Cyclists’ riding comfort, related to pavement texture and unevenness, has not been thourougly investigated, partly due to the lack of condition assessment methods specifically adapted to the speed and space limits on cycle paths. Metrics that better describe the perceived comfort of cyclists, rather than that of car users, are needed. In this paper a novel method, the Bicycle Measurement Trailer (BMT), is proposed to bridge this gap. Eight different cycle path surface types have been assessed with regards to pavement texture and for four of these surfaces the longitudinal evenness was assessed. The accuracy and repeatability of the BMT were evaluated. Finally, five different metrics (Dynamic Comfort Index, Evenness Coefficient, 0.5 m Straight Edge, International Roughness Index and Root Mean Square), were calculated from the collected data and assessed. The main findings suggest that the BMT has a high accuracy at normal and high cycling speeds and a high level of repeatability at normal cycling speed. The surfaces could be ranked according to texture, and the evenness was successfully analysed. In conclusion, the BMT could be a valuable tool to assess the cycle path surface condition in relation to bicycle riding comfort.

Under hösten 2021 fick Transportstyrelsen i uppdrag av regeringen att analysera och vid behov lämna förslag till ändrade trafikregler för att andelen trafikanter som reser med cykel ska öka. Mot bakgrund av detta har Transportstyrelsen anlitat VTI, Statens väg- och transportforskningsinstitut för att bistå i arbetet genom att beskriva kunskapsläget utifrån gällande forskning.

Syftet med uppdraget har främst varit att undersöka cyklisters utrymmesbehov i olika trafiksituationer och att ta fram underlag till rekommendationer för utformning av cykelinfrastrukturens bredder. Idag saknas regler eller gemensam byggpraxis för den fysiska utformningen av cykelfält och cykelbanor. Det är istället upp till respektive väghållare att ta fram sina egna typsektioner eller rekommendationer och kontrollera efterlevnaden.

Resultaten i denna rapport baseras på litteraturstudier gällande utformningsstandarder och forskning kring cyklisters utrymmesbehov. Rekommendationer presenteras om minstabredder på cykelbanor och cykelfält beroende på möjlighet till möten och omkörningar, inkluderat dimensionering för lastcyklar, samt trygga avstånd till sidohinder. En ansats till modellstruktur för bedömning av utrymmesbehov vid högre flöden har även tagits fram.

Cykelbanors bredd kan varieras beroende på den önskade dimensionerande trafiksituationen, det vill säga möjligheten att ett visst antal trafikanter ska kunna mötas eller köra om varandra säkert. Utifrån ett underhållsperspektiv är det dock fördelaktigt att anlägga cykelbanor med minst 2,5 meter bredd, oavsett trafiksituationen. Mindre bredd än så kan medföra lägre effektivitet för drift och underhåll med ökade livscykelkostnader som följd.

During the fall of 2021, the Swedish Transport Agency was commissioned by the Swedish Government to analyze and, if necessary, submit proposals for how changed traffic rules could lead to an increase in the proportion of road users who travel by bicycle. Against this background, the Swedish Transport Agency has engaged VTI, the Swedish Road and Transport Research Institute, to assist in the work by describing the state of knowledge based on current research in the relevant areas.

The aim of this study has been to investigate the spatial requirements of cyclists in different traffic situations and develop a basis for recommendations for designing cycling infrastructure regarding widths. Today, there are no rules or common construction practices for the physical design of cycle paths or cycle lanes in Sweden. Instead, it is up to each road authority to produce their own cross sections or recommendations and follow up on compliance.

The results in this report are based on literature studies regarding design standards and research on spatial requirements of cyclists. Recommendations are presented on minimum widths of cycle paths and cycle lanes depending on the possibility of meetings and overtaking, including consideration of cargo bikes, as well as safe distances to obstacles beside the road. An approach to model structure for assessing spatial requirements at higher flows of cyclists has also been developed.

The width of cycle paths can be varied depending on the desired dimensioning traffic situation. The dimensioning traffic situation is defined as the possibility of safe meetings or overtaking of a certain number of cyclists and pedestrians simultaneously on a cycle path or mixed-use path. From a maintenance perspective, however, it is advantageous to build bicycle infrastructure with a width of at least 2.5 meters, regardless of the traffic situation. Less width than that can result in lower efficiency for operation and maintenance with increased life cycle costs as a result.

