Article citation information:
Macioszek,
E., Jurdana, I. Bicycle
traffic in the cities. Scientific Journal
of Silesian University of Technology. Series Transport. 2022, 117, 115-127. ISSN: 0209-3324. DOI: https://doi.org/10.20858/sjsutst.2022.117.8.
Elżbieta MACIOSZEK[1],
Irena JURDANA[2]
BICYCLE TRAFFIC IN THE CITIES
Summary. For many
years in many Western Europe countries, cycling has been associated with not
only recreation and tourism but has equally gained an important function as a
means of transport used in everyday commuting to work, study and entertainment.
The bicycle appears to be a very good alternative to motor vehicles that
produce exhaust fumes and create congestion on road transport networks. Not
only is the bicycle environmentally friendly and takes up little space in road
transport networks, but also, the time of bicycle travel is often competitive
in relation to travel made by private car or public transport. This article
presents the characteristics of the bicycle infrastructure and services offered
in selected cities in the world and Poland, as well as the issues of bicycle
counters as sources of data on bicycle traffic volume, along with an exemplary
analysis of this type of data.
Keywords: bike,
bicycle traffic volume, road transport, transport, traffic engineering
1. INTRODUCTION
In many Polish cities, as in many cities around the world, the number of cyclists is gradually
increasing. To improve the safety and comfort of cycling, it is necessary
to build an appropriate infrastructure dedicated to cyclists. In the case of the absence of such infrastructure, cyclists share the space with motor vehicles, which travel at
a much higher speed than them. Designing an infrastructure dedicated to cyclists should consider the
technical possibilities of both the bicycle and the cyclist. The bicycle user performs the bicycle's driving functions and drives the cycle at the same time.
The main reasons for the increase in interest in the bicycle in recent years include the ease of use, no need for additional licenses, as well as the fact that the use
of the bicycle does not require large expenditures
and is easy to maintain. Moreover, traveling by bike is comfortable and attractive. The bicycle is mainly used
for short distances. Slightly over 80% of all bicycle journeys
are shorter than
In addition to daily trips to work, school or shopping, the bicycle also plays
an important role in recreational travel. In recent years, the number of recreational trips by bicycle has been systematically
growing in all European countries. Given the
values of the surrounding landscape, attractive bicycle routes are also of key
importance, and this is an important
element in promoting recreational
bicycle journeys.
Designing bicycle infrastructure brings many benefits to users; namely, it contributes to facilitating car-free travel, improving traffic safety, reducing travel times in the city center, improving psychophysical conditions, reducing
travel costs, and increasing the flexibility of traveling. On the other hand, the benefits that the organizer of bicycle traffic gains include a change in the division of
transport tasks toward increasing the share of car-free travel, the possibility of transforming the space of streets and squares, reducing investment and operating costs related to the transport system, creating
a positive image of the city,
open to promoting ecological
forms of transport, as well as improving public health.
This article aims to characterize urban cycling. It consists of five sections. After the introduction, the second section presents and characterizes the bicycle network
with services offered in selected
cities around the world. Then the third section presents the
bicycle network along with
the services offered in selected
cities in Poland. While
section four contains the
problem of bicycle counters
as sources of data acquisition
on bicycle traffic volume, together with the analysis of this type of data. Finally, the fifth
section submits conclusions
from this research.
2. CHARACTERISTICS OF THE BICYCLE
NETWORK TOGETHER WITH THE OFFERED SERVICES IN SELECTED CITIES IN THE WORLD
In
many cities around the world struggling with the problem of excessive car
traffic volume, bicycle traffic is promoted not only because of the obvious
health benefits for the cyclist but also due to the promotion of the policy of
sustainable transport development, in which the bicycle is one of the equal
means of transport in travels around the city as well as a means of transport
for the first and last mile in commuting to the initial and final stops of
public transport.
