Academic literature on the topic 'Road cyclists'
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Journal articles on the topic "Road cyclists"
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Gitelman, Victoria, Anna Korchatov, and Wafa Elias. "Speeds of Young E-Cyclists on Urban Streets and Related Risk Factors: An Observational Study in Israel." Safety 6, no. 2 (June 18, 2020): 29. http://dx.doi.org/10.3390/safety6020029.
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In Israel, a growing use of electric bicycles by youngsters has been noted, with an increase in related injuries. In this study, an observational survey was conducted on typical urban streets, aiming to characterize the riding speeds of young e-cyclists compared to regular cyclists and the associated risk factors in their behaviors. The survey covered 39 sites in eight cities, and included 1054 cyclists. The results showed that mean speeds of young e-cyclists were higher than those of regular cyclists at all types of sites, with a difference of 6–9 km/h. The mean speeds of e-bicycles were below 25 km/h, as prescribed by law, but the 85-percentile speeds were higher. E-cyclist speeds depend on the type of street, road layout and place of riding. More e-cyclists used the roadway compared to regular cyclists, however, on divided roads, more e-cyclists used sidewalks in spite of the law prohibition, thus endangering pedestrians. The majority of cyclists did not wear helmets. The unsafe behaviors of teenage e-cyclists increase the injury risk for themselves and for other road-users. Thus, separate bicycle infrastructure should be promoted in the cities. Road safety education and training of young e-cyclists with stronger enforcement of traffic regulations are also needed.
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Ayachi, Fouaz S., Jean-Marc Drouet, Yvan Champoux, and Catherine Guastavino. "Perceptual Thresholds for Vibration Transmitted to Road Cyclists." Human Factors: The Journal of the Human Factors and Ergonomics Society 60, no. 6 (June 22, 2018): 844–54. http://dx.doi.org/10.1177/0018720818780107.
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Objectives: In this article, we seek to determine how sensitive road cyclists are to vertical vibration transmitted while riding a road bicycle and to propose metrics for the evaluation of dynamic comfort. Background: Road cyclists are exposed to random-type excitation due to road roughness. Vibration transmitted affects dynamic comfort. But how sensitive are cyclists to vibration level? What are the best metrics to measure the amount of vibration transmitted to cyclists? Previous studies used sinusoidal excitation with participants on rigid seats and measured acceleration. Methods: We use a psychophysical estimation of Just Noticeable Differences in Level (JNDL) for vertical vibration transmitted to cyclists on a road simulator. In Experiment 1, we estimate the JNDL for whole-body vibration using vertical excitation on both wheels simultaneously (20 male cyclists). In Experiment 2, we estimate the JNDL at two different points of contact by applying the same signal to only the hands or the buttocks (9 male cyclists). Results: The JNDLs are expressed in terms of acceleration and power transmitted to the cyclist. We compare the JNDLs expressed with these 2 metrics and measured at different points of contact. Conclusion: Using these two metrics and at all points of contact, vibration magnitude needs to be reduced by at least 15%, for the change to be detectable by road cyclists. Application: A road bicycle needs to transmit at least 15% less vibration for male cyclists to detect an improvement in dynamic comfort. Dynamic bicycle comfort can be measured in terms of a new metric: power transmitted to the cyclist.
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Shahraki, Farideh Foroozandeh, Ali Pour Yazdanpanah, Emma E. Regentova, and Venkatesan Muthukumar. "A Trajectory Based Method of Automatic Counting of Cyclist in Traffic Video Data." International Journal on Artificial Intelligence Tools 26, no. 04 (August 2017): 1750015. http://dx.doi.org/10.1142/s0218213017500154.
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Due to the growing number of cyclist accidents on urban roads, methods for collecting information on cyclists are of significant importance to the Department of Transportation. The collected information provides insights into solving critical problems related to transportation planning, implementing safety countermeasures, and managing traffic flow efficiently. Intelligent Transportation System (ITS) employs automated tools to collect traffic information from traffic video data. One of the important factors that influence cyclists safety is their counts. In comparison to other road users, such as cars and pedestrians, the automated cyclist data collection is relatively a new research area. In this work, we develop a vision-based method for gathering cyclist count data at intersections and road segments. We implement a robust cyclist detection method based on a combination of classification features. We implement a multi-object tracking method based on the Kernelized Correlation Filters (KCF) in cooperation with the bipartite graph matching algorithm to track multiple cyclists. Then, a trajectory rebuilding method and a trajectory comparison model are applied to refine the accuracy of tracking and counting. The proposed method is the first cyclist counting method, that has the ability to count cyclists under different movement patterns. The trajectory data obtained can be further utilized for cyclist behavioral modeling and safety analysis.