Den här handboken har tagits fram av Statens väg- och transportforskningsinstitut (VTI) i samarbete med Karlstad kommun. Underlaget till handboken har tagits fram med stöd från Vinnova baserat på forskning finansierat av Trafikverket och Stockholms stad. Handboken har färdigställts och kompletterats med mallar, filmer och andra beslutsstöd tack vare finansiering från FORMAS inom det nationella forskningsprogrammet för hållbart samhällsbyggande.

Syftet med den här handboken är att sammanställa driftinstruktioner och saltmall för sopsaltning på cykelvägar baserat på teoretisk kunskap insamlad i forskningsstudier kombinerat med praktiska erfarenheter hos driftledare och förare. Målsättning har varit att på ett kortfattat och enkelt sätt ge praktiska råd och tips om planering och förberedelser, genomförande och utvärdering av metoden.

Introduction: Active school transportation (AST) can be a powerful strategy to promote physical activity and improve children's health. Parents' perceptions of traffic risks are an important factor in their decision concerning their child's transport mode to school and addressing discordances between the percieved risks and actual incidents might contribute to promote children's AST. This study adopted a game originally designed for the context of information security to resonate with the context of Swedish AST and the aim of the study was to describe parent's experience of playing the game. Methods: A qualitative approach was chosen and data was collected using focus groups with 16 parents for totally 29 children aged 7–12. The collected data were analyzed using qualitative content analysis. Results: The results formed one main theme “Playing promotes parents' awareness and consideration of active school transportation” and three subthemes; “Fast, fun, and functional; Experiences from playing the game” showing that the parents perceived the game to be fun, easy, and time efficient to play. “Then and now. Own childhood experience vs being a parent” showing that parents' perception of risk can sometimes be barriers to their children's opportunity to use AST. “Personal perceptions vs statistical risk” showing that playing the game addressed the discordance between the parents' perceived risks and actual incidents, as well as promoted parents' awareness and consideration of AST. Conclusions: Including an intervention component such as a game for parents and using schools as the arena for implementing projects promoting AST to improve children's physical activity levels, might be a fruitful avenue.

In Sweden there is an on-going process to formulate a national standard regulating the design of temporary traffic control devices used on pedestrian and bicycle paths. This paper presents results from simulated single-bicycle crashes with the purpose to create an understanding of how different features of such devices affect the risk of injuries among cyclists. A Hybrid II 50th percentile crash test dummy was placed in the saddle of a bicycle and crash tests, usually at 25 km/h, were performed. Eleven different types of road equipment were included, and different crash angles were applied, in a total of over 50 crash tests. The road equipment represented temporary traffic control devices of various kind commonly used in Sweden, but also some specifically designed for cyclists. The tests were documented with several video cameras at different angles. Slow motion pictures were analyzed with focus on mechanisms during impact and the following motion of the bicycle and the dummy. Observations regarding “body parts” in contact with the road equipment were of particular interest highlighting design features of importance such as height, smoothness of surfaces and energy-absorbing capacity. The tests show that all bicycle crashes into road equipment can cause injuries and thus the use of work zone material on bicycle paths should be avoided, if possible. Safety barriers designated to prevent cyclists from falling into a shaft must be high enough to do so and be anchored and linked together correctly to prevent them from falling and creating dangerous situations. Temporary traffic control devices should be flexible or energy-absorbing to moderate the injury outcome of a potential bicycle crash. Fences should have a fine meshed net construction to prevent bicycle handlebars from getting stuck. All road equipment should be designed without sharp edges as they could cause injuries to cyclists passing or crashing into the equipment. © 2021 The Author(s)

Studien syftar till att översiktligt beskriva inom vilka områden som cykling har potential att bidra till Sveriges uppfyllelse av mål inom Agenda 2030. 