Amsterdam
(the Netherlands) with its urban agglomeration has over 1.1 million inhabitants
and is considered to be the most bicycle-friendly city in the world. The city
is famous primarily for a large number of bicycles and a very good bicycle
infrastructure. In Amsterdam, it is recognized that every street is suitable
for cycling. According to the data, the total length of all designated bicycle
routes in the Netherlands exceeds
Copenhagen
(Denmark), thanks to a well-developed network of bicycle routes, is also
considered one of the most bicycle-friendly cities in the world [1]. Often, the
traffic lanes for cyclists are separated from the road by a green belt, and in
many places, there are also special traffic lights for cyclists. Investments in
infrastructure dedicated to cyclists are constantly being carried out in the
city, including work on the system of fast bicycle paths, which will be
designed to enable quick and efficient cycling over longer distances.
Ultimately, this system will cover a total of over
Melbourne
(Australia) has an extensive network of dedicated cycle paths and bicycle lanes
that are used for daily commuting, leisure and sports centers. However, the
share of cycling accounts for less than 2% of all trips in the entire Melbourne
metropolitan area (2016 data) [5]. In the 1990s, Australia
and New Zealand introduced the obligation to use helmets while cycling, which
contributed to a visible decrease in the number of trips made by bicycle. In
Melbourne, the bicycle is used mainly for recreational and health-promoting
purposes. The length of bicycle routes in Melbourne is over
Toronto
(Canada) has been established as a partner city of the cycling capitals of the
world, such as Amsterdam and Warsaw. Toronto, like many other North American
cities, invests in modernizing infrastructure dedicated to cyclists. Along with
the expansion of the infrastructure dedicated to cyclists, the number of
cyclists has grown steadily. In 1975, the "Toronto City Cycling
Committee" was established to promote initiatives related to cycling and
bicycle safety [12, 37]. Following the assumptions of the bicycle road network
development plan titled "Toronto Bike", it plans to build a suburban
network of bicycles, off-road paths, signposts, and parking lots for bicycles.
Another important element of this plan is educating citizens to reduce the number
of collisions and falls and promoting an increase in the number of people
cycling [37]. The city of Toronto also offers Can-Bike courses to its
inhabitants. The course provides information on how to safely cycle in regular
city traffic. In Toronto, since 2011, the Bike Share Toronto bicycle rental
system has been in operation, consisting of 2750 bicycles and 270 stations
(data from 2017) [21, 37]. All Toronto buses have bike racks to store bikes in,
and transportation of bikes is also permitted on the subway outside of the
morning, and evening rush hours. Additionally, "GO Transit"
(Ontario's Massive Public Transport System) also provides bicycle racks on all
bus routes and allows bicycles to be transported on trains during off-peak
weekdays. Since 2008, the transport of folded bicycles in public collective
transport is allowed.
The
bicycle in London (United Kingdom) is a very popular means of transport and an
idea for spending free time. In 2010, Transport for London launched the
"Santander system" city bike rental. About half a million people use
bike rentals every year. In London, folding bikes can be transported by almost
all means of public transport, while full-size bikes can be transported on
selected routes during off-peak hours. London has numerous bicycle parking
facilities. The most common are bicycle racks, sometimes they are lockers
available at many public transport stops. Daily cycling trips in London
increased by 170%, from
Paris
(France) is steadily increasing its network of public bicycle paths. There are
currently over
3. CHARACTERISTICS OF THE BICYCLE
NETWORK TOGETHER WITH THE OFFERED SERVICES IN SELECTED CITIES IN POLAND
In
Poland, in recent years, the intensity of bicycle traffic has increased significantly,
but it is still far from Polish cities to other European or world cities known
as the world's bicycle capitals. In the further part of this section, a few
selected Polish cities are presented, in which a significant development of the
bicycle road network has been observed in recent years.
In
Warsaw, the bicycle network is approx.
