Academic literature on the topic 'Bicycle lanes – Ontario – Toronto'
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Journal articles on the topic "Bicycle lanes – Ontario – Toronto"
1
Li, Siyuan, Matthew Muresan, and Liping Fu. "Cycling in Toronto, Ontario, Canada: Route Choice Behavior and Implications for Infrastructure Planning." Transportation Research Record: Journal of the Transportation Research Board 2662, no. 1 (January 2017): 41–49. http://dx.doi.org/10.3141/2662-05.
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This research investigated the route choice behavior of cyclists in Toronto, Ontario, Canada, with data collected from a smartphone application deployed to many cyclists in the city. For the study, 4,556 cyclists registered and logged more than 30,000 commuting trips over 9 months. In addition to the time-stamped, second-by-second GPS readings on each trip, information on age, gender, and rider history was collected on a voluntary basis. Multinomial logit route choice models were estimated for the commuting cycling trips. The results revealed the critical importance of cycling facilities (e.g., bike lanes, cycling paths and trails) on cyclists’ route choice decisions, and provided valuable information for use in Toronto’s ongoing bicycle network planning.
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Wittmann, Katie, Beth Savan, Trudy Ledsham, George Liu, and Jennifer Lay. "Cycling to High School in Toronto, Ontario, Canada." Transportation Research Record: Journal of the Transportation Research Board 2500, no. 1 (January 2015): 9–16. http://dx.doi.org/10.3141/2500-02.
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This study surveyed attitudes, behaviors, social norms, and perceived control among the populations of students at three high schools in downtown Toronto, Ontario, Canada. The results showed a pattern of hesitancy to cycle on the part of female high school students compared with their male counterparts. Young women reported less access to a bicycle, less comfort or confidence in riding, more fear associated with cycling, and less ability to decide independently how to travel to school. The study identified two important variables that were likely associated with young women's smaller participation in cycling to school: overall cycling mode share and ability to decide their travel mode independently. The former variable tracked findings for the general population, and the latter appeared to have been associated with the proximity of immigration, as families might have brought associations of danger to independent female travelers from their countries of origin or perceived new dangers in Canada. While the former association is well established, the latter hypothesis warrants further research.
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Aultman-Hall, Lisa, and Michael F. Adams. "Sidewalk Bicycling Safety Issues." Transportation Research Record: Journal of the Transportation Research Board 1636, no. 1 (January 1998): 71–76. http://dx.doi.org/10.3141/1636-11.
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Bicycle route and safety data sets for 2,963 commuter cyclists in Ottawa and Toronto, Canada, containing cyclist characteristics, collision and fall history, and regular commute route, are used for this analysis. Previous analyses found sidewalk collisions and fall and injury rates significantly higher on sidewalks than on roads or paths. Of the 52 events reported on sidewalks, none were reported to police and would, therefore, not be found in a police accident database. These events did result in injuries, and in two cases major injuries. This analysis has found that commuter cyclists in Ottawa use sidewalks primarily on major roads (not necessarily high-speed roads) and often to cross bridges or to take shortcuts where no road exists. Toronto commuter cyclists use sidewalks primarily on high-volume multilane roads. Some Toronto cyclists still use sidewalks when bicycle lanes are provided. A slightly higher proportion of women are sidewalk cyclists in Ottawa; however, no age relationship was found. Sidewalk cyclists reported proportionally more near misses with bicycles in the previous month. A relatively large number of sidewalk collisions are with other bicycles. The most significant result of the analysis is that sidewalk cyclists have higher event rates on roads than nonsidewalk cyclists.
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Aultman-Hall, Lisa, Fred L. Hall, and Brian B. Baetz. "Analysis of Bicycle Commuter Routes Using Geographic Information Systems: Implications for Bicycle Planning." Transportation Research Record: Journal of the Transportation Research Board 1578, no. 1 (January 1997): 102–10. http://dx.doi.org/10.3141/1578-13.
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A geographic information system (GIS) network data base is used to determine the characteristics of 397 routes used by commuter cyclists in Guelph, Ontario, Canada, and to compare them with the shortest-path routes between each origin and destination. The analysis of route data provides useful insight for understanding factors affecting travel behavior and in this case provides quantitative support for many existing assumptions regarding commuter cyclist behavior. Most commuters divert very little from their minimum path (0.4 km on average) and are found to use major road routes. The cyclists tend to avoid grades, grade-separated railway crossings, and high-activity areas, but not road (as opposed to pedestrian) bridges. Cyclists use traffic signals especially for crossing major roadways and turning. The high-quality direct off-road paths are used only infrequently by the commuter cyclists and the lower quality ones even less. The results of this analysis suggest that efforts to accommodate current commuter cyclists should be focused on improving cycling conditions on the road network, such as providing wider curb lanes, or actuated traffic signal detectors that recognize the presence of bicycles. If potential new commuters are similar to the minority of current commuter cyclists in this study who use mainly local roads, paths or trails, then projects that make the network of local roads and pathways more connective and direct may encourage a higher level of commuter cycling.
