Academic literature on the topic 'Cyclisme'
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Journal articles on the topic "Cyclisme"
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Van Reeth, Daam. "Les finances des équipes cyclistes professionnelles." Revue d'économie financière N° 154, no. 2 (June 27, 2024): 179–90. http://dx.doi.org/10.3917/ecofi.154.0179.
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Bien que les courses cyclistes se gagnent individuellement, les organisateurs des courses invitent des équipes, et non des coureurs individuels, à leurs épreuves. Par conséquent, les cyclistes professionnels doivent faire partie d’équipes cyclistes pour se garantir l’accès aux courses les intéressant. Ce chapitre se concentre sur les finances des équipes cyclistes. D’abord, l’auteur montre comment les budgets des équipes professionnelles de cyclisme sur route ont considérablement augmenté au cours des vingt dernières années. Ensuite, les coûts d’une équipe cycliste (par exemple, les salaires des coureurs, la logistique) et les sources de revenus (par exemple, le sponsoring , les prix) sont discutés en détail. Classification JEL :
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Cropper, Corry, and Daryl Lee. "Cyclisme Communard." Nineteenth-Century French Studies 49, no. 3-4 (2021): 516–29. http://dx.doi.org/10.1353/ncf.2021.0023.
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Seznec, J. C. "Toxicomanie et cyclisme professionnel." Annales Médico-psychologiques, revue psychiatrique 160, no. 1 (February 2002): 72–76. http://dx.doi.org/10.1016/s0003-4487(01)00133-0.
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Green, Samantha, Peter Sakuls, and Sarah Levitt. "Le cyclisme pour la santé." Canadian Family Physician 67, no. 10 (October 2021): e280-e284. http://dx.doi.org/10.46747/cfp.6710e280.
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Dumont, Pascal. "Le cyclisme : le mécanisme refoulé." Cités 7, no. 3 (2001): 79. http://dx.doi.org/10.3917/cite.007.0079.
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Kintz, Pascal, Marion Villain, and Vincent Cirimele. "Cyclisme et hypnotiques (zolpidem) : incompatibles ?" Annales de Toxicologie Analytique 20, no. 4 (2008): 181–82. http://dx.doi.org/10.1051/ata/2009019.
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Léonard, J. C. "Pathologie du périnée et cyclisme." Science & Sports 14, no. 5 (September 1999): 262. http://dx.doi.org/10.1016/s0765-1597(00)88250-7.
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Fourreau, Éric. "Un acteur-clé du cyclisme." PANARD 6, no. 2 (October 2, 2024): 70. http://dx.doi.org/10.3917/pan.006.0070.
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Dauncey, Hugh. "Dictionnaire du cyclisme. Par Alexandre Roos." French Studies 70, no. 4 (August 21, 2016): 644. http://dx.doi.org/10.1093/fs/knw215.
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Quintyn, Gérard. "Aspects de la récupération en cyclisme sur piste." Les Cahiers de l'INSEP 27, no. 1 (2000): 171–80. http://dx.doi.org/10.3406/insep.2000.1547.
Full textDissertations / Theses on the topic "Cyclisme"
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Poyer, Alex Arnaud Pierre. "Cyclistes en sociétés naissance et développement du cyclisme associatif français (1867-1914) /." [S. l.] : [s. n.], 2000. http://theses.univ-lyon2.fr/sdx/theses/lyon2/2000/poyer_a.
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Poyer, Alex. "Cyclistes en sociétés : naissance et développement du cyclisme associatif français (1867-1914)." Lyon 2, 2000. http://theses.univ-lyon2.fr/documents/lyon2/2000/poyer_a.
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Ce travail est centré sur les adhérents, les sociétés et les fédérations du cyclisme associatif entre 1867, année de sa naissance, et 1914. L'évidente expansion suit une évolution arythmique : vingt ans de démarrage laborieux, une période d'"âge d'or" (les années 1890) puis, au début du XXème siècle, un temps de banalisation dû à l'arrivée de l'automobile, des sports athlétiques et à la multiplication des sociétés conscriptives. L'hétérogénéité marque les répartitions spatiale et sociale. Le milieu urbain domine nettement, alors que les zones moins intégrées à la modernité (centre et marges de l'hexagone) restent en retrait. Les "classes nouvelles", employés et petits patrons, sont majoritaires. La bonne bourgeoisie les épaule lors de l'"âge d'or", les ouvriers ensuite. Les groupements adoptent le modèle démocratique et coercitif de fonctionnement des autres sociétés sportives. Leur vie est courte du fait du peu d'investissement des membres. La popularité des véloce-clubs, explicable en partie par leur implication dans la communauté locale, tient surtout aux compétitions qui privilégient d'abord la piste puis s'épanouissent sur route. Mais après 1900, les propriétaires privés de vélodromes, les journaux et les firmes de cycles contrôlent la majorité des grandes manifestations. Le cyclisme associatif garde cependant la mainmise sur le milieu des courses par le biais de l'Union vélocipédique de France qui réussit à imposer ses règlements et oriente l'activité vers le professionnalisme. En outre l'U. V. F. S'assure le soutien des autorités grâce, en partie, à son action en faveur de la vélocipédie militaire. Face à la vigueur du secteur compétitif, le tourisme balbutie malgré la naissance en 1890 du Touring-club de France. La situation ne se modifie qu'au début du XXème siècle avec la mise au point du changement de vitesse. Aussi, au plan fédéral, en 1914, le cyclisme de compétition a une forme presque actuelle alors que le cyclotourisme est peu structuréThis work is centred on the members, associations and federations of associating cycling, between 1867, the year of its birth, and 1914. The expansion makes no doubt but it follows a hectic evolution: an arduous start for twenty years, a "golden age" (the 1890 decade), and then, as a result of the arriving of the automobile, athletic sports and the increasing of conscription associations, a time of banalization at the beginning of the XXth century. The geographic and social distribution is heterogeneous. The urban sphere is dominating, while the zones which have not utterly assimilated modernity yet (centre and edges of France) are less represented. The "new classes", employees and small owners, are the most numerous. In the "golden age", the middle class stands by them. Later they are supported by the workers. The organization of the groups take after the democratic and coercive functioning of other sports associations. Their lifetime is short, their members not being very active. The popularity of cycling clubs, which can be explained by their action in local life, is mainly the result of their organizing races on the track first and then on the road. However, after 1900, the private owners of cycling-racing tracks, the Press and the cycle firms manage most major events. The associating cycling yet keeps its influence over the racing sphere through the "Union vélocipédique de France" which succeeds in dictating its rules and leads cycling activity to professionalism. Moreover the U. V. F. Gets the support of political authorities partly thanks to its action in favour of military cycling. As opposed to the importance of racing and in spite of the birth of the "Touring-club de France" in 1890, tourism stammers. It is not until the early XXth century with the perfecting of the change-of-gear system, that the situation changes. Thus, on the federal level, in 1914, racing cycling has almost the form it has nowadays, while touring cycling is not well structured yet
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Viollet, Sandrine. "Le temps des masses : le Tour de France cycliste, 1903-2003." Versailles-St Quentin en Yvelines, 2005. http://www.theses.fr/2005VERS004S.
