Kajian Penerapan Jalur Khusus Sepeda sebagai Transportasi Berwawasan Lingkungan pada Kawasan Kota Palembang dengan Metode BLOS

Pemerintah Kota Palembang telah meresmikan jalur khusus sepeda pada tahun 2020 lalu oleh Walikota Palembang, ada tiga rute resmi jalur khusus sepeda tersebut. Tiga jalur khusus pengguna sepeda ini dibuat pemerintah untuk menertibkan arus lalu lintas dan memfasilitasi para pengguna sepeda di Kota Palembang. Pada penerapannya, jalur sepeda di Kota Palembang masih mengalami kendala. Hal ini disebabkan oleh tingginya jumlah lalu lintas kendaraan umum dan pribadi, ditambah pula dengan minimnya pengguna sepeda. Selain itu, tujuan dari pesepada masih hanya sebatas untuk olahraga, bukan sebagai alat transportasi. Tujuan dari penelitian ini adalah menganalisis efektivitas jalur sepeda di Kota Palembang dengan menggunakan metode deskriptif kuantitatif dan metode analisis melalui teknik BLOS (Bicycle Level Of Service). Pengumpulan data primer dilakukan menggunakan survei lapangan dan penyebaran kuesioner kepada pengguna sepeda. Berdasarkan hasil penelitian dengan metode BLOS yang didapat pada hari Senin pada waktu pagi (06.00-08.00 wib) dan sore hari (16.00-18.00 wib) dan Minggu sore (16.00-18.00 wib), didapat nilai BLOS berada pada ranking “F” yaitu lebih dari 5,5 ini berarti rute ketiga tidak aman untuk pengguna sepeda. Sedangkan pada siang hari (11.00-13.00 wib) di hari Senin dan hari Minggu pagi pada (06.00-08.00 wib) serta pada sore hari (16.00-18.00 wib), didapat nilai BLOS berada pada ranking “E” artinya pada rute ketiga sangat kurang mendukung untuk sepeda.

Analisa Efektivitas Penerapan Jalur Khusus Sepeda Di Kota Palembang Pada Rute Jakabaring Sport City – BKB

Pemerintah kota Palembang telah meresmikan jalur khusus sepeda pada tahun 2020 lalu oleh Walikota Palembang, ada tiga rute resmi jalur khusus sepeda tersebut. Tiga jalur khusus pecinta sepeda ini dibuat pemerintah untuk menertibkan arus lalu lintas dan memfasilitasi para pengguna sepeda di kota Palembang. Dalam penerapan penggunaan jalur khusus sepeda pada kawasan kota Palembang masih mengalami kesulitan dikarenakan besarnya volume kendaraan pribadi yang di dominasi oleh kendaraan bermotor, selain itu masih minimnya pengguna sepeda dan tujuan bersepeda masih sebatas untuk olahraga. Tujuan penelitian adalah untuk menganalisis efektivitas jalur khusus sepeda di Kota Palembang menggunakan metode deskriptif kuantitatif dan metode analisis dengan teknik BLOS (Bicycle Level Of Service). Pengumpulan data dilakukan dengan survey. Hasil penelitian dan analisis dengan BLOS didapat hari Senin dan Minggu pada jam 06.00 - 08.00 WIB, 11.00 – 13.00 WIB, dan 16.00 – 18.00 WIB nilai BLOS berada pada peringkat “E” yaitu lebih dari 4,5 -5,5 artinya lingkungan tidak aman untuk sepeda.

INTERSECTION LEVEL OF SERVICE FOR THE CICLORUTA BICYCLE INFRASTRUCTURE IN BOGOTA, COLOMBIA

Purpose of the study: A satisfaction audit for use of cycling mode is aimed at the promotion of non-motorized transport which is safe, comfortable, economical and energy-efficient as critical for urban sustainability. The study examined the level of satisfaction that cyclists derive from the cicloruta based on the intersections in the network. Methodology: The methodology involved the use of primary data such as 680 perceptions of satisfaction ratings; physical and operational characteristics of road infrastructure (measurement and observational) data; and shapefile of the cicloruta. The relationship between variables was examined using correlation statistics, while the ordered probit model was used to estimate the parameter, predicted logit and predicted probabilities. Main Findings: An estimated model for intersection bicycle level of service (IntBLOS) revealed that the volume of vehicular and total intersection legs are factors with a high influence on cyclist’s level of satisfaction. The model was used in ArcGIS to compute IntBLOS scores at both segment and facility levels. Since segments are not independent of intersections or vice versa, the study used these two independent models to estimate the level of bicyclist’s satisfaction. Applications of this study: This study undoubtedly takes a step towards demonstrating a non-motorised transport infrastructure audit which can help address specific concerns of cyclists and thus enhance ridership in the study area. Elsewhere, especially in the developing countries applicability of this methodology shall be with modifications on measurement and observation data that reflects peculiar local traffic situations. Novelty/Originality of this study: The findings of this paper has stimulated further conversation on the factors of cycling in the city with its ambitious cycling infrastructure. It has also provided planners with an infrastructure audit methodology to enhance cycling safely and sustainably. The study recommended proper enlightenment of motorists and cyclists alike on their right of way and most importantly, the redesign of most intersections in the study area to reflect the present cycling realities of Bogota.

