Route 100 Survey…The Sections

In my last post, I begin my analysis of the results of my research project's online survey on Route 100. This first look at the survey results was focused on understanding and describing the general profile of those individuals who responded to the survey. I now continue my analysis of the results, still broken down and discussed according to on they type of user. A a reminder, these types are:

1. Has never been a Route 100 users and does not expect to be (9.3%);
2. Is a current Regular user of Route 100 (35.5%);
3. Is a current Regular users of a portion of Route 100 (27.3%);
4. Used to be a regular user of Route 100 (26.7%) ; or
5. Has never been a regular user of Route 100, but plans to be in the future (1.2%).

(10/2013 | Route 100 in Sections | Credit: Cat Silva)

Breaking it Down into Sections

This research project distinctly recognizes that many cyclists using  of Route 100 are no exclusively using this route on their ride. The reason for believing this is that the facility is permeable and accessible to any rider at nearly all points along the route. Moreover, the route makes a five-kilometer diagonal cut through the city and it is entirely possible that many riders may not enter and exit Route 100 at the route's fixed endpoints. To understand the patterns of how riders are using the route, where common entry and exit points, and which portions of the route respondents enjoy, our survey divides the route into five sections. The five sections were divided at major crossing points along the route and are shown on the map below, which was also included within the survey.

In Which Sections are Respondents Entering and Exiting?

Most respondents are doing exactly what Aalborg Municipality planned when implementing Route 100: entering in the City Centre and riding to Aalborg University where they exit. Of all respondents, 30.8% enter in Sections A and 64.5% exit in Section E. That the percent exiting in Section E is so much higher may be attributed to the 20.9% of respondents entering in Section B and 18.6% entering in Section C. 

A total of 16.9% of regular users enter the route in Section A, the largest proportion of this user group. Another 6.4% of regular users enter in Section B and 3.5% enter in Section C. The second largest proportion, 7%, are entering near the university in Section E. Most of the regular users who only use a portion of Route 100 enter the Route either in Section B, C, or D. Within in this user group, 8.1% enter in Section C and 7% enter in Sections B and D respectively. The largest proportion of former regular riders enter in Sections A, B and C and 17.4% used to exit the route in Section D.

Very interestingly, the exit pattern is much less spread than the entrance pattern. As stated, 64.5% of respondents exit in Section E and another 17.4% exit in Section A. Only 14.5% or respondents exit Route 100 exit anywhere along the route besides the two end points. As part of our research, we are thinking about what Route 100 affords to users. This does indeed indicates that the route does serve the commute purposes intended by the Municipality. A portion of our research is considering whether the route affords any auxillary experiences to the commute itself. That these results indicate that respondents are not using the route to access other destinations along the route will be further explored as we continue our research of the route's purpose.

How Long are Typical Bicycle Rides?

In line with the recognition that riders use different parts of Route 100, we also assume that riders are likely using the route as a portion of their longer ride. As such, we asked respondents how long their entire ride typically is when they use Route 100, and how long they are actually riding on the route itself. Most survey respondents indicated that their entire ride takes 21 to 30 minutes or 16 t 20 minutes,  35.5% ad 27.3% of respondents respectively. The third most comment ride length is from 21 to 45 minutes, accounting for 12.2% of respondents. A very small portion indicated that their ride is shorter than 10 minutes and a similarly small number have a commute longer than 45 minutes.

Once on Route 100, most respondents are riding from 11 to 15 minutes or 16 to 20 minutes, 30.8% and 32% respectively. A slightly smaller portion, 19.2% of respondents are riding on the route for over 20 minutes.

Are Riders Safe on Route 100?

In our survey, one method we had for determining how safe Route 100 is was to ask respondents if they have been in an accident and where that accident took place. Wonderfully, very few respondents reported having been in an accident along Route 100, with 85.5% reporting that they have not had an accident on the route. In total, only 18 respondents indicated that they have been in an accident.

Regular riders of Route 100 were the most common user group reporting an accident, with 13.3% of these users responding that they been in an accident. It is logical that these users have the highest frequency of accidents along the route, as they use the route the most. Likewise, the respondents regularly using part of the route have the next highest incidence of accidents and former regular riders have the third highest rate.

Of those respondents who have been in an accident, Section D is the location where most have occurred. A total of 44.4% of all accidents reported by respondents occurred in this section, with another 27.7% of reported accidents occurring in Section E. Absolutely no accidents were reported in Section B through our survey. It will be interesting to compare these accident results to the results of where respondents enjoy using Route 100. Do riders enjoy the portions that fewer accidents have occurred, or are the more dangerous sections also the most enjoyable?