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Carter, Mark, Hesham Rakha, and Michel Van Aerde. "Variability of traffic-flow measures across freeway lanes." Canadian Journal of Civil Engineering 26, no. 3 (June 1, 1999): 270–81. http://dx.doi.org/10.1139/l98-065.
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On most freeways, a number of factors interact to produce lane-to-lane variations in speed and volume which are both site and volume dependent. The following paper explores and statistically verifies these variations using detector data and a combination of complementary techniques based on data collected for 30 days at 27 detector stations in May 1994 along the Queen Elizabeth Way freeway near Toronto, Ontario. The analysis indicates that considerable volume dependencies exist at each site, and that these dependencies are site specific. In addition to their independent variations, speed and flow are also shown to interact differently across different lanes and result in different underlying speed-flow relationships. The findings are intended to be relevant to the calibration of microscopic traffic simulation models and automatic incident detection algorithms. As such, the paper does not attempt to specifically identify the underlying causes for the variations, but rather attempts to recognize the aggregated effects of these causes in a fashion that would be useful to real-time freeway traffic management system control strategies relying solely on loop detector inputs.Key words: traffic-flow theory, traffic modeling, traffic simulation, incident-detection algorithms.
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Anani, Shadi B., and Michael J. Cassidy. "Stationary Models of Unqueued Traffic and Number of Freeway Travel Lanes." Transportation Research Record: Journal of the Transportation Research Board 1934, no. 1 (January 2005): 256–63. http://dx.doi.org/10.1177/0361198105193400127.
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Occupancies and flows were jointly sampled from freeway segments in nearly stationary, unqueued traffic. When plots of occupancy per lane versus flow per lane were normalized by n (the number of travel lanes in the freeway segment from which a data set came), the plots took shapes that were piecewise linear in form (except for conditions that were near capacity) and were clearly influenced by n. Drivers adopted a higher speed (for a given occupancy) while traveling on segments of greater n. Yet, the speeds on these wider segments exhibited greater sensitivity: drivers began decelerating at relatively low occupancies. These findings came from a comparison of a data plot from each of five different freeway segments with the plot from its neighboring segment. Because each segment appeared to differ from its neighbor only in its n, the comparisons (approximately) controlled for other influential factors, including geometric design standards, speed limit, and driver population. The five pairwise comparisons, which verify the reproducibility of the effects of n on the data, were performed for freeways in and near Toronto, Ontario, Canada, and California. The findings are compared with the information currently provided in traffic handbooks.
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Ledsham, Trudy, Steven Farber, and Nate Wessel. "Dwelling Type Matters: Untangling the Paradox of Intensification and Bicycle Mode Choice." Transportation Research Record: Journal of the Transportation Research Board 2662, no. 1 (January 2017): 67–74. http://dx.doi.org/10.3141/2662-08.
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Urban intensification is believed to result in a modal shift away from automobiles to more active forms of transportation. This study extended the understanding of bicycle mode choice and the influence of built form through an analysis of dwelling type, density, and mode choice. Apartment dwelling and active transportation are related to intensification, but an understanding of the impact of increased density on bicycling is muddied by the lack of isolation of cycling from walking in many studies and by the lack of controls for the confounding effects of dwelling type. This study examined the relationship between dwelling type and mode choice in Toronto, Ontario, Canada. In this study of 223,232 trips, 25 variables were controlled for, and multinomial logistic regression analysis was used to estimate relative risk ratios. Strong evidence was found that a trip that originated from an apartment-based household was less than half as likely to be taken by bicycle as a similar trip that originated from a house-based household in Toronto in 2011. Increased population density of the household location had a positive impact on the likelihood that a trip would be taken by walking and a negligible and uncertain impact on the likelihood that it would be taken by transit. However, increased population density had a negative impact on bicycling. Further analysis found that the negative impact of density did not seem to apply to those who lived in single detached housing but rather only to the likelihood that apartment and townhouse dwellers would cycle. Further research is required to identify the exact barriers to cycling that apartment dwellers experience.
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Casello, Jeffrey M., Adam Fraser, Alex Mereu, and Pedram Fard. "Enhancing Cycling Safety at Signalized Intersections: Analysis of Observed Behavior." Transportation Research Record: Journal of the Transportation Research Board 2662, no. 1 (January 2017): 59–66. http://dx.doi.org/10.3141/2662-07.