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Aultman-Hall, Lisa, Fred L. Hall, and Brian B. Baetz. "Analysis of Bicycle Commuter Routes Using Geographic Information Systems: Implications for Bicycle Planning." Transportation Research Record: Journal of the Transportation Research Board 1578, no. 1 (January 1997): 102–10. http://dx.doi.org/10.3141/1578-13.
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A geographic information system (GIS) network data base is used to determine the characteristics of 397 routes used by commuter cyclists in Guelph, Ontario, Canada, and to compare them with the shortest-path routes between each origin and destination. The analysis of route data provides useful insight for understanding factors affecting travel behavior and in this case provides quantitative support for many existing assumptions regarding commuter cyclist behavior. Most commuters divert very little from their minimum path (0.4 km on average) and are found to use major road routes. The cyclists tend to avoid grades, grade-separated railway crossings, and high-activity areas, but not road (as opposed to pedestrian) bridges. Cyclists use traffic signals especially for crossing major roadways and turning. The high-quality direct off-road paths are used only infrequently by the commuter cyclists and the lower quality ones even less. The results of this analysis suggest that efforts to accommodate current commuter cyclists should be focused on improving cycling conditions on the road network, such as providing wider curb lanes, or actuated traffic signal detectors that recognize the presence of bicycles. If potential new commuters are similar to the minority of current commuter cyclists in this study who use mainly local roads, paths or trails, then projects that make the network of local roads and pathways more connective and direct may encourage a higher level of commuter cycling.
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Patterson, J. Megan M., Marissa M. Jaggars, and Martin I. Boyer. "Ulnar and Median Nerve Palsy in Long-distance Cyclists." American Journal of Sports Medicine 31, no. 4 (July 2003): 585–89. http://dx.doi.org/10.1177/03635465030310041801.
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Background Although case reports have identified the presence of distal ulnar nerve sensory and motor dysfunction in long-distance cyclists, the actual incidence of this condition, referred to as “cyclist's palsy,” is unknown. Purpose To determine the incidence of distal ulnar nerve compression in cyclists. Study Design Prospective study. Methods Twenty-five road or mountain bike riders responded to a questionnaire and were then physically examined and interviewed before and after a 600-km bicycle ride. Results Twenty-three of the 25 cyclists experienced either motor or sensory symptoms, or both. Motor symptoms alone occurred in 36% of the hands (11 cyclists) tested; no significant difference in the incidence of motor symptoms was found among cyclists of various experience levels or based on handlebar types (mountain bike versus road bike). Sensory symptoms alone occurred in 10% of hands (four cyclists) tested, with the majority of these being in the ulnar distribution. A significantly higher proportion of mountain bike riders had sensory deficits compared with road bike riders; however, there was no significant difference in the occurrence of sensory deficits based on level of experience. A total of 24% of the hands (eight cyclists) tested experienced a combination of motor and sensory symptoms. These motor and sensory symptoms were equally distributed between road bike riders and mountain bike riders and riders of various experience levels. Conclusions Cyclist's palsy occurs at high rates in both experienced and inexperienced cylists. Steps may be taken to decrease the incidence of cyclist's palsy; these include wearing cycling gloves, ensuring proper bicycle fit, and frequently changing hand position.
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Dela Cruz, Francis Jose, Wilfredo Dalugdog, and Mario Briones. "Safety Awareness of Cyclists in the Province of Laguna, Philippines." International Review of Social Sciences Research 3, no. 1 (January 7, 2023): 1–22. http://dx.doi.org/10.53378/352959.
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This study aims to document the cyclists’ safety awareness in the province of Laguna, Philippines in terms of cycling safety gears, bike maintenance, cyclist hand signals, and road signage. The descriptive research design was utilized using a self-made survey questionnaire distributed conveniently to 126 cyclist-respondents within the province. The data was interpreted and analyzed using basic, item analysis, and Pearson correlation. The survey found that cyclists are most aware of the majority of the indicators, but are more aware of some of the indicators used for cyclist safety gear, bike maintenance, and road signage. Likewise, it becomes easy for the cyclists to ask the cyclists hand signals, except the two items. It was observed that the civil status, medical health condition, cycling per hour, bike availability, cycling objectives and cycling related accidents of the cyclist – respondents have significant relationship to the cycling safety awareness.