Check Back!

In my next post I will look at the results of what types of bicycle facilities respondents prefer and discuss which sections of the route are most enjoyable to riders. After this brief discussion, I will begin to delve into what motivates and deters riders from using their bicycles.

Route 100 Survey…Respondents

From November 11th to December 13th, my research partner and myself implemented an online survey targeted at bicyclists using of Route 100 in Aalborg, Denmark. I announced the survey on this blog last month, asking anyone who has used the bicycle route once or commutes on it regularly to respond and help our research effort. We advertised the survey to Aalborg University students in every department via email, posted messages on over 20 Facebook pages, and handed out over 900 flyers along the route and at in university buildings.

After the survey closed, I wrote a blog post highlighting details on the planning of Route 100 and reflected the on the results of a survey done in 2011 by Aalborg Municipality. In this post I promised follow-up posts comparing our survey results to the results from 2011. Before delve into the results, I first would like to spend some time dissecting  profile of users who responded to our survey. However, before I do that…some notes on the survey itself…

Qualitative Interpretation

One very important thing to note is that, although our survey results provide quantitative figures, we consider this to be a qualitative analysis. When we began this project, we were entirely unable to determine who the user population is. According to CIVITAS and Aalborg Municipality documentation, the intended users are students at Aalborg University - but these cannot be the only individual using the route. In order for the results of our survey to be considered statistically significant, we would need to know the total population we are surveying…but the challenge of knowing who all the possible Route 100 users precluded this possibility for our project. Accepting that our results are not statistically significant, I present the initial findings from our survey as qualitative interpretations to our quantitative results.

Survey Questions

The online survey included just over 40 questions. Many of the initial questions focused on the users themselves, how familiar they are with the city and the route, as well as when and where they typically use Route 100. Some of the questions we asked repeated questions asked in 2011 survey organized by Aalborg Municipality, focusing in on each initiative implemented with an aim to investigate whether opinions have changed over the last two years. Other questions delved into what motivates and deters respondents from bicycle along Route 100 and in general.

This first stab at analyzing the results looks at the first set of questions in an attempt to understand who responded to our survey and consider how their profile may impact how and why they answer further questions.

Who answered our survey?

A total of 172 individuals responded to our survey of Route 100. There was a near-even gender split, with 48.8% of respondents being female and 51.2% of respondents being male. Respondents ranged from 20- to 61-years-old, with 56.9% being between 21 and 25-years-old and an average age of 27.

In order to understand how different types of users experience Route 100, the remaining initial analysis of the survey results breaks down the users according to whether a respondent:

1. Has never been a Route 100 users and does not expect to be (9.3%);
2. Is a current Regular user of Route 100 (35.5%);
3. Is a current Regular users of a portion of Route 100 (27.3%);
4. Used to be a regular user of Route 100 (26.7%) ; or
5. Has never been a regular user of Route 100, but plans to be in the future (1.2%).

How Well Do Respondents Know Aalborg?

As we were interested in how familiar respondents are with the city before the Route 100 initiatives were implemented in 2011, the survey asked how long each person has lived within Aalborg Municipality. The majority of respondents have lived in Aalborg Municipality for over five-years and the second most have lived here for two to five years, 39.5% and 33.1% respectively. Of the current regular users, 14% and 14% of those who used to be regular users have lived in the municipality for over five-years. That the largest proportion of respondents have been locals for years, we extrapolate that these are individuals familiar with the area and are may be more comfortable/able to ride in Aalborg than new comers.

When Did Respondents Start Using Route 100?

Very interestingly, the largest proportion of respondents, 39.0%, only began using Route 100 after 2012 and most who started at this time currently are regular Route 100 users. Of those who no longer use the route, the largest proportion of riders who began using the route from 2000 to 2010 and during 2011. This is particularly interesting, as the Route 100 initiatives were completed during 2011. It is highly unlikely that the initiatives themselves had anything to do with respondents ending their use of the route. Luckily for us, we asked why they quit using the route and this is something I plan to take a closer look at in my next round of analysis.

Are Respondents Associated with AAU?

A primary assumption of this project and survey is that the majority of regular users of Route 100 are associated with Aalborg University as students, staff, or faculty. This assumption is based on the alignment of the route, as it provides a connection to the university and is given the name "Universitetsruten" (The University Route). Moreover, a purpose in pursuing this project stated in CIVITAS documents by Aalborg Municipality is to encourage more students to commute to campus by bicycle. Cementing this concept, the Municipality hosted an inaugural event with Aalborg University when the route was officially 'open'.