There
are approximately
In
turn, in the city of Gdańsk, the network of
bicycle routes has a total of
Poznań has a very
rich cycling history. In the interwar period, bicycle traffic in this city
accounted for more than half of all journeys made. This share was, therefore,
higher than the share in cities considered to be bicycle-friendly, such as
Copenhagen or Amsterdam. However, with the development of the automotive
industry, many bicycle lanes have been closed and designated for parking spaces
[11]. In 2018, Poznań had approx.
Another
city in which a significant development of bicycle infrastructure has been
visible in recent years is Łódź.
Currently, there are
In
2019, the total length of bicycle paths, including pedestrian and bicycle
paths, in Białystok was only
A bicycle
counter is a device that automatically counts cyclists moving along the road.
Currently installed cycle counters usually operate on the principle of an
induction loop mounted under the surface of a lane or a cycle path and from a
device that sends data to the server. These counters are not visible to
cyclists. The number of cyclists counted is sometimes shown on displays, and
sometimes information on the volume of cyclists' traffic can be obtained, for
example, from the Municipal Roads Authority and City Offices to which these
data are sent.
Sometimes,
photocells are also used to count moving cyclists. Roadside counting devices
for moving cyclists are installed in many cities in Poland. The first city in
Poland to install an abacus with a display was Łódź
(2011). So far, automatic cyclist counting systems have been installed, among
others, in Szczecin, Tychy, Kraków, and Wrocław. Cyclist counting devices are also used in
many cities around the world, especially in those where cycling is promoted,
for example, in London, Kopenchaga, and Budapest.
Counters are needed to check how cycling is spreading in an area. One of the
tasks of bicycle counters is to verify whether the investments carried out in a
given area are producing the expected effect. Moreover, they allow, based on
the collected data, to plan the city's transport policy. Due to the bicycle
counters, it is possible to determine, among other things, which routes are
used for daily commuting to work or school, and which are rather recreational,
which routes are used at weekends, and how the traffic volume is distributed at
certain times, days, etc., which is part of the wider city strategy that
encourages citizens to cycle. In addition, some types of counters can measure
the speed of the trip, which can help reduce cycling accidents. Some sources
say that the data from bicycle abacus are underestimated. For example, in [20],
it was stated that the difference between the number of cyclists registered
with the use of the meter and the real one is 6%. The
characteristic features of the bicycle abacus include:
- low
operating costs of the system,
- data
transmission takes place using GPRS technology and
the local internet,
- online data
transmission from bicycle counters,
- the ability
to install a virtually unlimited number of objects in the system,
- event-driven data
transmission that guarantees updating the condition of the facilities without
incurring unnecessary transmission costs,
- fast, reliable and secure data
transfer,
- archiving of data and events of
all objects to create analyzes and statistics,
- the possibility of
performing both local and remote diagnostics and configuration of the counter,
- easy and
generally available access to data on the server due to a dedicated website,
- the incentive
to use the bike rental.
The
following part of this section presents exemplary results of measurements of
the volume of cyclists' traffic from bicycle counters for five measuring points
in Kraków (Poland). These data cover the
period from January 2017 to January 2020. This period of time was deliberately
chosen as it is the period before the COVID pandemic
occurred. From 2020, the distribution of the volume of the cyclists' traffic
assumed a different character, imposed by restrictions in movement, lockdowns,
changes in the work rhythm of employees, and other changes caused by the
pandemic. The measurement points along with the period included in the analysis
are presented in Table 1.
Tab. 1
The measurements points
|
No |
Name
of the measurement point |
Date
of the measurement |
|
1. |
Bulwary |
From 01.01.2017 to 03. 01. 2020 |
|
2. |
Kotlarska
Street |
From 01.01.2017 to 03. 01. 2020 |
|
3. |
Mogilska
Street |
From 01.01.2017 to 03. 01. 2020 |
|
4. |
Wadowicka
Street |
From 01.01.2017 to 03. 01. 2020 |
|
5. |
Wielicka
Street |
From 01.01.2017 to 03. 01. 2020 |
The collected
data, apart from the values of the intensity of cyclists' traffic, also
includes such information as weather conditions, that is, the average, maximum
and minimum perceived air temperature, wind speed, and the amount of
precipitation.
