 1 Department of Civil,

More information

National Bicycle and Pedestrian Documentation Project: DESCRIPTION

National Bicycle and Pedestrian Documentation Project: DESCRIPTION National Bicycle and Pedestrian Documentation Project: DESCRIPTION Prepared for: Institute of Transportation Engineers Pedestrian & Bicycle Council Prepared by: Alta Planning + Design, Inc. August 30,

More information

Oakville, Ontario Case Study

Oakville, Ontario Case Study Oakville, Ontario Case Study 1 Background The Town of Oakville, a suburb of Toronto, is located on the shore of Lake Ontario and has a population of about 185,000. Oakville created its first Active Transportation

More information

Pedestrian Dynamics: Models of Pedestrian Behaviour

Pedestrian Dynamics: Models of Pedestrian Behaviour Pedestrian Dynamics: Models of Pedestrian Behaviour John Ward 19 th January 2006 Contents Macro-scale sketch plan model Micro-scale agent based model for pedestrian movement Development of JPed Results

More information

Vision: Traditional hamlet with an attractive business/pedestrian friendly main street connected to adjacent walkable neighborhoods

Vision: Traditional hamlet with an attractive business/pedestrian friendly main street connected to adjacent walkable neighborhoods N D. Focus Area II Vision: Traditional hamlet with an attractive business/pedestrian friendly main street connected to adjacent walkable neighborhoods Transit Road Focus Area II is located in the Hamlet

More information

Design Principle Active Transport

Design Principle Active Transport Active Transport Definition Active transport includes non-motorised forms of transport involving physical activity, such as walking and cycling. It also includes public transport to meet longer distance

More information

7 th International Conference on Wind Turbine Noise Rotterdam 2 nd to 5 th May 2017

7 th International Conference on Wind Turbine Noise Rotterdam 2 nd to 5 th May 2017 7 th International Conference on Wind Turbine Noise Rotterdam 2 nd to 5 th May 2017 Sound power level measurements 3.0 ir. L.M. Eilders, Peutz bv: l.eilders@peutz.nl ing. E.H.A. de Beer, Peutz bv: e.debeer@peutz.nl

More information

Cascade Bicycle Club Strategic Plan

Cascade Bicycle Club Strategic Plan The Greater Context Bicycling has become fundamentally important as large-scale currents of change threaten the health, economy and livability of communities throughout the United States and the world

More information

COMBINING THE POWER OF BICYCLE USE AND PUBLIC TRANSPORT: IMPLEMENTING THE BIKE-TRAIN SYSTEM IN THE NEW ZEALAND CONTEXT

COMBINING THE POWER OF BICYCLE USE AND PUBLIC TRANSPORT: IMPLEMENTING THE BIKE-TRAIN SYSTEM IN THE NEW ZEALAND CONTEXT Introducing the Bike-Train concept into NZ T. Williams Page 0 COMBINING THE POWER OF BICYCLE USE AND PUBLIC TRANSPORT: IMPLEMENTING THE BIKE-TRAIN SYSTEM IN THE NEW ZEALAND CONTEXT Tom Williams Masters

More information

Bike Counter Correlation

Bike Counter Correlation Bike Counter Correlation A Story of Synergy: Bike Counts and Strava Metro For decades, transportation planners have used manual and automatic bicycle counters to collect hard data on where and when people

More information

CIVITAS Peer to Peer Exercise in Reggio Emilia 11 November km zone: Reggio Emilia gets to know the experience of Odense and Vitoria-Gasteiz

CIVITAS Peer to Peer Exercise in Reggio Emilia 11 November km zone: Reggio Emilia gets to know the experience of Odense and Vitoria-Gasteiz CIVITAS Peer to Peer Exercise in Reggio Emilia 11 November 2014 30 km zone: Reggio Emilia gets to know the experience of Odense and Vitoria-Gasteiz The City of Reggio Emilia Reggio Emilia is a medium sized

More information

Purpose and Need. For the. Strava Bicycle Data Project

Purpose and Need. For the. Strava Bicycle Data Project Purpose and Need For the Strava Bicycle Data Project April 2014 ODOT Strava Workgroup Margi Bradway*, Active Transportation Section Alex Bettenardi*, Transportation Planning Analysis Unit Phil Smith*,

More information

Emerging Crash Trend Analysis. Mark Logan Department of Main Roads, Queensland. Patrick McShane Queensland Transport

Emerging Crash Trend Analysis. Mark Logan Department of Main Roads, Queensland. Patrick McShane Queensland Transport Emerging Crash Trend Analysis Mark Logan Department of Main Roads, Queensland Patrick McShane Queensland Transport The authors would like to acknowledge the assistance of Queensland Transport's Data Analysis

More information

The Amsterdam Story. The socio-economic value of cycling and innovative planning practices in context in transition. Kees van Ommeren.

The Amsterdam Story. The socio-economic value of cycling and innovative planning practices in context in transition. Kees van Ommeren. The Amsterdam Story The socio-economic value of cycling and innovative planning practices in context in transition Kees van Ommeren Paolo Ruffino Questions answered in this presentation What are the economic

More information

Analyzing Gainesville s Bicycle Infrastructure

Analyzing Gainesville s Bicycle Infrastructure Mateo Van Thienen 1 DCP 2002: Intro to GIS II Final Project Paper Abstract: Analyzing Gainesville s Bicycle Infrastructure The main purpose of this project is to determine which areas within Gainesville

More information