Confirming that the assumption is on track and the goal to provide a facility for individuals commuting to the university, 68% of respondents stated they are students at Aalborg University and 27.6% work for the university. Of the student population of respondents, 26.2% are regular users, 20.3% regularly use a portion of the route, and another 15.1% have stopped using the route but used to be regular users.

It should be noted that our survey was the most heavily advertised to the Aalborg University community - via the emails being sent to the staff and students at each department and posted to Facebook groups associated with the university. This means that the finding that most users are associated with the university may be biased, due to how the survey was advertised and may not be entirely reflective of the entire group of users.

Why are Respondents Using Route 100?

Just as the vast majority of most respondents students at Aalborg University, 56.4% of respondents indicated that they use Route 100 to commute to school. The second most common reason, cited by 23.3% of respondents, is th commute to work. The majority of commutes to school and to work are use the entire route, accounting for 20.9% and 9.3% of respondents respectively. A total of 7% of survey respondents stated that they use the Route 100 to visit friends or family and an even smaller 2.9% use the route to shop. Based on the survey results, it is exhibited that the primary reason that most individuals select to use the route is to engage in necessary activities, such as commuting to school or work. Although some are using the route for recreation and exercise, the proportion that these optional activities is shadowed by the number of riders using Route 100 for particle purposes.

When and How Often Do Respondents Use Route 100?

The largest proportion of regular users of the whole route and part of the route, 29.1% and 17.4% respectively, are using the route between 2 and 5 days each week. That most users are riding Route 100 from 2 to 5 days each week is in line with the indication that most respondents are students who are commuting to school. A total of 48.3% of respondents use the route this much, with another 21.5% who use the route rarely. Not surprisingly, it is the former regular riders who answered that they now rarely use the route and all of those who are no longer users, but used to be, all responded that they have stopped using the route.

Just as most respondents are commuting to work or commuting to school, the two times during the day that Route 100 is used are from 7:00 to 9:00 and from 15:00 to 18:00. A total of 74.4% and 72.7% of respondents using the route at these times respectively. Those who are regularly riders of the route make up the majority of users during both periods, with partial users accounting for the second largest proportion of users during these peak periods.

Most riders are using Route 100 throughout the year, although there is a small dip during the winter months. Only 75% of survey respondents indicated that they use Route 100 during the winter and 90.7% are using the route for the other three seasons of the year. This drop in ridership during the colder, icier, snowier part of the year will be further investigated when i look at what motivates and deters respondents from riding their bicycle on Route 100 and in general.

Check Back!

Now that I'm starting to understand who our respondents are, why they use the facility, and when they are traveling on Route 100…I'll shortly move on to delving into the "more interesting" elements of our online survey. Soon I will write about where different riders enter and exit the route as well as how long respondents typical bicycle riders are when using Route 100 and how long they are on the route itself. They survey also asked users which types of facilities they prefer, which I will discuss along with how they feel about Aalborg as a City for Bicyclists in general.

There are also the questions linking our survey up to the 2011 evaluation done by Aalborg Municipality and further questions about route users motivations and deterrents…these topics will be addressed in further upcoming posts...

Mobilities Design in Malmö

Over the weekend, my boyfriend and I took the 30-minute train ride across the Øresund and visited the Swedish City of Malmö for the day. I was hard-pressed to avoid noticing the mobilities designed… 

Malmö Central Station

The wayfinding throughout the station was impressive! The signage is incredibly clear and repeats itself consistently so that passengers entering from each platform can easily find their way as soon as they enter the main corridor.

(12/16/2013 | Wayfinding in Malmö Central Station | Credit: Cat Silva)

Just outside of the station, intermodal transportation is supported in two primary ways. Individuals existing the station to the West immediately see bicycle parking.

(12/16/2013 | Bicycle Parking at Malmö Central Station | Credit: Cat Silva)

And those existing the station from toward the South come across a bus terminal, completed with shelters and a platform where passengers can wait for their bus connection. Not shown well in this photo, there is also a two-way bicycle track just south of the bus terminal.

(12/16/2013 | Malmö Central Station Bus Terminal | Credit: Cat Silva)

Walking Around

Also common in Denmark, there is signage provided to pedestrians, letting them know when to use the sidewalk and when they have equal rights to use the street. The sign on the left informs pedestrians that they can step off the sidewalk and tells cars that they must yield to non-motorized road users. The diagonal red line on the sign in the photo on the left tells everyone that pedestrians should return to the sidewalk and drivers have priority use of the streets. 