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Fait de civilisation, le Tour de France s'est répandu par les médias au sein de la population sans distinction de classes. En ce sens, cette grande épreuve cycliste apparaît comme un révélateur majeur du développement de la culture de masse en France. En outre, autour du phénomène de société, il s'est développé une véritable “culture Tour de France” qui entretient le culte des exploits des géants de la route et a finalement permis à l'épreuve cycliste de rejoindre la culture populaire française. De 1903 à nos jours, le Tour de France a traversé différentes périodes. Conçu pour vendre plus de journaux, il entre rapidement dans l'arsenal de la Revanche, en présentant un tracé semblable à un chemin de ronde. De l'image des “Forçats de la route”, l'épreuve cycliste va inverser la tendance et donner l'image d'une France qui gagne dans les années 30. Cela va lui permettre, après la Seconde Guerre mondiale, de s'inscrire dans le patrimoine national. Puis, dans un contexte d'ouverture à l'Europe, de Guerre Froide et de développement de la civilisation des loisirs, le Tour de France a dû s'adapter à ces mutations socio-culturelles pour continuer d'exister. De nos jours, il a réussi a intégré le courant de la mondialisation, grâce à la télévision, mais il rejette désormais les valeurs de la troisième révolution industrielle en dénonçant le phénomène du dopageThe Tour de France was widespread by media among people regardless of their social origine thus becoming part of the French civilization. Therefore this major cycling competition emerged as one of the main sights of the mass culture development in France. Furthermore around this society phenomenon a real “culture Tour de France” was developed, keeping up the cult of the road giant achievements and eventually allowing the cycling competition to be part of the french popular culture. Since 1903, the Tour de France has gone through different periods. Created to sell more newspapers, it soon became part of the Revanche arsenal, showing a route similar to a rampart walk. From its image of “road slaves” the cyclic competition inverted the tendency and gave the image of a winning France in the thirties. After the Second Word War it became part of the national heritage. Then in a context of openness to Europe, of cold war and the growth of a leisure civilization, the Tour de France had adapted itself to those social cultural change in order to keep on exiting. Nowadays thanks to TV it has managed to be part of the globalisation stream, henceforth it refuses the Third Industrial Revolution values, denouncing the doping phenomenon
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Buisine, Sébastien. ""Faire le métier" de cycliste : une sociologie pragmatique du travail dans le domaine sportif." Thesis, Paris 10, 2009. http://www.theses.fr/2009PA100176.
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Dans leur jargon, les cyclistes utilisent facilement l’expression « faire le métier ». Quoi de plus naturel que de dire ou de raconter ce que « faire le métier » pour des sportifs professionnels. Pourtant, c’est à travers cette expression que les coureurs décrivent leurs perceptions du monde sensible. Au demeurant anodine, elle renvoie les initiés à de nombreuses définitions qui cachent à la fois les exigences ordinaires de leur pratique mais aussi ses dérives. Et, c’est bien cette polysémie d’interprétations qui semble être discutée ouvrant ainsi la polémique. A partir d’une série d’ouvrages autobiographiques, de discours publics et d’entretiens de cyclistes professionnels, cette thèse se propose d’étudier cette expression suivant une triple démarche. « Faire le métier » peut d’abord se comprendre à un niveau organisationnel, lorsque les acteurs négocient et débattent de la définition et de l’encadrement de l’activité professionnelle au niveau fédéral et, aussi, suivant le droit du travail et celui du sport. Par ailleurs, cette même expression peut s’appréhender quand les cyclistes, eux-mêmes, essaient de rendre intelligible ce qu’ils font en soulignant la rigueur et la difficulté de leur travail. Enfin, l’analyse des querelles, comme les grèves de coureurs, l’affaire Cofidis et le conflit autour du ProTour, permet à la fois la compréhension du métier et l’objectivation induite par les dispositifs qui régulent l’activité. L’entrée par la dispute permet d’appréhender le croisement et la coordination de ces deux premiers niveaux de description. Ce dernier travail met en évidence l’évolution de l’activité professionnelle au regard du quotidien des cyclistesIn their jargon, cyclists easily use the expression "to make the job". What more natural than to say or tell what "to make the job" for professional athletes. Yet it is through this expression that runners describe their perceptions of the sensory world. Besides trivial, it refers the experts to many definitions that hide both the ordinary demands of their practice but also its excesses. And it is this polysemy interpretation that seems to be discussed and paves the controversy. From a series of autobiographical works, public speeches and interviews of professional cyclists, this thesis proposes to study the expression following a threefold approach. "To make the job" can first be understood at level of an organizational approach, when actors negotiate and discuss the definition and supervision of work at the federal level on the bases of Labor Law and Sports Law. Moreover, this expression can be comprehended when cyclists themselves try to make sense of their work, emphasizing the rigor and difficulty of it. Finally the analysis of disputes such as strikes riders, the Cofidis affair and the conflict surrounding the ProTour allows both the profession understanding and the objectification induced by the devices that regulate the activity. The entry by the dispute enables to understand the intersection and coordination of these two levels of description. This work highlights the evolution of the work under the daily cyclists
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Horvais, Nicolas. "Interface homme-matériel : application au cyclisme." Chambéry, 2007. http://www.theses.fr/2007CHAMS032.
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Le travail de thèse présenté dans ce mémoire visait à analyser les effets de l'utilisation d'un plateau non circulaire au niveau mécanique, musculaire et physiologique en vue d'une optimisation de l'interface cycliste - vélo. La première étude avait pour but de mettre en évidence les effets du plateau non circulaire sur la performance en conditions maximale et sous-maximale chez une population de triathlètes. Aucune amélioration de la performance n'a pu être avancée. En revanche, le pattern de la vitesse instantanée de la pédale avec le plateau non circulaire a été modifié. Cette modification nous a amené à créer une méthode permettant de calculer la part de consommation d'oxygène liée à la production de fréquence de pédalage. Ce calcul a été réalisé grâce à l'intersection entre la relation linéaire « consommation d'oxygène - puissance » et l'axe des ordonnées. Lors de la troisième étude, la performance liée à I 'utilisation du plateau non circulaire a été améliorée chez une population de sportifs non spécialistes en cyclisme. Cette amélioration s' expliquerait par la modification du pattern de fréquence de pédalage qui a permis la diminution de la part de consommation d'oxygène liée à la production de fréquence de pédalageThe aim of this work was to analyse effects of a non-circular chainring used in order to improve performance. This analysis was carried out from a mechanical, muscular and physiological point of view. The first study analyse effects of the non-circular chainring used during maximal and sub-maximal exercises on triathletes. No significant performance improvement was showed. However, the instantaneous pedalling rate variations pushed us to propose and validate a method in order to calculate the oxygen consumption cost due to the pedalling rate production and thus to calculate the oxygen consumption due to the force production. This was the purpose of the second study. This method consisted to calculate the y-axis intercept of the linear oxygen consumption - power output relationship, i. E. The oxygen consumption due to the pedalling rate production. Then, it was possible to clarify if the instantaneous pedalling rate variation induced a decrease of the oxygen consumption due to the pedalling rate production. The third study showed a significant performance improvement, with no specialist cycling sportsmen, in relation to a decrease of the oxygen consumption due to the pedalling rate production
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Belluye, Nicolas. "Analyse biomécanique du positionnement en cyclisme." Bordeaux 1, 2001. http://www.theses.fr/2001BOR12319.