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Chaloux, Nick, and Ahmed El-Geneidy. "Rules of the Road: Compliance and Defiance among the Different Types of Cyclists." Transportation Research Record: Journal of the Transportation Research Board 2673, no. 9 (May 3, 2019): 34–43. http://dx.doi.org/10.1177/0361198119844965.
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Although cycling has become a more attractive option to commuters in many North American cities recently, significant apprehension remains around its safety. Though risks experienced by cyclists are diverse, the idea that they are because of scofflaw cyclists—cyclists who regularly ignore the rules of the road—remains prevalent. Improving cycling safety requires countering this idea, and therefore an understanding of how different cyclists act under the existing rules. Using a survey of 1,329 cyclists in Montreal, Canada, this study generated a typology of cyclists based on cycling motivations and behaviors and conducted comparisons based on their responses to four cycling rule-breaking scenarios. Our study shows that all cyclist types contravene traffic laws in similar ways, and 0.6% of respondents consistently follow the traffic laws. Breaking the law was often considered the safest option by respondents, which reflects a disconnect between the safety goals of traffic laws and the reality on the streets based on the perspectives of different cyclist types. Although cyclist types may act similarly in response to existing laws, they still respond uniquely to policies aimed at increasing rule adherence. Targeted interventions aimed at educating young cyclists, improving dedicated infrastructure, and prioritizing cycling traffic could increase rule compliance across all types. Through our study, planners, policy makers, and law enforcement could improve cycling safety by better understanding the behavior and rationale taken by cyclists.
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Hebisz, Rafal, Jacek Borkowski, and Paulina Hebisz. "Creatine Kinase and Myoglobin Plasma Levels in Mountain Bike and Road Cyclists 1 h after the Race." International Journal of Environmental Research and Public Health 19, no. 15 (August 2, 2022): 9456. http://dx.doi.org/10.3390/ijerph19159456.
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The aim of this study was to determine if 1 h after a cycling race, changes in plasma creatine kinase activity (CK) and myoglobin concentrations (MB) differ between mountain bike and road cyclists and if these changes show any correlation with race performance. Male mountain bike cyclists (n = 11) under 23 years old and male road cyclists (n = 14), also under 23 years old, were studied following one of their respective races. The cyclists had blood drawn 2 h before and 1 h after the race to assess CK and MB, then the change in pre- and post-race difference was calculated (ΔCK and ΔMB). Each cyclist’s performance time was recorded and the time difference from the winner was calculated (TD). The cyclists’ aerobic capacity was assessed during the incremental test, which determines maximal oxygen uptake and maximal aerobic power. It was observed that 1 h after the cycling race, CK (p = 0.001, η2 = 0.40, F = 15.6) and MB (p = 0.000, η2 = 0.43, F = 17.2) increased, compared to pre-race values. Post-race CK increased only in road cyclists, while post-race MB increased only in mountain bike cyclists. Smaller TD were found for lower ΔMB in road cyclists but for higher ΔCK in mountain bike cyclists.
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López, Griselda, Rosa Arroyo, and Alfredo García. "Structural Equation Approach to Analyze Cyclists Risk Perception and Their Behavior Riding on Two-Lane Rural Roads in Spain." Sustainability 13, no. 15 (July 28, 2021): 8424. http://dx.doi.org/10.3390/su13158424.
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The use of bicycles on two-lane rural roads in Spain has been increasing in recent years. However, these roads have no bicycle infrastructure, being cyclists forced to share the road and interact with motorized vehicles. In rural environments, the interaction between road users from the cyclist’s point of view is still not well understood. To analyze it, the relationships between risk perceptions and behavioral factors of rural cyclists according to their demographic characteristics, profile, and self-reported knowledge on traffic rules were obtained. An online survey was used, which collected the opinion of 523 cyclists. Data were analyzed by using structural equation models. The Thurstonian Item Response Theory approach was adopted to include raking responses. Different perceptions among demographic groups were found. Younger cyclists present the lowest risk perception while having a higher risk behavior. The knowledge about traffic rules was correlated with safety behavior, showing the importance of this factor. These results are in line with urban cycling. However important differences under risk elements for rural cyclists, mainly associated with potential hazards on the shoulder, have been drawn. These findings may help policy makers to integrate cycling with vehicular traffic on two-lane rural roads in a safe way.