(12/16/2013 | Shared Space Enter/Exit Signage in Malmö | Credit: Cat Silva)

Both along the streets and on paths through the park, bollards have been placed to guide pedestrians around the city. They point to walking paths, distance to destinations, and signs advertising the health benefits f walking.

(12/16/2013 | Pedestrian Wayfinding Bollards in Malmö | Credit: Cat Silva)

Local Bicycle Infrastructure

I found bicycle wayfinding installed in the city centre and along park paths and quite like the look of the signage. Signs are installed at a height visible to riders and pedestrians alike, and the blades are large enough to easily be legible for passers by. The largest downside to these signs is that no distance is printed on the signs.

(12/16/2013 | Bicycle Wayfinding Signage in Malmö | Credit: Cat Silva)

The infrastructure for bicyclists was interesting. At times, riders were on the street and at other times riders are provided off-street paths adjacent to the road.

(12/16/2013 | Malmö Central Station Wayfinding | Credit: Cat Silva)

Along side one bicycle lane that is at the same grade as roadway traffic, bollards are installed to protect bicyclists from passing cars.

(12/16/2013 | Bollards Protect the Bicycle Lane on Malmöhusvägen Malmö | Credit: Cat Silva)

Very interestingly, many of the off-street bicycle paths are two-way paths located - where riders going both directions used the same. In some places, I noticed the same two-way path was on both sides of the road, and in others it was only located on one side. I didn't try riding a bicycle during our visit, but I'm curious how easy it is to figure out when it is one- or two-ways and if it is difficult to know which side of the street to be on.

(12/16/2013 | Two-Way Bicycle Track in Malmö | Credit: Cat Silva)

These two-way paths are separated from the road and share the same space as the sidewalk. Both the pedestrian and bicycle infrastructure is often at the same grade. Despite signage like in the photo on the left and pavement markings like those in the photo on the right, it was not a rare occurrence to see a bicyclist riding on the sidewalk instead of the bicycle infrastructure.

(12/16/2013 | Bicyclists Using Sidewalks in Malmö | Credit: Cat Silva)

Although it was not ubiquitous in the city centre, there were some very quality bicycle parking facilities located in front of some residences in Malmö. In the photo below, the visible parking spots are for the business located in the ground floor of the mixed use buildings, with additional space available behind the stone wall under the shelters.

(12/16/2013 | Residential Bicycle Parking Västra Varvsgatan in Malmö | Credit: Cat Silva)

In the new neighborhood of Bo01, located to the west of the Torso Tower, a nice amenity is provided to locals. Signed with the word "Luft" (air), there s a bicycle air pump located on the north-south portion of Salongsgaten.

(12/16/2013 | Bicycle Air Pump in Bo01 in Malmö | Credit: Cat Silva)

Local Bus System

At major bus stops, like the stop near the Turning Torso Tower, there are fantastic real-time display showing bus arrival times. These signs displays are tall, easy to read, and lets waiting passengers know if they should relax in the shelter or stand ready with their bus pass in hand.

 (12/16/2013 | Turning Torso Bus Stop in Malmö | Credit: Cat Silva)

One small detail we noticed was that the minor bus stop signs display the same green color as the buses themselves. And at this particular stop, notice that there are five bicycle parking spots available, encouraging intermodal transportation!

 (12/16/2013 | Bus Stop on Mariedalsvägen in Malmö | Credit: Cat Silva)

Materiality Designs Mobilities

What struck me the most about the transportation infrastructure in Malmö was the use of different materials to guide individuals through the road network. Of course there was signage and some grade separation, but the city seems to have placed highest weight on using different types of materials and different colored stones to design how the roadways are used. In the photo below, the sign posts and bicycle pavement marking signal that path connecting to the sidewalk is meant for bicyclists. Although there is no physical separation and the sidewalk is at the same grade as the bicycle path, users know which space belongs to the bicyclists because a different type of material is used where pedestrians and bicyclists are meant to be.

(12/16/2013 | Bicycle Track at the Same Grade as Sidewalk in Malmö | Credit: Cat Silva)

In the Bo01 neighborhood, the space that is residential and private is marked with yellow-tinted bricks. Where this neighborhood meets the road, red bricks are used where pedestrians should be and the roadway is paved with darker stones. When crossing from one colored brick to the other, there is a distinct feeling that it is a "different space", as you move from the more private space to the slightly more open and public space outside of the residential core.

(12/16/2013 | Material Divides Space in Malmö | Credit: Cat Silva)

In the city centre, many roads are entirely flat, with no grade separation at all. Cobblestone is used through out the space, but a different pattern is used along the sides where pedestrians should be. The wide stones create a separate space for the pedestrians, with bollards provided at some points to provide additional protection. A bicycle lane is separated from car traffic by the use of a line of darker cobblestones.