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Objectifs : définir une posture cyclisme optimale en fonction de l'usage et de la morphologie du cycliste. Actualités : en premier lieu, ce mémoire propose un bilan bibliographique sur les aspects biomécanique, physiologique, ergonomique et mécanique liés au positionnement en cyclisme. Cette analyse sera la base d'une interprétation portant principalement sur l'étude du cycle de pédalage, la définition de critères posturaux influençant le coût énergétique ainsi que la distinction des paramètres permettant des mesures reproductibles de ceux aisément repérables. Puis, à partir de cette analyse critique, un modèle postural du positionnement du cycliste sera défini grâce à des études anthropométriques et cinématiques de la gestuelle en cyclisme. Un modèle dynamique viendra ensuite compléter le modèle postural grâce à la définition d'une méthode d'optimisation de ce dernier. Cette analyse dynamique s'appuit sur l'utilisation de quatre capteurs tridimensionnels à six composants définissant entièrement l'interface entre l'homme et le produit. Enfin, la troisième partie propose une approche méthodologie permettant de paramétrer ces différents modèles ainsi obtenus grâce à une batterie de tests évaluant l'usage. Perspectives et projets : ce mémoire ouvre la perspective de nombreux travaux de recherche ayant pour but une optimisation posturale multi-paramètres et multidisciplinaire.
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Nesi, Xavier. "Prédiction de la performance et de son amélioration en cyclisme sur route." Lille 2, 2004. http://www.theses.fr/2004LIL2S036.
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Edeline, Olivier. "Etude optoélectronique bilatérale de la cinématique des membres inférieurs et de la ceinture pelvienne lors d'un exercice de pédalage : influence du niveau d'expertise et de la charge externe." Paris 11, 2004. http://www.theses.fr/2004PA112301.
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Le but de ce travail était de vérifier qu’il existait une asymétrie du mouvement de pédalage chez les cyclistes, qu'elle était dépendante de la charge de travail et de l’expérience cycliste et que le mouvement de pédalage pouvait être modifié par l’utilisation de matériel différent. Trois études optoélectroniques ont été réalisées: deux sur des cyclistes très entraînés et des non cyclistes droitiers manuels et podaux pour évaluer leur mouvement de pédalage en fonction de la charge de travail à 55% VO2max (CE1), 65% VO2max (CE2) et 75% VO2max (CE3), une étude sur des cyclistes utilisant deux types de selles, une selle standard et une selle ergonomique. Le mouvement de pédalage des cyclistes très entraînés était asymétrique. L'asymétrie était plus importante à CE3 qu’à CE1. A CE3, les asymétries étaient localisées au niveau proximal. Les asymétries au niveau distal existaient mais uniquement à CE1. Chez les non cyclistes, les asymétries étaient plus nombreuses. Elles n’étaient pas localisées et elles n’étaient pas dépendantes de la charge. L’utilisation d’une selle ergonomique mobile ne modifie pas le comportement moteur des cyclistes. L’augmentation de l’efficacité du pédalage avec la charge chez les cyclistes entraînés pourrait provoquer cette différence entre les cyclistes et non cyclistes et la disparition des asymétries distales chez les cyclistes. Chez les cyclistes, les mouvements étaient plus amples et plus tardifs à gauche qu’à droite. Chez les non cyclistes, les mouvements étaient plus amples et plus tardifs à droite qu’à gauche. Ces différences pourraient provenir de l’organisation du SNC et d’une différence de programmation motrice due à l’expérience cyclisteThe aim of this study were to confirm the pedaling movement asymmetry in cyclists, to assess the effect of workload and training on this pedaling movement asymmetry and to prove that pedaling movement could be modify using a new design of saddle. Optoelectronic studies were performed on trained cyclists and on non-cyclist swimmers who were right handed and footed. The pedaling of their lower limbs were evaluated at 55% VO2max (WL1), 65% VO2max (WL2) and 75% VO2max (WL3). Another optoelectronic study was assess to observe the pedaling movement of cyclists who used two different kind of saddle: a standard saddle and an ergonomic saddle. Pedaling movements of trained cyclists were asymmetric. This asymmetry was workload dependant. These movement asymmetries were more numerous at WL3 than at WL1. At WL3, These asymmetries became localized at the proximal part of the lower limbs and at WL1, we have observed asymmetries at the distal part of the lower limbs. In non-cyclists, pedaling movement asymmetries were more numerous than in cyclists. They did not depend on workload and on localization. Using ergonomic saddle did not modify pedaling pattern. The effectiveness increase with workload could produce these differences observed between cyclists and non-cyclists and could produce distal asymmetries disappearing in cyclists. These asymmetries were characterized by movement amplitudes and movement delays greater on the left side in cyclists and greater on the right side in non-cyclists. These differences could result from nervous system organization and could be due to motor planning modification by training
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Garnotel, Xavier. "Les dessous du peloton cycliste : étude ethnologique." Aix-Marseille 1, 2008. http://www.theses.fr/2008AIX1A089.
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L'objet de cette thèse a consisté à étudier à la fois les propriétés techniques et culturelles du peloton cycliste ainsi que les dimensions symboliques de ce sport-spectacle pour les sociétés contemporaines. Pour ce faire, la méthodologie s'est inscrite dans une enquête à échelles multiples. Une observation participante et même une participation observante ont permis d'analyser avec précision l'organisation coutumière et hiérarchique de ce peloton en la mettant en parallèle aec les disposiifs techniques et esthétiques de cette culture atypique qui a construit ses codes, ses valeurs. . . La réflexion s'est élargie pour analyser les registres sociaux sous-jacents à l'engagement passionnel des pratiquants bravant la souffrance en atteignant des états modifiés de conscience. Enfin, la popularité de ce sport a permis de porter une réflexion au niveau sociétal en utilisant les données économiques ainsi que les images et les représentations collectives vis-à-vis de ce qui se fait, se dit et 'écrit à propos de cette pratique (notamment le dopage).