Studien är avgränsad till huvudmål, delmål och indikatorer i Agenda 2030 där cyklingen bedöms bidra, positivt eller negativt. I rapporten har vi gjort en översiktlig genomgång av Att förändra vår värld: Agenda 2030 för en hållbar utveckling. Utöver en strukturerad litteratursökning av tidigare sammanställningar om cyklingens bidrag till hållbarhetsmålen så har den så kallade snöbollsmetoden använts för att söka litteratur inom området cykling och Agenda 2030 kopplat till specifika mål. Vi har i litteratursökningen hittat två tidigare sammanställningar av cyklingens koppling till Agenda 2030 samt en aktionsplan för fysisk aktivitet med koppling till cykling och hållbarhetsmålen. 

Vi har inte haft ambitionen att i den här studien försöka kvantifiera hur mycket cyklingen kan bidra till de olika målen, bara att cyklingen har potential att göra det. Vår systemanalys visar att ökad cykling bidrar positivt till flera av målen och att ökad cykling på bekostnad av biltrafik ökar det positiva bidraget. Samtidigt kan ökad cykling leda till fler olyckor vilket ger ett negativt bidrag till Agenda 2030. Säkrare cykling är emellertid inte bara ett sätt att minska det negativa bidraget till Agenda 2030 genom olyckor, utan även ett sätt att få fler att våga och vilja cykla. Det är viktigt att beakta olika utmaningar i samhället som integrerade, odelbara och djupt sammanlänkade och att försöka förstå hur transportsystemet bidrar såväl positivt som negativt om ambitionen är att arbeta utifrån principerna i Agenda 2030.

The study aims to outline in which areas cycling has the potential to contribute to Sweden’s fulfillment of goals within the 2030 Agenda. 

The study is limited to main goals, sub-goals and indicators from the 2030 Agenda where cycling is deemed to contribute, positively or negatively. In the report, we have made a general overview of Transforming our world: the 2030 Agenda for Sustainable Development. In addition to a structured literature review of previous compilations of contribution of cycling to sustainability goals, the so-called snowball method has been used to search for literature in the field of cycling and the 2030 Agenda linked to specific goals. In the literature review, we have found two previous compilations of the connection of cycling to the 2030 Agenda and an action plan for physical activity with connection to cycling and the sustainability goals. ,

In this study, we do not have the ambition to try to quantify the contribution of cycling to the various goals, only that cycling has the potential to do so. Our system analysis shows that increased cycling contributes positively to several of the goals and that increased cycling at the expense of car traffic increases the positive contribution. At the same time, increased cycling can lead to more injured cyclists, which contributes negatively to the goals of the 2030 Agenda. However, safer cycling does not only reduce the negative contribution to the 2030 Agenda through injured cyclists, but is also a way to get more people to dare and want to cycle. It is important to consider various challenges in society as integrated, indivisible and deeply interconnected and to try to understand how the transport system contributes both in a positive and negative way if the ambition is to work based on the principles in the 2030 Agenda.

There is a need to move society in a sustainable direction. One way to contribute to this move is to change to more sustainable transport modes, such as cycling. To increase cycling, the infrastructure is important, and good quality cycle paths are needed. However, little is known about the degradation of cycle paths. This paper aims to investigate what modes of pavement distress are found on municipal cycle paths in Sweden, and what probable mechanisms lie behind such distress; these are determined based on questions from a state-of-practice survey, interviews, and a literature review. The main findings are that the most commonly stated distress modes are surface unevenness followed by longitudinal cracks, and the most commonly stated causes of distress are ageing, followed by structural interventions, and roots and vegetation. The results also show that for several distress modes, there are probable connections with climatic factors such as temperature and moisture, as well as with the population size of the urban areas. Objective data are needed regarding traffic load and the climatic factors that affect cycle paths, along with information on their structural design, to better understand their degradation.