The
heterogeneity of the intensity of cyclists' traffic volume over time should be
considered in the context of seasonal, monthly and weekly cycles, although the
prevailing weather conditions on the day of the bicycle traffic volume
measurements and the day before the bicycle traffic volume measurements are
dominant. In Figure 1, the distribution of the intensity of cyclists' traffic
at selected five measuring points in the period from 1 January 2017 to 3
January 2020 is shown. Based on the analysis of these figures, it can be
concluded that in each case, each year, the highest values of bicycle traffic
volumes are recorded in the period from April to October. During this period,
in Polish conditions, the weather is usually favorable for cycling, because then, negative daytime temperatures are not
usually recorded, and there is no snowfall or rainfall. On the other hand, from
November to March, the recorded intensity of cyclists' traffic volume at all
measuring points is rather small. The intensity of bicycle traffic volume is
characterized by a different distribution on sunny days and bad weather days.
There are also different values of bicycle traffic intensity on weekdays and
weekend days.
In
the next figure, Figure 2, the results of exemplary analyzes that can be
performed based on data from bicycle counters are shown. In Figure 2a, the dependence of the number of cyclists on the average
temperature of the environment is presented. As seen, there is a relationship
between these variables. Due to the significant impact of weather conditions on
human health and well-being, it is important to determine the degree of weather
impact on the volume of cyclists' traffic. The lowest values of the intensity
of cyclists' traffic were recorded at a low, negative average ambient
temperature (from -2 to -18ºC), and the highest
at moderate average ambient temperatures ranging from about +15 to +20ºC. Further, in Figure 2b,
the dependence of the number of cyclists on the amount of rainfall is shown.
This relationship also confirms that bicycles are usually used in good weather
conditions with no rainfall. Nevertheless, even with low rainfall (up to
5.
SUMMARY
Travel
conditions by any means of transport around the city determine its
attractiveness and, consequently, translate into the number of users using this
means of transport in their daily commuting to their workplace, school or
university. The free choice of the means of transport by the inhabitants has
prompted discourses about the competitiveness of cars, bicycles, public
transport, etc. The authorities of many Western European cities have long
noticed great opportunities for shaping the transport behavior of residents by
consciously controlling the competitiveness of individual means of transport.
This is done by applying, on the one hand, restrictions for some road users
(usually cars), and, on the other hand, by promoting other, more desirable
transport solutions, for example, cycling.
Cycling
is an essential component of transport systems in urban areas. Thus,
agglomerations such as Copenhagen and Amsterdam can boast about a 30% share of
bicycle trips in the total number of trips. The dynamic increase in the number
of cyclists in recent years imposes the obligation to take measures to adapt
streets and squares to the growing needs. The high time competitiveness of
bicycle transport should be, next to the low land consumption and capital
consumption, or a beneficial effect on the health of the inhabitants, an
important argument for the rapid development or improvement of the quality of
infrastructure for bicycles. Only high-quality bicycle infrastructure can
encourage a significant part of the inhabitants to choose a bicycle in their
daily journeys while maintaining the appropriate competitiveness of bicycle transport
in comparison with car transport.
|
1). |
|
|
2). |
|
|
3). |
|
|
4). |
|
|
5). |
|
Fig. 1. Distribution of the traffic volume of cyclists at selected measurement
points
Source: Author’s research based on [9]
|
a). |
|
|
b). |
|
|
c). |
|
|
d) |
|
Fig.
2. Distribution of the number of cyclists at measurement points depending on:
(a) the ambient temperature, (b). rainfall value [mm], (c). wind speed
Source:
Author’s research based on [9]
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Received 25.06.2022; accepted in
revised form 19.09.2022
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[1] Faculty of Transport and Aviation
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[2] Faculty of Maritime Studies,