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Bouillod, Anthony. "Positions sur le vélo et performance en cyclisme." Thesis, Bourgogne Franche-Comté, 2017. http://www.theses.fr/2017UBFCD032/document.
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Les études conduites au cours de ce travail de thèse ont montré que l’optimisation de la position du cycliste sur son vélo était un élément déterminant de la performance. Nos recherches ont porté sur quatre axes principaux : la conception et la validation d’outils de mesure, l’étude de la position aérodynamique, l’étude de la position assise et enfin l’étude de la position danseuse.L’ensemble des résultats obtenus montrent que la capacité de performance du cycliste peut être améliorée en position aérodynamique en augmentant le ratio entre la puissance mécanique (Pméca) et la surface frontale effective (SCx). Le confort représente également un des principaux facteurs de la performance en contre‑la‑montre (CLM) puisqu’il détermine l’aptitude du cycliste à maintenir sa position au cours du temps. Nos travaux montrent une amélioration du confort avec des semelles orthopédiques, chez les cyclistes affectés par une inégalité de longueur des membres inférieurs (ILMI), liée à une réduction des mouvements du bassin. Une correction orthopédique induit également une augmentation du rendement énergétique (+5,7 %). Ainsi, les cyclistes affectés par une ILMI sont recommandés de la compenser avec des semelles orthopédiques individualisées de façon à améliorer leur performance en CLM. Lors d’une étude préliminaire, nous avons également montré la relation entre les mouvements de la tête et le SCx, c’est pourquoi les cyclistes doivent réduire au maximum ces mouvements afin de minimiser leur SCx et ainsi maximiser leur performance. L’évaluation de la position aérodynamique doit être réalisée en conditions réelles de locomotion, que ce soit pour l’évaluation de S ou de SCx. Le développement de nos deux applications est donc un réel atout pour l’évaluation de la traînée aérodynamique (Ra) de manière individualisée dans les prochaines années puisqu’elles rendent le traitement plus accessible aux entraîneurs. Enfin, bien que nous ayons initié une nouvelle méthodologie d’évaluation de la position aérodynamique en associant numérisation 3D et modélisation numérique de la mécanique des fluides, cette méthode serait plutôt recommandée pour l’individualisation de l’équipement.La position assise peut également être optimisée en augmentant l’indice d’efficacité mécanique (IEM) du cycliste, quel que soit le niveau et le sexe. Cette augmentation de l’IEM passe principalement par une diminution de la force résistante (Fres) dans la phase de montée de la pédale. Malgré tout, le cycliste ne doit pas tirer sur la pédale pour générer un couple propulsif car cette stratégie est contre-productive d’un point de vue énergétique. Il serait intéressant d’étendre notre première étude, établie en laboratoire, sur le terrain pour analyser les adaptations biomécaniques du pédalage des cyclistes aux conditions rencontrées sur le terrain. Les différences observées en laboratoire, sur terrain plat et en montée laissent penser que les cyclistes adaptent leur pédalage selon les conditions dans lesquelles ils évoluent.Enfin, les travaux menés sur la position danseuse montrent que les cyclistes augmentent leur coût mécanique (CM) (+4,3 % en laboratoire vs. +19 % sur le terrain) par rapport à la position assise alors que la consommation d’oxygène reste stable entre les deux positions. Ces pertes mécaniques en position danseuse sont principalement dues à l’augmentation du coefficient de roulement (Cr) due aux oscillations latérales du vélo et donc à la torsion des pneus. Puisque les pertes mécaniques sont plus élevées sur le terrain que sur tapis roulant, d’autres facteurs semblent contribuer à cette différence comme la Ra (~10 W), le matériel utilisé par les cyclistes, le Cr de la route et la technique adoptée. Aussi, la position danseuse induit une augmentation du CM pour maintenir la vitesse de déplacement face aux variations de pente en montée. Les cyclistes sont donc fortement recommandés de réduire l’augmentation du CM en position danseuse comparée à la position assiseThe studies conducted during this PhD research showed that optimizing the position of the cyclist on the bicycle is a key factor influencing cycling performance. Our research focused on four main axes: the design and validation of measurement tools, the study of the aerodynamic position, the study of the seated position and the study of the standing position.All the results showed that the performance capacity of cyclists can be improved in aerodynamic position by increasing the ratio between the mechanical power (PO) and the drag area (ACd). Comfort is also a significant factor in time trial (TT) performance as it determines the ability of the cyclist to maintain position over time. Our works show that comfort can be improved via orthopaedic correction in cyclists affected by lower limb length inequality (LLLI) in the TT position, related to a reduction in pelvis movements. The orthopaedic correction also induces an increase in gross efficiency (+5.7%). Thus, this improvement in comfort could increase the PO and/or the amount of time the aerodynamic position can be maintained during a TT. Therefore, cyclists affected by LLLI should compensate LLLI with individualised foot orthotics to improve their TT performance. In a preliminary study, we also showed that there is a relationship between head movements and ACd. Therefore, cyclists should minimise these movements to minimise their ACd and maximise their performance. Aerodynamic position must be evaluated in real cycling locomotion, whether for the evaluation of A or ACd. We have developed two applications that are a real asset for the dynamic evaluation of aerodynamic drag (Ra) as they make the data analysis more accessible to coaches. Finally, although we have initiated a new method to assess ACd in the aerodynamic position by combining 3D scanning and computational fluid dynamics simulation, this method is also recommended for individualisation of cycling equipment.The seated cycling position can also be optimised by increasing the cyclists’ force effectiveness (FE), regardless of practice level or gender. This increase in FE is mainly due to a decrease in resistive force (Fres) during the upstroke phase of pedalling. Nevertheless, the cyclist should not pull on the pedal to generate propulsive torque because this strategy is counterproductive from an energy point of view. It would be interesting to extend our first study, which was set up in a laboratory, to the field to analyse the biomechanical adaptations of cyclists to the real conditions of locomotion. The differences observed in the laboratory, on level ground and over an uphill grade suggest that cyclists adjust their pedalling technique according to the conditions under which they are performing.Finally, studies of the standing cycling position show that cyclists increase their mechanical cost (MC) (+4.3% in the laboratory vs. +19% in the field) compared to the seated position; however, oxygen consumption was similar between the two positions. These mechanical losses (13 W in the laboratory vs. 49 W in the field) in the standing position are mainly due to increased rolling resistance coefficient (Crr), induced by the lateral sways of the bicycle and therefore torsion of the tyres. Because the observed mechanical losses are higher in the field than on the treadmill, other factors could contribute to this difference, such as Ra (~10 W), the equipment used by cyclists, the Crr of the road surface and the technique adopted. Also, the standing position induces an increase in MC to maintain constant speed when faced with uphill slope variations. Cyclists are therefore strongly recommended to reduce the increase of the MC in standing position compared to the seated position. This reduction in mechanical losses can be achieved by decreasing lateral sways and Ra
Books on the topic "Cyclisme"
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Wilms, Wilfried. Bibliographie cycliste: Un guide des livres sur le cyclisme professionnel. Paris: L'Harmattan, 2012.