While cycling is promoted as a clean, energy-efficient mode of transport generating physical activity, the number of injured cyclists must decrease to achieve traffic safety goals. The extent of the single bicycle crashes (SBCs) and crash causes are rather well studied. This study expands this knowledge by focusing on differences in injury severity. The aim of the study is to investigate the relationship between injury severity and characteristics of the crash and the cyclist with focus on SBCs. Furthermore, injury risk is calculated for different age classes and sexes, as well as for different purposes of the trip. The results are based on injured cyclists in Sweden (N = 105,836) registered in STRADA, 2010–2019, by both the police and accident and emergency departments (A&Es), with a special focus on injury severity reported by the A&Es. Binary logistic regression was applied to analyse how the odds of being severely injured differed for different cyclists and situations. Results from of the National Travel Survey, 2011–2016, were used to study differences in distance travelled with respect to sex, age group and purpose of the trip. Given that the cyclist is injured in an SBC, the results show a higher probability of being severely injured (maximal AIS 3 or more) for cyclists 45 years or older compared to younger cyclists, for males compared to females and for cyclists not wearing a helmet compared to cyclists wearing a helmet. A higher probability for severe injury was also found for crashes occurring during leisure trips compared to work/school trips, crashes occurring during weekdays compared to weekends and crashes at intersections and road stretches compared to pedestrian and cycle paths. Furthermore, the risk of being severely injured in an SBC per km travelled was higher for cyclists aged 45 and older and during a leisure trip. © 2021 The Author(s)

Det finns idag inget definierat nationellt mål för ökad cykling i Sverige. VTI fick i uppdrag av regeringen att ta fram detta. I uppdraget ingår att ta fram en målstruktur och föreslå indikatorer och system för uppföljning. Vi har inhämtat kunskap genom litteraturstudier, en workshop, en enkätundersökning samt genom egna analyser av data från nationella resvaneundersökningar. Vi har avgränsat definitionen av cykling till att omfatta färd med trampcykel med eller utan elassistans – i dagligt tal ”vanlig” cykel och elcykel. 

Enkelt uttryckt ska cyklandet fördubblas till 2035 och mer specifikt föreslår vi följande mål, målstruktur och ambitionsnivå: 

• Övergripande mål: Cyklingen i hela Sverige ska öka så att tillgängligheten förbättras, folkhälsan stärks och klimat- och miljöpåverkan minskar. 

• Etappmål 1: Cykelresornas andel av det totala antalet resor i Sverige ska öka till 20 procent år 2030 och till 26 procent år 2035, utan att andelen gång- eller kollektivtrafikresande minskar. 

• Etappmål 2: Cykelresornas andel av det totala persontransportarbetet i Sverige ska öka till 3 procent till 2035, utan att gång- eller kollektivtrafiken minskar. 

• Delmål 1: Cykelresornas andel av det totala antalet resor i Sverige kortare än 10 km, ska öka till 30 procent år 2030 och till 45 procent år 2035, utan att andelen gång- eller kollektivtrafik[1]resande minskar. 

• Delmål 2: Cykelresornas andel av det totala antalet resor för barn i grundskoleåldern i Sverige ska öka till 40 procent år 2030 och till 50 procent år 2035, utan att andelen gångresor minskar. 

Därutöver har vi föreslagit sju indikatorer med tillhörande mått som kan kopplas till ovanstående målförslag. Den nationella resvaneundersökningen kan användas för uppföljning av målen och Nationella cykelrådets sammanställning ”Nationellt cykelbokslut” kan med fördel användas för uppföljningen av indikatorerna.

Today, there is no defined national target level regarding increase in bicycling in Sweden. VTI received a governmental assignment to define that. The assignment includes a definition of a target structure and suggestion of indicators as well as a system for monitoring. We have gathered information through literature studies, a workshop, a survey as well as through own analyses of data from national travel surveys. We have limited the definition of cycling to include pedal cycle with or without electric assistance. Simply speaking, the rate of bicycling should double by 2035 and, more specifically, we suggest the following targets: 

• Overall objectives: Cycling in Sweden should increase to improve accessibility, strengthen public health, and decrease the climate and environmental impact. 

• Intermediate target 1: The bicycle share of the total number of travellers in Sweden should increase to 20 percent by 2030 and to 26 percent by 2035, without reducing the share of pedestrians or public passenger transports. 

• Intermediate target 2: The bicycle share of the total transport system work in Sweden should increase to 3 percent by 2035, without reducing pedestrians or public passenger transports. 

• Milestone 1: The total share of bicycle travel in Sweden, shorter than 10 km, should increase to 30 percent by 2030 and to 45 percent by 2035, without reducing the share of pedestrians or public passenger transports. 