(12/16/2013 | No Grade Separation on Roadway in Malmö | Credit: Cat Silva)

This creates a very pleasant feel to the street, as there the materials are used to subtly guide traffic, instead of yellow striping or raised concrete sidewalks. A possible downside could be how legible the use of different materials is. It was difficult to see the bicycle lane strip 50 feet head, and it was unclear if this lane operated as a two-way track or if riders going the opposite direction are meant to share space with the cars. Our theory is that the system is likely a little confusing at first, once you get used to what the different materials mean, the city may become very easy to navigate and enjoyable to use.

Heading Over Øresund

At the end of a day of exploring, we headed back to the Malmö Central Station to catch the train back to Copenhagen. While waiting, rolling images were projected on the walks, giving us something to look at as we waited for the train to arrive.'

(12/16/2013 | Train Platform at Malmö Central Station | Credit: Cat Silva)

Route 100 Initiatives & Evaluation

As our online user survey of Route 100 just closed last night and I am beginning to analyze the results...I thought it wise to reflect on the history of the project and highlight were some of our survey questions came from.

The CIVITAS Initiative

The Route 100 project was planned as a CIVITAS Initiative project. The CIVITAS Initiative is an organization co-financed by the European Union that engages local sustainable mobility projects in cities throughout Europe. The organization’s aim is to support the implementation and evaluation of innovative strategies for sustainable transportation. Each of these projects is referred to as a ‘measure’ and CIVITAS has thus far tested over 800 different sustainability ‘measures’ in over 60 demonstration cities. The City of Aalborg joined the CIVITAS Archimedes project from 2008 to 2012. Six other demonstration cities were involved with the Archimedes project and each focused on creating innovate transportation systems in mid-sized cities that are safe, sustainable, and efficient. In Aalborg, sixteen 'measures' were tested and one of the 'measures' was the implementation of Route 100. The Route 100 project has the title “Cycling Motorway” and is CIVITAS measure number 51.
This project was funded

1. Free flow conditions for cyclists:  The route should minimize unnecessary stops and exhibits clear priority for bicycle riders.
2. Traffic Safety:  Bicyclist using the route should be safe.
3. Visibility and Service:  Extra service should be provided along the route to increase   the allure of bicycle commuting.

Goals for Route 100

This project was planned with three primary goals in mind. These goals were developed in collaboration between the CIVITAS Initiative and Aalborg Kommune, reflective of the city-wide goals for the future development of bicycle facilities.

In order to achieve these goals, the city created a “tool box” of innovative initiatives to make bicycle commuting to the campus more attractive. The initiatives developed are reflective of the three goals and aim to improve the journey between the City Centre and the Aalborg University campus by making the journey more efficient, safer, and by implementing additional services to riders along the route.

A total of seven initiatives were planned and implemented along the route. To augment the success of the suite of innovative initiatives, the asphalt was repaved on portions of Hadsundvej and new bicycle lanes were stripped along Bønnenesgade and Riishøjvej. Three separate sources of funding were used in order to implement the improvements… Half of the funding was provided from the EU, via the CIVITAS Initiative. Another thirty-three percent came from Cykelpuljen ("the bicycle pool"), a national funding source for bicycle projects throughout Denmark. The remainder was paid for by Aalborg Municipality tax dollars. Construction on the Route 100 initiatives began in August 2010 and each was completed by Spring 2011.

As the two outside funding sources require post-implementaiton evaluation, the Municipality implemented a survey shortly after the construction of the last initiative in 2011. A total of 300 Route 100 users responded to the survey and an evaluation was done of the facility, based on the results of the survey. Respondents were asked if they were familiar with each individual initiative, as well as being asked how important they feel each initiative is on a scale of 1 to 10.

Route 100 Initiatives and Evaluation

Although different than the purpose of the users survey implemented for my Get Your Kicks on Route 100 research project, my research partner and myself repeated these basic questions in our recent survey. The purpose for doing so was to investigate whether opinions have changed, for better or worse, since the initial survey was given 2011. Our online user survey closed on December 13, 2013 and we received responses from 172 individuals. As I prepare to analyze the results of this survey, I have reviewed the 2011 survey results and evaluation. 

Each initiative designed and implemented as a part of measure 51 is described below, with details on their intended purposes, how they meet the project goals, and what was found during the 2011 evaluation. More information can be found on the CIVITAS website, including the survey questions, the measure 51 progress report, and complete 2011 evaluation.