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1937-, Thill Fernand, ed. Histoire du cyclisme luxembourgeois. Esch-sur-Alzette (Grand Duché de Luxembourg): Éditions Schortgen, 2010.
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Claude, Droussent, ed. L'année du cyclisme, 1996. 2nd ed. [Paris]: Calmann-Lévy, 1996.
Find full textBook chapters on the topic "Cyclisme"
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Bährle-Rapp, Marina. "cyclisch." In Springer Lexikon Kosmetik und Körperpflege, 137. Berlin, Heidelberg: Springer Berlin Heidelberg, 2007. http://dx.doi.org/10.1007/978-3-540-71095-0_2586.
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Bundság, Éva Szabina, and Sándor Huszár. "Investigation of sense of community among cyclists." In Green and Digital Transitions, 262–69. Szeged, Hungary: Szegedi Tudományegyetem, 2024. http://dx.doi.org/10.14232/gtk.gdtgiss.2024.15.
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Cycling has become determinate in many areas of life. It is a cheap, environmentally friendly and flexible mode of transport, and due to the emergence and development of cycle sport and the growing willingness to follow a healthy lifestyle, cycling provides sports opportunities and the daily exercise for many. The aim of this study[1] is to investigate the sense of community among cyclists by conducting an online survey using validated questions from the Sense of Community Index 2 (SCI-2) model, with 362 responses gathered. According to the results, the interpreted scales were applicable and most of the respondents agreed with the 4 dimensions of the SCI-2 (Membership, Influence, Integration and fulfilment of needs, Shared emotional connection) which assumes that cyclist do feel a kind of community with each other. From a marketing point of view, cycling can be perceived not only as an activity but also as a group of consumers linked to this activity.
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Trommler, Daniel, Claudia Ackermann, Dominik Raeck, and Josef F. Krems. "How Cyclists’ Body Posture Can Support a Cooperative Interaction in Automated Driving." In Cooperatively Interacting Vehicles, 3–17. Cham: Springer International Publishing, 2024. http://dx.doi.org/10.1007/978-3-031-60494-2_1.
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AbstractAutomated driving is continuously evolving and will be integrated more and more into urban traffic in the future. Since urban traffic is characterized by a high number of space-sharing conflicts, the issue of an appropriate interaction with other road users, especially with pedestrians and cyclists, becomes increasingly important. This chapter provides an overview of the research project “KIRa” (Cooperative Interaction with Cyclists in automated Driving), which investigated the interaction between automated vehicles and cyclists according to four project aims. First, the investigation of body posture as a predictor of the cyclists’ starting process. Second, the development of a VR cycling simulation and validation in terms of perceived criticality and experience of presence. Third, the experimental evaluation of a drift-diffusion model for vehicle deceleration detection. And fourth, the investigation of factors affecting cyclists’ gap acceptance. With these research aims, it was the project’s intention to contribute to a better understanding of the cyclists’ perception of communication signals and to improve the ability of automated vehicles to predict cyclists’ intentions. The results can provide an important contribution to the cooperative design of the interaction between automated vehicles and cyclists.
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Bährle-Rapp, Marina. "zyklisch, auch: cyclisch." In Springer Lexikon Kosmetik und Körperpflege, 603. Berlin, Heidelberg: Springer Berlin Heidelberg, 2007. http://dx.doi.org/10.1007/978-3-540-71095-0_11369.
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Ritchie, Andrew. "Black cyclists matter." In Routledge Companion to Cycling, 52–54. London: Routledge, 2022. http://dx.doi.org/10.4324/9781003142041-7.
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Richard, Nicolas. "Une histoire cyclique." In Matière à discorde, 241–55. Rennes: Presses universitaires de Rennes, 2021. https://doi.org/10.4000/1372j.
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Silberer, Jan, Greta Dangel, Thomas Bäumer, Patrick Müller, and Georgios Kotziabassis. "Interests of (In)frequent Bike Users: Analysis of Differing Target Groups’ Needs Concerning the RouteMeSafe Application." In iCity. Transformative Research for the Livable, Intelligent, and Sustainable City, 15–26. Cham: Springer International Publishing, 2022. http://dx.doi.org/10.1007/978-3-030-92096-8_2.
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AbstractCycling is an emission-free and healthy mode of transportation. However, the share of cycling in the modal split is still low. Perceived safety during cycling could be a reason for that. The RouteMeSafe application is developed at Stuttgart University of Applied Sciences with the aim of tackling this issue. A safety routing function is supposed to increase the short-term safety of cycling by showing safe paths for cyclists. Long-term safety is supposed to be increased with the feedback function enabling cyclists to share their evaluation of the cycling infrastructure with the city administration. The safety routing function is currently in the design phase and the feedback function in prototype phase. To develop the application user-friendly, target groups for both functions need to be defined and their expectations considered in the development process. Two studies with infrequent and frequent cyclists have been conducted to do so. Study 1, a user experience study based on a student sample, showed that infrequent cyclists could be a target group for the safety routing function and frequent cyclists could be a target group for the feedback function. The latter was confirmed in study 2, a technology acceptance study based on a sample with frequent cyclists of Stuttgart. Future studies on the application should investigate the long-term technology acceptance of the two groups. This could help to find out whether both groups can serve as target groups on the long run.
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Nepper Larsen, Steen. "Becoming a Cyclist." In Cycling - Philosophy for Everyone, 27–38. Oxford, UK: Wiley-Blackwell, 2010. http://dx.doi.org/10.1002/9781444324679.ch3.
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White, G. D. "The Distracted Cyclist." In The Creative Critic, 55–60. Abingdon, Oxon ; New York, NY : Routledge, 2018.: Routledge, 2018. http://dx.doi.org/10.4324/9781315561059-6.
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Andrews, Neil, and Isabelle Clement. "Invisible Cyclists? Acknowledging the Needs and Rights of Disabled Cyclists." In Cycling Societies, 156–62. Abingdon, Oxon ; New York, NY : Routledge, 2021. | Series: Routledge studies in transport, environment and development: Routledge, 2020. http://dx.doi.org/10.4324/9780429321092-12.