• Milestone 2: The total share of bicycle travel for primary school children in Sweden should increase to 40 percent by 2030 and to 50 percent by 2035, without reducing the share of pedestrians.

 In addition, we have suggested seven indicators with associated measures linked to the targets suggested above. The national travel survey could be used to monitor the targets and the annual report by the National Council of Bicycling could preferably be used for monitoring the indicators.

Syftet med det här projektet har varit att identifiera tänkbara åtgärder för ökad säkerhet för oskyddade trafikanter i relation till byggtrafik. Trafikkontoret i Göteborg har initierat projektet då de under åren 2016–2019 hade flera dödsfall till följd av sådana konflikter. Litteraturstudier, olycksanalyser och genomgång av styrdokument har gjorts för att beskriva nuläget och förbättringspotentialen inom olika områden. För att utvärdera olika tekniska lösningar har fältstudier genomförts i ett testområde längs Lindholmsallén och vid en byggutfart vid Universeum i Göteborg. Fältstudierna har omfattat manuella observationer, intervjuer och analyser av trafikanters rörelsemönster utifrån data insamlat med ett 3D-kamerasystem från Viscando. 

Resultaten visar att de i studien utvärderade teknik- och produktlösningarna i infrastrukturen riktade mot cyklister har en begränsad möjlighet att förbättra säkerheten vid byggutfarter och liknande. De hade liten effekt på cyklisternas hastighetsanpassning, uppmärksammades inte alltid och var svåra för cyklisterna att tolka. Förekomsten av korsande fordon påverkade cykeltrafiken mer än varnings-systemen. Det mest effektiva vore därför att bättre synliggöra själva fordonet – antingen genom varningslyktor på detta eller med ett system som på annat sätt hjälper cyklisterna att titta åt rätt håll. Vägmarkeringar som omedvetet påverkar cyklisterna till ett mer trafiksäkert beteende är en annan möjlighet. 

Göteborgs stad kan också förbättra trafiksäkerheten för oskyddade trafikanter i byggskedet genom att i regler och riktlinjer tillämpa de inriktningar som finns formulerade i Cykelprogrammet. Göteborgs trafikföringsprinciper kan tillämpas i större utsträckning för att styra byggtrafikens rutter och tidpunkter så att konflikter med oskyddade trafikanter kan undvikas eller minimeras. Byggutfarter bör alltid utformas så att minsta sikttriangel kan uppnås. Generellt har annars åtgärder i motorfordonen eller riktade mot förarna störst potential att rädda liv. En kombination av förarutbildning, säkerhetssystem och mer ändamålsenlig utformning av fordonen behövs för bäst effekt.

The purpose of this project was to identify possible measures for increased safety of vulnerable road users in relation to construction traffic. The City of Gothenburg initiated the project as they had several deaths due to such conflicts during the years of 2016–2019. Literature reviews, accident analysis and a review of policy documents was done to describe the current situation and the potential for improvements in various areas. To evaluate different technical solutions, field studies was carried out in a test area along Lindholmsallén and at a construction exit at Universeum in Gothenburg. The field studies included manual observations, interviews and analysis of road users' trajectories based on data collected with a 3D-camera system from Viscando. 

The results show that technical solutions in the infrastructure aimed at cyclists have a limited possibility to improve safety at construction exits and such. The technical solutions evaluated had little effect on the cyclists' speed adjustment, were not always noticed and were difficult for cyclists to interpret. The presence of crossing vehicles affected bicycle traffic more than the warning systems and the most effective would therefore be to make the vehicle itself more visible - either through warning lights on it or with a system that otherwise helps cyclists to look in the right direction. Road markings that nudge cyclists to a safer behaviour are another possibility. 

The City of Gothenburg can also improve traffic safety for vulnerable road users during the construction phase by applying the guidelines formulated in the Bicycle Program in policies and recommendations. Gothenburg's traffic management principles can be applied to a greater extent to control the construction traffic's routes and times so that conflicts with vulnerable road users can be avoided or minimized. Construction exits should always be designed for good visibility. Otherwise, in general, measures in trucks or aimed at drivers have the greatest potential to save lives. A combination of driver training, truck design and automatic safety systems is needed for the best effect.