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Swain, D. P., J. R. Coast, P. S. Clifford, M. C. Milliken, and J. Stray-Gundersen. "Influence of body size on oxygen consumption during bicycling." Journal of Applied Physiology 62, no. 2 (February 1, 1987): 668–72. http://dx.doi.org/10.1152/jappl.1987.62.2.668.
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Energy in bicycling is primarily expended to overcome air resistance, which is proportional to a cyclist's surface area (SA). Thus we hypothesized that large cyclists should have a lower O2 consumption normalized to body weight (VO2/BW) than small cyclists because of the former's lower SA/BW. We measured the VO2/BW of small (BW = 59.4 +/- 4.1 kg) and large (BW = 84.4 +/- 3.2 kg) cyclists while they bicycled on a flat road at 10, 15, and 20 mph. The large cyclists had a 22% lower VO2/BW than the small cyclists at all speeds. However, the SA/BW ratio of the large cyclists was only 11% lower than that of the small cyclists. We then photographically determined the frontal area (FA) of the cyclists in a racing posture, and found that the large cyclists had a 16% lower FA/BW ratio than the small cyclists. We conclude that large cyclists are at a distinct advantage, in terms of VO2/BW, while bicycling on level roads, and this advantage is principally due to their lower FA/BW ratio.
Dissertations / Theses on the topic "Road cyclists"
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Balogh, Samu Márton. "Perceived safety of cyclists : The role of road attributes." Thesis, KTH, Urbana och regionala studier, 2017. http://urn.kb.se/resolve?urn=urn:nbn:se:kth:diva-214830.
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Objectives Although the lack of perceived safety is an important deterrent to cycling, available knowledge is not comprehensive enough. The aim of this research is to contribute to academic knowledge by exploring the role of road section attributes in perceived safety of cyclists and to develop a method to use the theoretical results in practice. Methods A stated choice survey is carried out to estimate the effects of selected infrastructure attributes on perceived safety. A multinomial logit (MNL) model is used to estimate the effects. Results are used to develop an infrastructure assessment tool by counting aggregate perceived safety utility values of road sections. Results Cyclists perceive the presence of dedicated cycling facilities and physical separation similarly important, while other attributes (traffic volume, speed reduction and adjacent car parking) turned out to be less important. The Subjective Safety Score can be consciously used to evaluate existing and planned road sections and compare different design alternatives. Conclusions The results give a strong support for using physically separated cycling facilities (cycle tracks for example) to engage people to cycling. Further research is recommended to explore the effects of intersection attributes and to include interaction effects of attributes as well.
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PENNA, MARCELO HENRIQUE LUTTERBACH. "POSTMODERN CONSUMER TRIBES: AN EXPLORATORY STUDY ON ROAD CYCLISTS." PONTIFÍCIA UNIVERSIDADE CATÓLICA DO RIO DE JANEIRO, 2010. http://www.maxwell.vrac.puc-rio.br/Busca_etds.php?strSecao=resultado&nrSeq=16730@1.