Full textConference papers on the topic "Cyclisme"
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Ardizzoni, Stefano, Mattia Laurini, Rafael Praxedes, Luca Consolini, and Marco Locatelli. "Identification of Cyclists’ Route Choice Criteria." In 2024 IEEE 63rd Conference on Decision and Control (CDC), 6975–80. IEEE, 2024. https://doi.org/10.1109/cdc56724.2024.10886090.
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Yeo, Khystelle, Cheryl Lee, and Stylianos Dritsas. "Shared Pathway Analysis for Pedestrians, Cyclists and ePMD users." In CAADRIA 2024: Accelerated Design, 465–74. CAADRIA, 2024. http://dx.doi.org/10.52842/conf.caadria.2024.2.465.
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Nedyalkov, Ivaylo, Alec Cunningham, and Adam Lovell. "Effects of Cyclist Size and Position Within Formations on Drag and Side Force in the Presence of Cross Winds." In ASME-JSME-KSME 2019 8th Joint Fluids Engineering Conference. American Society of Mechanical Engineers, 2019. http://dx.doi.org/10.1115/ajkfluids2019-5476.
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Abstract In the absence of cross-winds, a cyclist can expend up to 90% of their energy to overcome drag and can save up to 30% of that energy if riding behind another cyclist. The aerodynamic forces acting on cyclists in the presence of cross wind have not been studied in much detail. The effect of the offset distances between cyclists on the aerodynamic forces has been investigated in the literature for configurations of two cyclists. In the present study, 1:11 scale models of two different cyclists were rapid-prototyped and tested in a wind tunnel. The effect of the size of the cyclist was studied by placing the larger cyclist model behind the smaller one; the smaller behind the larger one; and the larger model behind an identical (larger model) copy. The effect of position within the group was studied by measuring the forces on each of the four cyclists placed in a favorable formation. The results suggest that the size of the cyclist matters, particularly when the leading cyclist is smaller than the drafting cyclist, and the effect is more prominent for the side forces. The results also show that in a formation of four cyclists, the leading cyclist experiences minor drag reduction compared to riding alone. The second and third cyclists experience the largest force reductions within the group, and the fourth cyclist experiences force reduction, which is not as significant. The results appear to be dependent on the Reynolds number, but may still be valuable for racing strategies and recreational cycling.
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Leschik, Claudia, Meng Zhang, and Kay Gimm. "Analysis of stopping behaviour of cyclists at a traffic light-controlled intersection using trajectory data." In The Evolving Scholar - BMD 2023, 5th Edition. The Evolving Scholar - BMD 2023, 5th Edition, 2023. http://dx.doi.org/10.59490/65e0736e3d3955984cdf53a6.
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Cyclists have various route options to get to their destination. They can share lanes with vehicles, share lanes with pedestrians, or have their own lane. In Germany there are often marked lanes across intersections and stop lines in front of the crossing, guiding the cyclists their way. However, these markings are not always respected in the way they should be. This study is intended to examine the stopping behaviour of cyclists at a traffic light-controlled intersection. A distinction was made between single cyclists (n = 1,411) and cyclist groups (more than one cyclist; n = 475). The stopping area was divided into polygons to understand where most people stop before an intersection. Furthermore, it was examined where people continued to ride after stopping (bicycle or pedestrian crossing) and this was compared with cyclists who did not stop. The aim of this study is to investigate cyclists’ stopping behaviour (e.g. stopping position) at intersections with consideration of the impact of groups, wrong-way cycling and road usage. It is to be investigated whether single cyclists behave differently than cyclist groups and whether there are differences in the two groups for wrong way cyclists. Both - single cyclists (69.38%) and cyclist groups (84.57%) - crossed the intersection more frequently without stopping within the observation period. In all cases, cyclists stopped mostly at the bicycle stopping line or used the bicycle crossing, thereby complying with the law. Most wrong way cyclists on the bicycle crossing were found for single cyclists with stopping (10%, n = 27) and cyclist groups with stopping (8%, n = 12). The speeds between single cyclists and cyclist groups differ slightly, and the stopping behaviour is very similar if the bicycle crossing is used after the stop. The study shows that cyclists also stop far away from the intersection at unexpected positions that may not be in the field of vision of autonomous vehicles. Nevertheless, the cyclists still cross the intersection, partly also on the footpath, which is not rule compliant and unexpected. The information can be used to improve models of cyclists’ behaviour, for example, in microscopic simulations, in which cyclists only stop at clearly defined locations. Knowledge about the stopping position and the further crossing of the intersection can help to make simulations more realistic, e.g. when planning or changing new infrastructure. Furthermore, the results of this study will provide further knowledge, which helps developing autonomous driving functions to correctly anticipate cycling behaviour at intersections.
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Polanco, Alejandra, Edoardo Marconi, Luis Muñoz, Daniel Suárez, and Alberto Doria. "Effect of Rider Posture on Bicycle Comfort." In ASME 2019 International Design Engineering Technical Conferences and Computers and Information in Engineering Conference. American Society of Mechanical Engineers, 2019. http://dx.doi.org/10.1115/detc2019-97763.
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Abstract Cyclists are exposed to vibration due to road roughness. The levels of vibration that the cyclists experience have a major effect on comfort and depend on the bicycle, rider and road characteristics. It is known that the posture of the cyclist has a relevant effect on the bicycle-cyclist system vibration response. Nevertheless, this effect has been scarcely quantified. This study focuses on the measurement of the effect of body posture on comfort while riding a bicycle. A laboratory methodology based on the measurement of the impulsive response of sensitive points of the bicycle was implemented to predict the comfort of cyclists on the road. The posture on the sagittal plane was verified during the tests. The methodology was implemented to predict the comfort of two cyclists riding a city bicycle in two postures: upright and bent forward. Experimental results showed that in the bent forward posture the acceleration levels had a significant increment for the handlebar stem and a non-significant increment for the seatpost.
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Hegna Berge, Siri, Joost de Winter, Yan Feng, and Marjan Hagenzieker. "Phantom braking in automated vehicles: A theoretical outline and cycling simulator demonstration." In 15th International Conference on Applied Human Factors and Ergonomics (AHFE 2024). AHFE International, 2024. http://dx.doi.org/10.54941/ahfe1005212.
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The emerging use of automated driving systems introduces novel situations that may affect the safety of vulnerable road users such as cyclists. In this paper, we explain and conceptualise the phenomenon of phantom braking – sudden and unexpected deceleration – in automated vehicles. We apply signal detection theory to interpret phantom braking as a by-product of automated decision-making, with the vehicle favouring the avoidance of accidents at the cost of potentially causing rear-end accidents. To illustrate phantom braking and its effects on cyclists, we used a newly developed cycling simulator. An exploratory measurement conducted with a single cyclist participant revealed a possible complacency effect of the cyclist, with the cyclist’s decision-making mirroring the automated vehicle’s decision-making. The findings provide a testament to using cycling simulators for further exploration of the effects of phantom braking on cyclists.
