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.

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Purpose: In recent decades there has been increasing focus on the development of compact and accessible urban environments, in part based on the reasoning that this can help to reduce the transportation requirements of city residents. Travel intensive land uses such as office workplaces are often offered incentives from policy makers to relocate to central locations well served by public transport (transit oriented development). To date, the academic literature on integrated transport and land use planning has largely been focused on the reduction of private car usage and promotion of public transport. This paper adds a complementary dimension, testing the hypothesis that intra-city workplace relocation towards city centres promotes walking and bicycling. Methods: This paper uses a comparative case study method. Employee travel surveys were conducted before and after the 2015 relocation of an office workplace in Trondheim, Norway from urban periphery to city centre. Three similar office relocation cases in Trondheim and Oslo (post-2000) are used for comparison to the case study. Changes in travel distance, time, costs, optimal route and potential for walking and bicycling in the case study are considered alongside actual changes in transport mode. Results: Walking and bicycling levels have a clear inverse relationship with distance to the city centre, due in large part to reduced commuting distances and increased parking costs following relocation. For the case study, the modal share of walking and cycling increased by a factor of 2.5 and 2.8 respectively. Relocation similarly led to a tripling in the number of case study employees who have a commute distance of less than 6 km, the employees' median acceptable cycling distance. Active commuting levels from the former and current workplace locations match closely with the share of active commuting in the Norwegian National Travel Survey data for the corresponding neighbourhoods. Conclusion: Although the function of workplaces and their employees can vary significantly within a city neighbourhood, travel behaviour is to a large extent determined by supply variables like time and cost. Central workplace locations with good public transport accessibility are shown to create significantly improved opportunities for walking, cycling and public transport commuting compared to peripheral workplaces with little competition to workplace accessibility by car.

Land-use and land-cover change strongly affect biodiversity patterns and are assumed to be growing threats in the future. Particularly increasing urbanisation may affect species turnover and functional composition of biological communities. This study aimed to assess the characteristics of land-cover change in a medium-sized urban municipality from 2011 to 2018, and the effects of urbanisation on avian species- and functional diversity. The study was performed in Trondheim (Norway), using local land-cover maps and GBIF bird species occurrence records. GLMMs were used to model species turnover as a function of urbanisation, and the probability of species appearance and disappearance based on urbanisation and species traits. The extent of bird species turnover within a municipality-wide 500 × 500m2 grid was not predicted by a changes in developed area, but the probability of disappearance and appearance of bird species varied with urbanisation and bird functional traits. Species associated with urban- or open areas showed a decreasing probability of disappearing and an increasing probability of appearing with increasing amount of developed area within grid cells. Similarly, granivorous species showed a decreasing probability of disappearing. Species feeding above ground-level showed positive responses to changes in land-cover. The probability of both appearance and disappearance, thus species turnover, increased with increasing longevity. Most functional groups respond negatively to increasing urbanisation, indicating a potential impoverishment of local avifauna with future land-cover modifications. Considering planned future land-cover changes within the municipality, the local avian communities are in danger of homogenisation. The recommendations for local management are to minimise conversion of vulnerable habitats, such as wetlands and woodlands, in particular if these are converted to developed area.

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