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O Pós-Modernismo tem sido objeto de estudo de inúmeros trabalhos
acadêmicos que abordam suas características de fragmentação, heterogeneidade,
convívio com ideais conflitantes e descrença na existência de verdades únicas e
explicações universais (COVA, 1996a). Para definir suas estratégias, as
pesquisas pós-modernas devem consideram a existência de microgrupos sociais,
criados livremente pelas pessoas de acordo com suas escolhas afetivas
(MAFFESOLI, 2006). Também denominados neotribos, tribos, comunidades ou
grupos pós-modernos (COVA, 1996a; MAFFESOLI, 2006), eles conectam
pessoas através de fatores como localidade, afinidade, emoção e paixão;
possuem rituais, cultuam símbolos, além de consumirem produtos e serviços por
seu valor de ligação, ou seja, por gerarem interação social entre seus membros
(COVA, 1997). O objetivo principal deste trabalho é verificar se e como as
características das tribos pós-modernas se aplicam aos ciclistas de estrada,
compreender como ocorrem suas experiências de consumo e identificar de que
forma o valor de ligação está presente em suas atividades. O Grupo Walter
Tuche, que reúne no Rio de Janeiro cerca de 130 ciclistas de estrada, foi
selecionado para esta pesquisa de caráter exploratório. A escolha do tema visa
contribuir para a disciplina do marketing tanto do ponto de vista de mercado,
quanto academicamente, face à importância de se compreender as tribos de
consumo dentro da realidade pós-moderna e à escassez de estudos acerca das
comunidades esportivas. Os resultados sugerem que os ciclistas do grupo
possuem hábitos típicos de uma tribo pós-moderna e têm no ato de pedalar um
meio de ligação social e de atribuir significado às suas vidas.Postmodernism has been the focus of a growing number of academic studies, which research its characteristics, such as fragmentation, heterogeneity, juxtaposition of opposites and the disbelief in definite truths and universal explanations (COVA, 1996a). To define its strategies, postmodern researches should consider the existence of social microgroups, created freely by individuals, based on their emotional choices (MAFFESOLI, 2006). Also named neotribes, tribes, communities or postmodern groups (COVA, 1996a; MAFFESOLI, 2006), they bring together people through values such as locality, affinity, emotion and passion; have rituals and worship symbols, besides consuming products and services due to their capacity of creating social interactions - linking value (COVA, 1997). The main purpose of this work is to identify if and how the characteristics of the postmodern tribes apply to road cyclists, as to understand how their consumption works and verify the existence of linking values on its structure. The Walter Tuche Group, which gathers around 130 road cyclists in Rio de Janeiro, Brazil, was selected for this exploratory research. The subject’s choice aims at contributing to the marketing discipline academically and to the sport consumption business perspective, not only due to the importance of understanding consumers’ tribes on a postmodern view, but also due to the lack of studies on sport communities. The results suggest that the cycling group members possess habits peculiar to postmodern tribes and that their members consider the act of cycling as a mean to give purposes to their lives.
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Coleman, Damian Alan. "The energetics of competitive road race cycling." Thesis, University of Kent, 2001. http://ethos.bl.uk/OrderDetails.do?uin=uk.bl.ethos.365247.
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Schleinitz, Katja. "Cyclists’ road safety - Do bicycle type, age and infrastructure characteristics matter?" Doctoral thesis, Universitätsbibliothek Chemnitz, 2016. http://nbn-resolving.de/urn:nbn:de:bsz:ch1-qucosa-203543.
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In den letzten Jahren hat die Verbreitung von Elektrofahrrädern, sogenannten Pedelecs, stark zugenommen. Dies ist vor dem Hintergrund der Umweltfreundlichkeit und Gesundheitsförderlichkeit dieser Form der Fortbewegung zunächst grundsätzlich positiv zu bewerten. Gleichzeitig besteht jedoch die Sorge, dass Elektrofahrradfahrer häufiger und in schwerere Unfälle verwickelt werden könnten als Fahrradfahrer. So bieten motorgestützte Elektrofahrräder das Potential, höhere Geschwindigkeiten zu erreichen als konventionelle Fahrräder, und werden zudem vor allem von älteren Verkehrsteilnehmern genutzt. Nicht zuletzt deswegen könnten sich durch diese neue Mobilitätsform auch neue Herausforderungen für die Verkehrs-, insbesondere Radinfrastrukturen ergeben. Tatsächlich jedoch