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Raeck, Dominik, Timo Pech, and Klaus Mößner. "Trajectory forecast for cyclists in cooperative interactions with automated vehicles." In 8th International Conference on Human Interaction and Emerging Technologies. AHFE International, 2022. http://dx.doi.org/10.54941/ahfe1002781.
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In shared traffic spaces like intersections cooperative behavior can be crucial for safe and comfortable interactions of traffic participants. In mixed urban traffic, VRUs like cyclists need special attention in interactions with autonomous vehicles. The goal of this work is to provide the automated vehicle with trajectory information of the cyclist, to be able to take the behavioral intention of the cyclist into account and make a cooperative reaction possible. This is achieved through a trajectory forecast of the cyclist, which allows for the possibility to estimate his course of movement within a limited time frame. Multiple algorithms for a trajectory forecast have been implemented, compared and evaluated. The results of this research work showed that a CNN can be used to integrate data of various types in order to accomplish a trajectory forecast for cyclists.
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Uttley, J., S. Fotios, R. Lovelace, and E. Vidal-Tortosa. "CYCLIST FATALITIES INCREASE ON UNLIT ROADS." In CIE 2023 Conference. International Commission on Illumination, CIE, 2023. http://dx.doi.org/10.25039/x50.2023.op036.
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Darkness discourages cycling. A major reason for this is perceptions of safety – cycling after dark feels more dangerous as it is more difficult to see hazards in the path, and the cyclist is less conspicuous to motorists. Are these perceptions justified? To find out we assessed the accuracy of such perceptions by analysing crash data from Great Britain to understand the risk darkness poses to cyclists. We found that darkness increases the risk of being involved in a crash, but we did not find darkness increases the risk of being killed, while cycling. However, we did find that the odds of a cyclist being killed in a crash after dark are eight times higher on unlit roads than on lit roads, before accounting for confounding variables such as road speed limits and other road characteristics associated with presence/absence of lighting. These findings help develop the evidence that is needed to ensure cyclists are accounted for in lighting design guidance.
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Waidyalankara, S. A. R., S. M. Dassanayake, and V. Jayasooriya. "Cycling routes to mitigate heat stress on cyclists in tropical urban environments: an extendable agent-based modeling framework for strategic decision-making and business applications." In International Conference on Business Research, 259–62. Business Research Unit (BRU), 2024. https://doi.org/10.31705/icbr.2024.20.
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Heat stress is a significant concern for cyclists in tropical urban environments, impacting both their well-being and overall thermal comfort. While extensive research has been conducted globally to mitigate heat stress, particularly in cold climate cities where winter heat stress reduces urban thermal comfort, the focus has largely been on pedestrian thermal comfort. Research on addressing heat stress among cyclists, especially in tropical urban settings, remains limited. The optimization of cycling routes to minimize perceived heat stress and improve thermal comfort is an area that has not been extensively explored. This study addresses these research gaps by introducing a novel and effective methodology utilizing an Agent-Based Model to assist urban cyclists in selecting routes that minimize heat stress. By doing so, the study aims to enhance the thermal comfort of cyclists in tropical cities, contributing to a more sustainable and cyclist-friendly urban environment.
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Lima, Lucas M. S. M., and Frederico M. Bublitz. "Sistema de Adequação Ciclistas Recreativos Ergonômica para Ciclistas Recreativos." In XVIII Simpósio Brasileiro de Computação Aplicada à Saúde. Sociedade Brasileira de Computação - SBC, 2018. http://dx.doi.org/10.5753/sbcas.2018.3691.
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Ergonomics in cycling is an important factor for the prevention of musculoskeletal injuries and performance improvement. Its application resulted in the creation of models responsible for the suitability of the bicycle to the physical characteristics of the cyclist. The proposed methodologies are based on anthropometric and postural assessments. There are commercial techniques for this purpose, but the factors make the demotivating investment for recreational cyclists. Aiming at these challenges was developed the Bike Sense, a system of aid in the ergonomic adaptation of cyclists that seeks to promote simple assessments, fast and without the need for training.
Reports on the topic "Cyclisme"
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Paulsen, Kirk. Cyclists' Queue Discharge Characteristics at Signalized Intersections. Portland State University Library, January 2000. http://dx.doi.org/10.15760/etd.6342.
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Sarofim, Samer. Developing an Effective Targeted Mobile Application to Enhance Transportation Safety and Use of Active Transportation Modes in Fresno County: The Role of Application Design & Content. Mineta Transportation Institute, July 2021. http://dx.doi.org/10.31979/mti.2021.2013.
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This research empirically investigates the need for, and the effective design and content of, a proposed mobile application that is targeted at pedestrians and cyclists in Fresno County. The differential effect of the proposed mobile app name and colors on the target audience opinions was examined. Further, app content and features were evaluated for importance and the likelihood of use. This included design appeal, attractiveness, relevance, ease of navigation, usefulness of functions, personalization and customization, message recipients’ attitudes towards message framing, and intended behaviors related to pedestrian, cyclist, and motorist traffic safety practices. Design mobile application features tested included image aesthetics, coherence and organization, and memorability and distinction. Potential engagement with the mobile app was assessed via measuring the users’ perceived enjoyment while using the app. The behavioral intentions to adopt the app and likelihood to recommend the app were assessed. The willingness to pay for purchasing the app was measured. This research provided evidence that a mobile application designed for pedestrians and cyclists is needed, with high intentions for its adoption. Functions, such as Safety Information, Weather Conditions, Guide to Trails, Events for Walkers and Bikers, and Promotional Offers are deemed important by the target population. This research was conducted in an effort to increase active transportation mode utilization and to enhance the safety of vulnerable road users. The public, city administrators, transportation authorities, and policy makers shall benefit from the results of this study by adapting the design and the features that are proposed in this research and were found appealing and useful for the target vulnerable road user groups. The need of the proposed mobile application and its main functions are established, based on the results of this research, which propagates further steps of implementation by city administrators and transportation authorities.
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Davoudi Kakhki, Fatemeh, and Maria Chierichetti. Exploring the Relationship Between Mandatory Helmet Use Regulations and Adult Cyclists’ Behavior in California Using Hybrid Machine Learning Models. Mineta Transportation Institute, October 2021. http://dx.doi.org/10.31979/mti.2021.2024.
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In California, bike fatalities increased by 8.1% from 2015 to 2016. Even though the benefits of wearing helmets in protecting cyclists against trauma in cycling crash has been determined, the use of helmets is still limited, and there is opposition against mandatory helmet use, particularly for adults. Therefore, exploring perceptions of adult cyclists regarding mandatory helmet use is a key element in understanding cyclists’ behavior, and determining the impact of mandatory helmet use on their cycling rate. The goal of this research is to identify sociodemographic characteristics and cycling behaviors that are associated with the use and non-use of bicycle helmets among adults, and to assess if the enforcement of a bicycle helmet law will result in a change in cycling rates. This research develops hybrid machine learning models to pinpoint the driving factors that explain adult cyclists’ behavior regarding helmet use laws.