(1) Reorganization of Bicycle Flow at Bus Stops

Along ­Hadsundvej, the grade-segregated bicycle lane has been reconstructed wherever bus stops are located. Previously, bus passengers stepped directly off the vehicle into the bicycle lane. Under these circumstances, bicyclists were required to yield to alighting passengers who were in turn required to look out for passing bicyclists. The stated purpose of this initiative is to allow bicyclists to continue riding on their path without needing to stop. Passengers are now provided a small refuge area on the road-side of the bicycle lane. This space allows them to safely step off of the bus with a decreased risk of being hit by a bicyclist.

(10/12/2013 | Bus Passenger Waiting Area on Hadsundvej | Credit: Franziska T.)

According to the 2011 evaluation, 63% of respondents were aware of this initiative and 49% feel that the new infrastructure is important, with only 13% believing that it is unimportant. This upgrade was intended to meet the first two goals developed for CIVITAS measure 51. Providing this refuge improves the safety of both bicyclists and bus passengers. Moreover, the bicyclists are no longer required to yield at bus stops, providing that free flowing conditions that the goals aim for.

Although the evaluation does not express this, it can be argued that this also meets the third goal of increasing the visibility and services for bicyclists. That there is a new addition to the roadway exhibits that alternative modes of transportation have been planned for to all roadway users. Providing this refuge island does not directly translate into a service for bicyclist, however one could argue that providing free flow conditions at these points translates into providing an extra service to riders.

(2) Segregated Bicycle Filter Lane, or the "Shunt"

This initiative was installed where riders coming from the City Centre, headed toward the main campus of Aalborg University, are required to make a right hand turn. Previously, riders were required to stop at the red light, yield to perpendicular bicycle traffic, and turn when the light turns green—there is no free right on red law for cyclists in Denmark, despite many riders ignoring this fact. Now, this new infrastructure enables campus-bound bicyclists to take a right-hand turn without waiting for a light. Moreover, riders turning right are separated from riders going straight, minimizing the potential conflicts with other bicyclists at the light.

This new filter lane—or shunt, as it is also referred to—enables campus-bound riders to take the right-hand turn without needing to consider the traffic light. One great benefit provided by this initiative is that bicyclists carrying on straight are not longer blocking riders wishing to turn right, which speeds up the flow through this intersection. As is planned, this successfully achieves the first goal of providing free flowing conditions. Interestingly, it is also not indicated that the existence of bicycle infrastructure at all increase the visibility or provides an extra services to riders. In my own interpretations of this filter lane, campus-bound riders are not only riding without pause, they are more safe due to this specialized infrastructure—meaning that, in theory, it achieves all three goals of measure 51.

(10/12/2013 | "Shunt" at Riishøjvej & Hadsundvej | Credit: Franziska T.)

According to the 2011 evaluation, 65% of respondents were aware of this initiative and 57% feel that the new infrastructure is important. This evaluation states that only 6% of respondents disagree that it is important and it has been interpreted to be a highly important initiative in comparison to the results of the others.

An interesting thing to consider, however, is that bicyclists heading toward the city are not provided a similar facility. At the point where campus-bound riders turn right, city-bound riders turn left. That said, there are no priority services provided to those city-bound riders. These riders must stop at the light, cross the street, and wait again for a green light to continue on to Riishøjvej. None of the three CIVITIAS goals are met for city-bound riders at this intersection. In fact, thinking back to my initial ride of Route 100, this is the left hand turn I missed on my way back to the city. While the shunt was important to me as I rode toward campus, the lack of a mirror facility headed the other direction caused me confusion and disorientation.

(3) Bicycle Counter on Hadsundvej

This bicycle counter was installed on Hadsundvej. The counter displays which ‘number’ bicyclist to cross that point, as well as the date and time, the temperature, the speed the bicyclist is traveling at, and the estimated number of minutes until the passing rider will reach the university campus. Whenever the temperature drops below zero degrees Celsius, a snowflake icon is displayed on the counter, indicating that there is risk of ice on the roadway.

Due to the nature of a bicycle counter, this initiative does not have an impact on safety or help to provide free flow conditions for bicyclists. It is however indicated that the bicycle counter is intended to meet the third CIVITAS goal of increasing the visibility and providing extras services for cyclists, but there does not appear to be an appreciation for the service it provides. According to the 2011 evaluation, 65% of respondents were aware of this initiative and most expressed that it was between 0-50% important to their ride. These results exhibit that it has the lowest importance to riders among the other implemented initiatives, despite it being a well-known, large, visible piece of infrastructure.

(10/12/2013 | Bicycle Counter on Hadsundvej | Credit: Franziska T.)