blieben die Auswirkungen auf die Verkehrssicherheit bisher weitestgehend ungeklärt. Um dieser Problematik zu begegnen, wurde im Rahmen einer Naturalistic Cycling Studie (NCS) und mehreren experimentellen Untersuchungen folgenden Fragen nachgegangen: Fahren Elektrofahrradfahrer tatsächlich schneller als nicht-motorisierte Radfahrer? Wie wirken sich diese potentiell höheren Geschwindigkeiten darauf aus, wie Elektrofahrradfahrer von Autofahrern wahrgenommen werden? Welchen Einfluss hat das Alter der Radfahrer auf die Geschwindigkeiten und auch auf deren Neigung zu Unfällen bzw. sicherheitskritischen Situationen im Verkehr? Und welchen Einfluss hat die Infrastruktur auf die gewählten Geschwindigkeiten und die Auftretenshäufigkeit von kritischen Situationen? Diese und weitere Fragen wurden in insgesamt vier Arbeiten, die in internationalen Fachzeitschriften publiziert sind (I - IV), beleuchtet. Im ersten Artikel werden die Geschwindigkeiten von Fahrradfahrern (n = 31) im Gegensatz zu Pedelecfahrern (n = 49; Motorunterstützung bis 25 km/h) sowie S-Pedelecfahrern (n = 10; Motorunterstützung bis 45 km/h) betrachtet. Als Einflussgrößen wurden das Alter und die Nutzung verschiedener Infrastrukturtypen der Probanden ausgewertet. Alle Räder wurden mit einem Datenaufzeichnungssystem inklusive Kameras und Geschwindigkeitssensoren ausgestattet, um für vier Wochen ein Bild des natürlichen Fahrverhaltens zu erhalten. Unabhängig von der Infrastruktur waren S-Pedelecfahrer schneller unterwegs waren als Fahrrad- und Pedelecfahrer. Pedelecfahrer fuhren ebenfalls signifikant schneller als konventionelle Fahrradfahrer. Die höchsten Geschwindigkeiten wurden für alle Radtypen auf der (mit dem motorisierten Verkehr geteilten) Fahrbahn sowie der Radinfrastruktur gemessen. Das Alter der Fahrer hatte ebenfalls einen signifikanten Einfluss auf die Geschwindigkeit: Unabhängig vom Fahrradtyp waren ältere Fahrer (65 Jahre und älter) deutlich langsamer als Probanden jüngerer Altersgruppen (41-64 Jahre sowie 40 Jahre und jünger). Die beiden jüngeren Altersgruppen fuhren selbst ohne Motorunterstützung (konventionelles Fahrrad) schneller als die älteren Pedelecfahrer. Genauere Analysen (wie etwa das Verhalten beim Bergabfahren) legen nahe, dass dieser Befund nicht allein der physischen Leistungsfähigkeit zugeschrieben werden kann. Es scheint vielmehr so, als ob ältere Fahrrad- und Elektroradfahrer durch die geringere Geschwindigkeit versuchen, Defizite in der Reaktionsgeschwindigkeit auszugleichen bzw. generell vorsichtiger fahren. Der zweite Artikel beschäftigt sich mit der Frage, inwieweit sich die Art und Häufigkeit von Unfällen und kritischen Situationen bei den drei verschiedenen Altersgruppen unterscheiden. Auch hier wurde auf die Daten aus der NCS zurückgegriffen, auf deren Basis eine umfassende Videokodierung durchgeführt wurde. Es zeigten sich keine Unterschiede zwischen den Altersgruppen hinsichtlich des Auftretens kritischer Situationen; weder in Bezug auf die absolute Anzahl, noch gemessen an der relativen Häufigkeit (pro 100 km). Ebenfalls keine Zusammenhänge fanden sich zwischen dem Alter der Fahrer und der Art von Konfliktpartnern oder der Tageszeit der kritischen Situationen. Auch hier scheint es so, dass Ältere keinem erhöhten Risiko unterliegen, und etwaige altersbedingte Einschränkungen kompensieren können. Bei der Betrachtung des Einflusses des Infrastrukturtyps auf das Auftreten von kritischen Situationen zeigte sich, dass, bezogen auf die zurückgelegten Wegstrecken, die Nutzung der mit dem motorisierten Verkehr geteilten Fahrbahn als relativ sicher einzustufen ist. Demgegenüber ergab sich ein erhöhtes Risiko für Unfälle oder kritische Situationen auf designierter Radinfrastruktur. Dies widerspricht der Wahrnehmung vieler Radfahrer, die diese Infrastruktur als besonders sicher empfinden. Es ist allerdings anzunehmen, dass diese Wahrnehmung nicht nur auf der vermeintlichen Auftretenshäufigkeit, sondern auch auf dem angenommenen Schweregrad einer möglichen Kollision beruht. Zwei weitere Artikel beschäftigen sich damit, wie Autofahrer die Geschwindigkeit beziehungsweise die Annäherung von Elektrofahrrädern wahrnehmen. Dies ist insbesondere in Kreuzungssituationen relevant, in denen Autofahrer abschätzen müssen, ob sie noch rechtzeitig vor einem Fahrrad abbiegen können ohne mit diesem zu kollidieren. Es wurde vermutet, dass die fehlende Erfahrung mit Elektrofahrrädern und der von ihnen erreichbaren Geschwindigkeit vermehrt zu entsprechenden Unfällen führen könnte. Der Frage wurde mit einem Experiment zur Lückenakzeptanz auf der Teststrecke (Artikel III) und einer Videostudie zu Schätzungen von Zeitlückengrößen (Artikel