Bicycle Level of Service: Proposed Updated Pavement Quality Index

The Highway Capacity Manual (HCM) employs a simple five-point system to assess the quality of bikeway pavement as part of the comprehensive bicycle level of service (LOS) evaluation. Unfortunately, the ambiguous and rudimentary nature of the existing HCM Pavement Quality Index (PQI) fails to offer an objective review of bikeways across different jurisdictions. In the following analysis, first is an assessment of the PQI and bicycle LOS in the HCM. To demonstrate the impact of the pavement quality rating and the importance of a more standardized evaluation method, a sensitivity analysis is performed. An improved PQI matrix is then proposed based on a comprehensive literature synthesis. The new matrix allows for a more holistic understanding of pavement quality in a three-category framework. The proposed methodology includes specifications for the functionality, structural integrity, and maintenance of bikeways. Within each category, objective thresholds are defined, such as for potholes, cracks, and maintenance routines, to minimize any potential subjectivity.

Analisis Efektifitas Jalur Sepeda Berdasarkan Metode Bicycle Level Of Service (BLOS)

The bicycle lane policy on the Darmo Highway - Urip Sumoharjo Street - Basuki Rahmat Street - Suryo Governor Street - Panglima Sudirman Street Surabaya City for 8,789 Km has been implemented since 2014. The width of the bicycle lane on this corridor of 1.5 meters is on the road body. The application of bicycle lanes in the city of Surabaya is still less effective because there are still many motor vehicle users, the lack of bicycle users and the purpose of cycling is only for recreation (car free day). The purpose of this study was to analyze the level of effectiveness of the bicycle lanes in the Basuki Rahmat Jalan Surabaya corridor. The method used is quantitative descriptive analysis technique Bicycle Level Of Service (BLOS). Data collection is done by survey and documentation. The results of the BLOS analysis that Monday, Saturday and Sunday BLOS value is "F" more than 5.5 means that the environment is not safe for bicycles except Sunday at 06.00-08.00 BLOS value is "D" means less environment for bicycles.

Cycling Master Plans in Italy: The I-BIM Feasibility Tool for Cost and Safety Assessments

Interest towards urban micromobility has been growing lately, and it will now increase further due to the measures used against COVID-19. It is recommended to avoid close contact to prevent contagion. Municipalities have been called to implement wider cycling networks so that people may go to their work place by cycling rather than by using public transport. This paper focused on cycling path design using an infrastructure-building information model (I-BIM). The issue covered was how to connect cost and safety requirements in the first steps of the project. We set a methodology that gives, after identifying the intervention area and defining the available economic resources, the key elements needed to design possible cycle path solutions. It guides the designer step-by-step, starting from basic assumptions related to a cycle path’s location (urban/non-urban), budget (by range), and safety (according to Bicycle Compatibility Index BCI and Bicycle Level of Service (BLOS) index), up to the definition of preferred options in terms of materials to be selected. As a case study, we implemented this methodology in the old city center of Catania in Sicily (Italy), designing a cycle path that connects the city center with the existing cycle path on the coast, while aligning with safety requirements within budget constraints.

Expanding the Scope of the Bicycle Level-of-Service Concept: A Review of the Literature

Research into the bicycle level-of-service (BLOS) has been extensively conducted over the last three decades. This research has mostly focused on user perceptions of comfort to provide guidance for decision-makers and planners. Segments and nodes were studied first, followed by a network evaluation. Besides these investigations, several variables have also been utilized to depict the users’ perspectives within the BLOS field, along with other cycling research domains that simultaneously scrutinized the users’ preferences. This review investigates the variables and indices employed in the BLOS area in relation to the field of bicycle flow and comfort research. Despite general agreement among existing BLOS variables and the adopted indices, several important research gaps remain to be filled. First, BLOS indices are often categorized based on transport components, while scarce attention has been paid to BLOS studies in trip-end facilities such as bicycle parking facilities. The importance of these facilities has been highlighted instead within research related to comfort. Second, the advantages of separated bike facilities have been proven in many studies; however, scarce research has addressed the challenges associated with them (e.g., the heterogeneity within those facilities due to the presence of electric bikes and electric scooters). This issue is clearly noticeable within the research regarding flow studies. Furthermore, network evaluation (in comparison to segment and node indices) has been studied to a lesser extent, whereas issues such as connectivity can be evaluated mainly through a holistic approach to the system. This study takes one step toward demonstrating the importance of the integration of similar research domains in the BLOS field to eliminate the aforementioned shortcomings.

Bicycle Level of Service for Route Choice—A GIS Evaluation of Four Existing Indicators with Empirical Data

Bicycle Level of Service (BLOS) indicators are used to provide objective ratings of the bicycle suitability (or quality) of links or intersections in transport networks. This article uses empirical bicycle route choice data from 467 university students in Trondheim, Norway to test the applicability of BLOS rating schemes for the estimation of whole-journey route choice. The methods evaluated share a common trait of being applicable for mixed traffic urban environments: Bicycle Compatibility Index (BCI), Bicycle Stress Level (BSL), Sixth Edition Highway Capacity Manual (HCM6), and Level of Traffic Stress (LTS). Routes are generated based on BLOS-weighted networks and the suitability of these routes is determined by finding the percentage overlap with empirical route choices. The results show that BCI provides the best match with empirical route data in all five origin–destination pairs, followed by HCM6. BSL and LTS which are not empirically founded have a lower match rate, although the differences between the four methods are relatively small. By iterating the detour rate that cyclists are assumed to be willing to make, it is found that the best match with modelled BLOS routes is achieved between 15 and 21% additional length. This falls within the range suggested by existing empirical research on willingness to deviate from the shortest path, however, it is uncertain whether the method will deliver the comparable findings in other cycling environments.