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Urban Air Quality
Published in Larry E. Erickson, Gary Brase, Reducing Greenhouse Gas Emissions and Improving Air Quality, 2019
Another way to help with emissions is to have more natural features and spaces. Vegetation can provide environmental services by removing pollutants from the air. Parks with plants and trees, vegetation along streets and roads, and hedges that do not reduce visibility at intersections have public air quality benefits. Abhijith et al. (2017) reviewed the literature on air pollution abatement by vegetation and reported on the benefits of several alternatives. This can fit well alongside increased support for walking and cycling; cities can develop bike paths away from the road, with vegetation to reduce noise and capture air pollutants so that citizens are encouraged to travel by bicycle.
Bikeway network design model considering utilitarian and recreational bicycling in urban built-up areas
Published in International Journal of Sustainable Transportation, 2023
The preceding context suggests that the outputs of model analysis (i.e., decision variables) should contain optimum bikeway locations and types and numbers of lanes in an urban planning district. These outputs are determined based on the following given conditions: existing roadway networks, traffic and environment attributes of roadway links, station locations of bike sharing system, geographical distribution of biking travel demand, points of interest for recreational activities, and land uses. According to the bikeway classifications of the Institute of Transportation (2017), three types of bikeway are commonly installed in Taipei and considered in this research: bike path, bike lane, and bike route (as illustrated in Figure 1). A bike path is used by bikers only and segregated from motorized traffic and pedestrians. A bike lane, which occasionally shares bikers’ right-of-way with pedestrians, is marked off by painted lines near/on a sidewalk. Finally, a bike route, which typically shares bikers’ right-of-way with motorized vehicles, is marked by signs or colored pavement near/on a driveway. Note that all of these conditions and classifications vary with local contexts when the proposed model is applied.
Capacity estimation of midblock bike lanes with mixed two-wheeled traffic
Published in Transportmetrica A: Transport Science, 2021
Lu Bai, Pan Liu, N.N. Sze, Amy Guo Haggart, Ching-Yao Chan, Huaguo Zhou
Capacity is an essential criterion that is used for traffic design, monitoring, prioritization and modelling of midblock bike lanes. Capacity refers to the maximum number of vehicles that can pass a given point during a specified period under the prevailing roadway, traffic, and control conditions (HCM 2010). The capacity of bike lanes is greatly affected by the road space allocated. The American Association of State Highway and Transportation Officials (AASHTO) recommends that the width of two-way off-street bike paths should be 3.0 m, where a standard width for a bike lane is approximately 1.2 m (AASHTO 2012). The Separated Bike Lane Planning & Design Guide (SBLPDG) recommends that the width of a bike lane zone should be 3.0 m for one-way separated bike paths with high volumes of bicycles, while in constrained conditions, the minimum width of a bike lane zone should be 2.4 m (SBLPDG 2015). In China, the Code for Design of Urban Road Engineering (CDURE) recommends that a standard width for a bike lane should be 1.0 m, that a separated bike path should contain at least two bike lanes, and that the total width should not be less than 2.5 m (CDURE 2012).
Policy implementation of multi-modal (shared) mobility: review of a supply-demand value proposition canvas
Published in Transport Reviews, 2020
Li Meng, Sekhar Somenahalli, Stephen Berry
Social equity has also given rise to both short- and long-term issues. Currently, there are limited bike paths in urban infrastructure design, resulting in increased risks for cyclists and tensions between cyclists and car users in shared built environments (Götschi, Garrard, & Giles-Corti, 2016). Advocates of bicycle paths say it will improve road safety for cyclists and therefore increase the number of cyclists (Jacobsen, 2003; Xia, Zhang, Braunack-Mayer, & Crabb, 2017; Yang, Sahlqvist, McMinn, Griffin, & Ogilvie, 2010). In the future, insurance policies for SAVs will play an important role, as they may restrict SAVs’ affordability and reduce car ownership (Kodransky & Lewenstein, 2014). If shared mobility involves using SAVs, then legal liability, security, and privacy will need consideration. More moral dilemmas are also raised by the design of automation algorithms in emergencies. For example, Bonnefon, Shariff, and Rahwan (2016) found that survey participants agreed that it would be morally right for SAVs to sacrifice their own passengers (families) in an accident if this sacrifice would save more lives. Car makers and regulators would encounter a dilemma in terms of securing public acceptance of SAVs or protecting car owners' privileges.