IV) nachgegangen. Es zeigte sich, dass Autofahrer die verbleibende Zeit bis zur Kollision für Elektrofahrradfahrer geringer einschätzten als für konventionelle Radfahrer. Zudem wählten Autofahrer bei einem herannahenden Elektrofahrrad signifikant kleinere Zeitlücken zum Abbiegen, als bei einem konventionellen Fahrrad. Dieser Effekt verstärkte sich sogar noch, wenn die Geschwindigkeit des herannahenden Zweirades zunahm. Diese Befunde legen nahe, dass die Einschätzung der Geschwindigkeit beziehungsweise Annäherung von Elektrofahrrädern durchaus risikobehaftet ist. Die Ergebnisse dieser Arbeit helfen dabei, die Auswirkungen der steigenden Verbreitung von Elektrofahrrädern auf die Verkehrssicherheit einzuschätzen. Auch erlauben es die Erkenntnisse, Maßnahmen zur Erhöhung der Verkehrssicherheit für Fahrrad- und Elektrofahrradfahrern aller Altersgruppen abzuleiten. Damit leistet diese Arbeit einen Beitrag zur Unterstützung einer sicheren, gesunden und umweltfreundlichen MobilitätElectric bicycles (e-bikes) are a relatively new form of transport. The aim of this dissertation is to investigate their effects on road safety. In 2012, at the beginning of this dissertation project, knowledge of e-bikes in general and their impact on road safety in particular was relatively scarce. As a starting point of this work, the influence of e-bikes on road safety was investigated compared relative to the road safety of conventional bicycles. Additionally, the influence of the age of the rider on safety is considered as a supplementary factor. Special attention is paid to the impact of the infrastructure utilised by riders and its characteristics. This cumulative dissertation consists of four research articles, labelled Paper I to IV accordingly. Papers I to IV have been published in peer reviewed journals. The synopsis provides an overview of previous research as well as a theoretical framework of the safety of cyclists and e-bike riders. Speed, and its perception through other road users (measured with experiments to gap acceptance and time to arrival (TTA) estimates) are considered as relevant factors for road safety. In Chapter 4, the research objectives are presented in detail. The methodology is clarified in Chapter 5, and in Chapter 6 and 7 the results are summarised and discussed. The implications of the results are considered in Chapter 8. In Paper I, the differences in speed between bicycles, pedelecs (pedal electric cycle, motor assistance up to 25 km/h) and S-pedelecs (pedal electric cycle, motor assistance up to 45 km/h) were investigated. Additionally the influence of infrastructure type, road gradient and the age of the rider were taken into account. Paper II is concerned with the influence of different conflict partners in crashes, and the utilisation of infrastructure on the safety of cyclists. For this purpose, safety critical events (SCE) involving cyclists were examined, with a special focus on the differences between younger, middle aged, and older cyclists. Papers III and IV focus on the perception of speed of e-bike and bicycle riders through other road users and its implications for road safety. Paper III specifically deals with the gap acceptance of car drivers at intersections in the presence of cyclists and e-bike riders with different speeds and under varying conditions (e.g. at intersections with different road gradients). Paper IV looks at drivers TTA estimates of approaching bicycles and e-bikes in combination with other influencing factors (e.g. speed, cyclist age)
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Metcalfe, Alan J. "The performance analysis of power output in professional male road cyclists." Thesis, Edith Cowan University, Research Online, Perth, Western Australia, 2017. https://ro.ecu.edu.au/theses/1970.
Full textAbstract:
Athletes regularly monitor exercise workload in an attempt to improve and maintain exercise performance. Within road cycling, workload is commonly measured using power output. Yet, it is plausible that power output during road cycling is influenced by several factors such as topography, road gradient or rider specialities. If these factors do influence power output they may influence quantification of workload demands. As such, the purpose of this thesis was to improve our understanding of external workload in professional road cycling and describe the factors which influence power output during performance analysis. Specifically, this thesis examined the power output within single stage (1 day, Study One) and multi-stage races (4-21 days, Study Two, Three and Four). The within seasonal changes in power output of professional cyclists were also examined (Study Five).