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Sarofim, Samer, and Aly Tawfik. Creating Safer Communities for the Use of Active Transportation Modes in California: The Development of Effective Communication Message Strategy for Vulnerable Road Users. Mineta Transportation Institute, July 2022. http://dx.doi.org/10.31979/mti.2021.2030.
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Despite increased efforts to improve safety in recent years (e.g., the Focus Cities Program in California), California continues to have a high rate of pedestrian and bicyclist fatalities. Currently, the state currently lacks a cohesive messaging strategy to improve behaviors related to pedestrian and cyclist traffic safety practices. To fulfill this need, this research showcases the differential effect of message framing on attitudes and intended behaviors related to pedestrian and cyclists traffic safety practices. This project investigated factors & risky behaviors contributing to accidents involving vulnerable road users, preventive measures to decrease accidents involving vulnerable road users, and more. The qualitative analysis presented a significant lack of coherent, long-term, evidence-based communication strategies that aimed at enhancing the safety of vulnerable road users in California. Quantitatively, this research also experimentally investigated various messages, employing different time horizons and regulatory focus message framings. Findings indicate that the messages with a limited time horizon tend to be associated with better safety perceptions and attitudes than messages with an expansive time horizon. California transportation authorities, professionals, and advocacy groups will be able to use this information to effectively allocate the communication effort and spending to induce attitudinal and behavioral change that can impact the safety of active transportation modes.
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Sarofim, Samer, and Aly Tawfik. Creating Safer Communities for the Use of Active Transportation Modes in California: The Development of Effective Communication Message Strategy for Vulnerable Road Users. Mineta Transportation Institute, July 2022. http://dx.doi.org/10.31979/mti.2022.2030.
Full textAbstract:
Despite increased efforts to improve safety in recent years (e.g., the Focus Cities Program in California), California continues to have a high rate of pedestrian and bicyclist fatalities. Currently, the state currently lacks a cohesive messaging strategy to improve behaviors related to pedestrian and cyclist traffic safety practices. To fulfill this need, this research showcases the differential effect of message framing on attitudes and intended behaviors related to pedestrian and cyclists traffic safety practices. This project investigated factors & risky behaviors contributing to accidents involving vulnerable road users, preventive measures to decrease accidents involving vulnerable road users, and more. The qualitative analysis presented a significant lack of coherent, long-term, evidence-based communication strategies that aimed at enhancing the safety of vulnerable road users in California. Quantitatively, this research also experimentally investigated various messages, employing different time horizons and regulatory focus message framings. Findings indicate that the messages with a limited time horizon tend to be associated with better safety perceptions and attitudes than messages with an expansive time horizon. California transportation authorities, professionals, and advocacy groups will be able to use this information to effectively allocate the communication effort and spending to induce attitudinal and behavioral change that can impact the safety of active transportation modes.
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Wang, Chih-Hao, and Na Chen. Do Multi-Use-Path Accessibility and Clustering Effect Play a Role in Residents' Choice of Walking and Cycling? Mineta Transportation Institute, June 2021. http://dx.doi.org/10.31979/mti.2021.2011.
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The transportation studies literature recognizes the relationship between accessibility and active travel. However, there is limited research on the specific impact of walking and cycling accessibility to multi-use paths on active travel behavior. Combined with the culture of automobile dependency in the US, this knowledge gap has been making it difficult for policy-makers to encourage walking and cycling mode choices, highlighting the need to promote a walking and cycling culture in cities. In this case, a clustering effect (“you bike, I bike”) can be used as leverage to initiate such a trend. This project contributes to the literature as one of the few published research projects that considers all typical categories of explanatory variables (individual and household socioeconomics, local built environment features, and travel and residential choice attitudes) as well as two new variables (accessibility to multi-use paths calculated by ArcGIS and a clustering effect represented by spatial autocorrelation) at two levels (level 1: binary choice of cycling/waking; level 2: cycling/walking time if yes at level 1) to better understand active travel demand. We use data from the 2012 Utah Travel Survey. At the first level, we use a spatial probit model to identify whether and why Salt Lake City residents walked or cycled. The second level is the development of a spatial autoregressive model for walkers and cyclists to examine what factors affect their travel time when using walking or cycling modes. The results from both levels, obtained while controlling for individual, attitudinal, and built-environment variables, show that accessibility to multi-use paths and a clustering effect (spatial autocorrelation) influence active travel behavior in different ways. Specifically, a cyclist is likely to cycle more when seeing more cyclists around. These findings provide analytical evidence to decision-makers for efficiently evaluating and deciding between plans and policies to enhance active transportation based on the two modeling approaches to assessing travel behavior described above.
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Kusuma, Donny Ardi. The tech that keeps pro cyclists on track for success. Edited by Ria Ernunsari and Chris Bartlett. Monash University, January 2023. http://dx.doi.org/10.54377/9793-0e03.
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Duncan, Allison. Cyclist Path Choices Through Shared Space Intersections in England. Portland State University Library, January 2000. http://dx.doi.org/10.15760/etd.2700.
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Kulhandjian, Hovannes. Smart Robot Design and Implementation to Assist Pedestrian Road Crossing. Mineta Transportation Institute, June 2024. http://dx.doi.org/10.31979/mti.2024.2353.
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This research focuses on designing and developing a smart robot to assist pedestrians with road crossings. Pedestrian safety is a major concern, as highlighted by the high annual rates of fatalities and injuries. In 2020, the United States recorded 6,516 pedestrian fatalities and approximately 55,000 injuries, with children under 16 being especially vulnerable. This project aims to address this need by offering an innovative solution that prioritizes real-time detection and intelligent decision-making at intersections. Unlike existing studies that rely on traffic light infrastructure, our approach accurately identifies both vehicles and pedestrians at intersections, creating a comprehensive safety system. Our strategy involves implementing advanced Machine Learning (ML) algorithms for real-time detection of vehicles, pedestrians, and cyclists. These algorithms, executed in Python, leverage data from LiDAR and video cameras to assess road conditions and guide pedestrians and cyclists safely through intersections. The smart robot, powered by ML insights, will make intelligent decisions to ensure a safer and more secure road crossing experience for pedestrians and cyclists. This project is a pioneering effort in holistic pedestrian safety, ensuring robust detection capabilities and intelligent decision-making.
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Kachadoorian, Carol. Cycling Past 50: A Closer Look into the World of Older Cyclists. Mineta Transportation Institute, April 2021. http://dx.doi.org/10.31979/mti.2021.2112.
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