There are several reasons why the bicycle counter may not be actively considered important to Route 100 users. For one, bicyclists passing the counter are likely traveling at a speed that prevents them from digesting more than one or two pieces of information presented to them. Of the information displayed, the most important piece of information for a passing bicyclist is the estimated number of minutes until reaching the Aalborg University campus. Although the actual time might be considered equally important, it is assumed that most riders are headed to this location and this estimation may help signal to campus-bound riders that they will be early or need to speed up to be on time.

The information indicated by the snowflake is also quite useful, in that it could warn passing bicyclists to ride with more care on potentially icy roads. This feature however is only useful if the passing riders sees the symbol and understand what it means. Perhaps this is common symbology for indicating icy conditions, but it may just as easily be interpreted to simply mean that it may snow. Whether or not this will be accurately by a bicyclists will influence how important that information is. These two features can actively affect how riders are using the facility, but if respondents to the survey did not feel the initiative is important, these active uses were or are not fully appreciated by users.

One of the interesting passive uses of the bicycle counter is that the count data can be downloaded on the internet. Ridership statistics can be downloaded for the last 24-hour period or the last month at no cost. However, this is not something that the vast majority of riders would be interested in, or even be aware of—and this capability is not advertised on the counter itself. This data also has limited use to an analysis of Route 100. There are four similar bicycle counters located in the City of Aalborg, however this is the only counter on this route. This is not necessarily a flaw—as it is logical to spread these counters across the city—but it does mean comparing ridership on the City Centre end to the Aalborg University end more difficult, requiring manual counts taken in the City Centre.

(4) Automatic Air Pumps

There are two air pumps installed along Route 100. One is located in the City Centre at Østerbro and Bonnesengade. The other bicycle pump can be found adjacent to the bicycle counter on Hadsundvej. Both pumps have a built in compressor, is activated by a button, and the tube is compatible with different types of tire valves to accommodate an array of bicycles. Each of these pumps is located on the west side of the street, indicating that they are primarily provided for southbound bicyclists heading to Aalborg University campus. Riders heading toward the City Centre of course have access to the bicycle pumps, but this makes them inconvenient to access to northbound riders.

Similar to the bicycle counter, this initiative is aimed at enhancing the visibility of bicycling by providing an extra service to riders. The evaluation does not indicate this, but it may also be argued that providing bicycle pumps along the route can positively influence traffic safety, as riders now have the chance to pump up a low tire and prevent a potential incident.

(10/12/2013 | Bicycle Air Pump on Bonnesensgade | Credit: Franziska T.)

According to the 2011 evaluation, 77% of respondents were aware of the bicycle pump on Hadsundvej and 49% know about the pump on Bonnesensgade. This deviation in knowledge is reflect in how important the pumps are considered to be. A total of 35% responded that the pump on Hadsundvej is important, where as only 18% feel the other pump is important. As the pump on Bonnesensgade is located in the City Centre, it is interesting that this is considered the least important pump to survey respondents. The pump on Hadsundvej is located adjacent to the bicycle counter and this may result in higher visibility than the other pump. Moreover, the pump on Bonnesensgade is located on a corner. Bicyclists heading from the City Centre to campus will turn right into a bicycle lane at this point and may be more focused on traffic safety than taking note of sidewalk infrastructure.

(10/12/2013 | Bicycle Air Pump on Hadsundvej | Credit: Franziska T.)

Most responded that they hardly use the pumps more than once time each month, which explains why they are not considered as important as other initiatives along the route. As the survey was given a few weeks after the all the route improvements were completed, it is possible that the usefulness of this service had not been fully realized by respondents. That said, their importance might also be a result of their fixed location. These pumps the most likely to be used if riders notice they are low on air near to one of the bicycle pumps, and only if they area aware of their presence on the sidewalk.

(5) Lane Lights on Humlebakken & Hadsundvej

On the east side of Hadsundvej, heading toward Humlebakken, there are ten LED lights installed in the grade-separated bicycle lane, starting 140 meters from the intersection. When these lights are illuminated green, bicyclists are told that they will have a green light at Humlebakken. When they are not lit, the rider should slow down, as they will meet a red light. Moreover, if the rider sees that the light next to them is lit, but those ahead are not, they should slow down until they are riding at the same speed at which the lights illuminate. If they keep the pace that the lights light up, the rider will arrive at the intersection just as the light changes to green.

(10/23/2013 | Lane Lights on Hadsundvej | Credit: Cat Silva)

According to the 2011 evaluation, 73% of respondents were aware of this initiative. The remaining survey results may indicate that the average users may not understand them or value their importance. 34% of respondents said that they thought they were important, 34% also said they were not important, and the remaining 32% did not provide a response. As is discussed in the evaluation, this split may be due to the fact that the survey was given soon after the initiatives were implemented.