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Urban transportation systems tend to operate most effectively when common expectations exist about all user travel behavior under various conditions. A wide range of behavior among cyclists presents a significant challenge to the achievement of safer and improved designs at intersections. In this research, cyclists were observed (i.e., through the use of video at fixed-camera locations) as they made left turns at six intersections in Toronto, Ontario, Canada. The intersections were classified into five types on the basis of their physical designs and operational characteristics. Cyclist behavior was assessed to determine the propensity to traverse the intersection legally, designated as “rule compliance.” Further, the analysis determined the likelihood that a cyclist would traverse an intersection in a path that was consistent with the design; this outcome was defined as “facility compliance.” The results revealed that the presence of bike boxes, two-phase lefts, and turning lanes with advanced green phases positively influenced cyclists by increasing the likelihood that left turns would be legal and consistent with the behavior intended through the design. The results also suggested that the highest rates of rule and facility compliance existed under the condition in which cyclists approached an intersection during a green signal. On the basis of the observations in the research, design recommendations were made to accommodate cyclists better and produce more consistent behavior and presumably to enhance safety.
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Borghese, Michael, Melissa Brooks, Steven Earl, and Jennifer Naddaf. "Ride Forward – An Evaluation of Cycling in Two Ottawa Neighborhoods." Revue interdisciplinaire des sciences de la santé - Interdisciplinary Journal of Health Sciences 2, no. 2 (October 1, 2012): 11. http://dx.doi.org/10.18192/riss-ijhs.v2i2.1516.
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Outdoor cycling (bicycling) is a low-impact form of exercise that improves cardiovascular fitness, muscle tone, range of motion and flexibility. It is an activity that may be beneficial to one’s physical, emotional, and mental health and well-being. The benefits to one’s social and emotional health and wellness may be derived from the social networking associated with being a member of a cycling community. The purpose of this project is to provide recommendations to improve the current and future state of cycling in the Sandy Hill Community Centre’s catchment areas of Old Ottawa East and Sandy Hill, two communities in Ottawa, Ontario, Canada. A preliminary needs assessment was conducted, and recommendations were generated from the information gathered. In order to begin the needs assessment we required much information, such as the opinions and attitudes of community members regarding cycling. Through the extensive research of other current programs and groups of- fered both in Ottawa and other cities such as Montreal, Quebec, Canada and Portland, Oregon, United States we have found that the best cities provide a wide-range of cycling utilities for its citizens to accommodate different lifestyles. From the general knowledge that we gained from the research of other cities we designed a survey to identify the specific needs of Ottawa, and more specifically our target population of Sandy Hill and Old Ottawa East catchments areas. Information was then synthesized into a list of recommendations, as well as solutions to current problems. The recommendations generated from the data gathered from the needs assessment include the development of various community programs, such as a cycling resource centre, cycling buddy system, cycling groups, safe-cycling education, and a bike share initiative. The data gathered from the needs assessment also indicated a priority need for the regular maintenance of roads and bicycle lanes.
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Friedman, S. M., M. Kuipers, and A. Ackery. "P044: HEADSTRONG: helmet education, advocacy, distribution & social media trial to reduce obstacles & nudge group behaviour." CJEM 18, S1 (May 2016): S93. http://dx.doi.org/10.1017/cem.2016.220.
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Introduction: Head injury is a major cause of bicycling-related disability and death, and more likely to occur in unhelmeted riders. Legislation regarding helmet use varies by province. In Ontario, helmet use is not mandatory for cyclists >= age 18, and approximately 50 % of adult cyclists do not routinely wear helmets. Non-legislative approaches to increase helmet use have included education, public health campaigns, and helmet giveaways, but sustained effect is typically limited. The goal of the HEADSTRONG Behaviour Study is to identify injured adult cyclists who do not regularly wear helmets, and effect sustained helmet use. The strategy incorporates evidence-based elements of health behaviour change, including: reducing barriers, education and modelling, providing necessary materials, and social support. Methods: Prospective cohort study in downtown Toronto teaching hospital, launched Nov 2015. ED clinician (EP or NP) will recruit injured cyclists (consecutive, convenience sample) who report not regularly wearing a helmet nor owning a suitable one. Study endpoint: 100 enrolled (to estimate prevalence of usage of +/- 10%, alpha 0.05, power >90%, assuming 80% study completion and 50 % helmet wearing at 12 months). Exclusion criteria: unable to consent, admitted to hospital, age <18. Each element of the HEADSTRONG Behaviour Strategy is intended to facilitate patient adoption and maintenance of the desired behaviour, including: 1) enrolment/education by research associate while still in the ED; 2) provision and fitting of a free bicycle helmet; 3) social contract commitment and tailored reminders to document ongoing helmet use: participant agrees to respond to brief electronic survey follow-ups at two weeks, two months, six months, and twelve months; 4) social media engagement with participation in the HEADSTRONG Twitter group, which engages other enrolees and cycling advocacy groups; 5) peer nomination: the participant who is complying with the social contract is encouraged to nominate an uninjured non helmet-wearing colleague to enrol in the study. Results: Primary outcomes include: recruitment rate, enrolment, and sustained participation through follow-up period. Secondary outcomes include age, gender and social demographics of helmet recipients, and participation of peers. Conclusion: Discussion of strategy and interim results at six month interval will be presented at CAEP.