This initiative is intended to test the functionality of this technology to provide free flow conditions for cyclists. That there was such a split in the importance of the lights, it is indicated that they are only able to positively influence the flow of bicycle traffic if users actively understand the technology.

(6) Route 100 Signposting

Along the route from the City Centre to the main campus of Aalborg University, signposts were installed stating the name of the route as “Route 100”, with “Universitetsruten” (the university route) underneath. None of the CIVITAS planning documents for measure 51 discuss which project goals these signs aim to meet. The most obvious interpretation of the provision of wayfinding and branded signage is to improve the visibility and services along the route. All road users along Route 100 are likely to see these signs and, over time, may begin to associate the route with “Route 100”.

(10/12/2013 | Official Route Sign for Route 100 | Credit: Franziska T.)

Just as there were no stated goals of this imitative, the wayfinding and Route 100 signage was not evaluated in 2011. As such, there is no present data on how effective or important Route 100 users find this initiative. Due to this lack of users feedback, little can be accurately determined about the effectiveness of this initiative.

(10/12/2013 | Directional Wayfinding Sign for Route 100 | Credit: Franziska T.)

The first signpost along the route in the City Centre is a directional sign indicating a right-hand turn toward Route 100, with 4.2 kilometers to reach the Aalborg University. The placement and height of this sign is a notable issue, concerning its usefulness and legibility. The sign is surrounding by foliage that hinders oncoming bicyclists from reading the sign. It is also located on the left hand side of the bicycle path that, arguably, is not the location most suitable for a right-hand turn—that is, riders must see it on their left-hand side shortly before they must safely take a right turn.

(7) Reverse Duty Right of Way at Bonnesensgade & Fyensgade

At the intersection of Bonnesensgade and Fyensgade, directional priority has transferred to traffic moving along Bonnensgade, as opposed to Fyensgade. This intersection change was not included in the “tool box” of initiatives described in the CIVITAS documentation of measure 51, but it was investigated in the evaluation of the route. To that end, there is no found documentation of the intention behind this change. As the priority has changed at that intersection to decrease wait time for those traveling in both directions along the path of Route 100, it can be extrapolated that this initiative is intended to create free flow conditions for bicyclists and may also have been intended to increase traffic safety.

According to the 2011 evaluation, 46% of respondents were aware of this initiative and 29% feel that this intersection improvement is important. Most survey respondents stated that they “Don’t Know”, and the evaluation states that bicyclists reported feeling “insecure, uncomfortable and unaware” and that “accidents seem unavoidable”. Although most were unsure if this was important and expressed discomfort, the overall commute trip time for bicyclists has reduced by an average of 12 seconds along the Route 100 corridor after the spring of 2011. This is reduction amounts to approximately 26% shorter stop times heading in both directions.

(10/12/2013 | Reverse Duty Right of Way at Bonnesensgade & Fyensgade | Credit: Franziska T.)

The evaluation describes the bicycle filter lane and this improved intersection to be the most impactful on this decrease in travel time. The filter lane only provides free flow for bicyclists heading to Aalborg University campus, yet that this reeducation is relatively equal in both direction implies that the reversed duty to give way at Fyensgade may have a strong influence on travel speed. That most respondents were unsure if the intersection was making any difference could be due to the fact that this total change does not feel like very much.  Moreover, as with initiatives like the lane lights, may not have been fully appreciated by riders as the survey was given shortly after the infrastructure was implemented.

As a part of evaluating the Route 100 project, as a whole, accidents reported along the route were mapped out for the from 2005 to 2009 and again from 2011 to the first half of 2012. During the first period, bicycles or mopeds driving in the bicycle lane were involved in 27 of 55 traffic accidents along the Route 100 alignment. It is then stated that, during the latter period, less than half of the yearly average of traffic accidents were reported—although no figures are provided in the evaluation report.

None of the reported traffic accidents looked at in the evaluation after 2011 occurred at this intersection, yet the comments from the survey indicate a concern among bicyclists. Part of this concern could be partly psychological. There may be a lack of trust that traffic moving along Fyensgade—the perpendicular street—will actually yield to traffic and bicycles traveling along Bonnesensgade.  Getting used to having priority and becoming more confident when crossing this intersection may be a process that could adjust how important this change is to bicyclists and other road users over time.

Check Back Soon! 

Over the next week, I will be looking closely at the results of my research project's evaluation and relating our results back to the 2011 evaluation….