Study One calculated the frequency distribution of maximal power output (POpeak) values during road cycling events over different topography categories and analysed the power output 600 s prior to POpeak using a new time series analysis called changepoint. Changepoint estimated the four largest statistical changes in power output to find distinct segments. Seven professional male road cyclists (mean ± SD: age 29.5 ± 2.8 y, mass 69.7 ± 5.5 kg, height 182 ± 5 cm) participated in Study One and were all members of a single professional cycling team. It was found that a greater frequency of POpeak values (54%) occurred during flat stages in the final 80 to 100% of race time compared with the previous 0 to 80% race time. Using changepoint, power output was lower (P <0.05) in segment four compared with POpeak in all topography categories (flat: 235 vs. 823 W, semi-mountainous: 157 vs. 886 W and mountainous: 171 vs. 656 W). These results demonstrate that POpeak values occur at differing time points depending on the topography category and that changepoint demonstrated its ability to analyse power output data. Study Two calculated the maximal mean power (MMP) of professional cyclists from grand tour events. The MMP was examined across various topographies and rider specialities. Study Two also examined the percentage of race time spent in different power output bands between topographies, road gradients and rider specialities. Thirteen male professional cyclists (mean ± SD: age 25 ± 3 y, mass 69 ± 7.5 kg, height 178 ± 0.5 cm) participated in Study Two. MMP for durations longer than 1200 s were greater in semi-mountainous and mountainous stages, when compared with flat stages (1200 s: 5.1 ± 0.2, 5.2 ± 0.3, 4.5 ± 0.3 W·kg-1 respectively; P <0.05). Sprinters and climbers spent greater percentage of race time at a power output greater than 7.5 W·kg-1, when compared with general classification riders and domestiques (11.3, 11.4, 7.1 and 5.3%, respectively; P <0.05). A greater proportion of race time was spent at a power output above 3.7 W·kg-1 when cycling at a road gradient greater than 5% (P <0.05), compared with road gradients 0 to 5% and less than 0%. In conclusion, caution should be taken when comparing MMP between different races of varying topography or rider specialities.
It was found in Study Two that MMP differs between flat and mountainous stages. Given that critical power (CP) can be estimated from MMP values during competition it is plausible that such differences will influence CP estimation. It is also plausible that difference in MMP between flat and mountainous stages is because cyclists are able to produce greater power output uphill rather than on flat gradients. As such, Study Three examined the use of MMP in the estimation of CP when calculated from stages of differing topographies. Also, Study Three compared estimated CP from a flat (mean gradient 0.4%) and uphill (mean gradient 6.2%) field-based test. Data from thirteen professional male road cyclists (age 29 ± 4 y, height 171 ± 0.9 cm, mass 67 ± 8.2 kg) were analysed. No differences (P >0.05) were observed in estimated CP between topography categories. However, a large effects size (d = 0.8) was observed in CP between flat stages and both semi-mountainous and mountainous stages. Estimated CP was 11.6% lower in flat field-based test, compared with the uphill field-based test (5.0 vs. 5.6 W·kg-1). Study Three demonstrates a large difference between estimated CP from alternative topography categories and from two different gradient specific field-based tests. With an 11.6% difference in CP observed in Study Three between 0 and 6.2% road gradients, Study Four investigated the magnitude of change in 1 and 5 min MMP from grand tour mountain stages. Road gradients of -5% to +5% were compared chronologically from lowest to highest. Seven professional male road cyclists (age 30 ± 4 y, height 169 ± 8 cm, body mass 69 ± 9 kg) from two professional cycling teams were analysed. In total 50 mountainous stages were analysed in Study Four from grand tours between 2011 and 2016. Power output from road gradient -1% was lower (P <0.001) in both 1 and 5 MMP compared with 0% (2.4 to 3.3 and 2.2 to 3.1 W·kg-1, respectively). Power output from road gradient 1% was lower in both 1 and 5 MMP compared with 2% (3.6 to 4.2 and 3.4 to 4.1 W·kg-1; (P <0.05)). These results highlight the need to consider road gradient when using power output for cycling performance analysis.
Study Five described the within-season external workloads of professional male road cyclists for optimal training prescription. Four professional male cyclists (mean ± SD: age 24 ± 2 y, body mass 77.6 ± 1.5 kg, height 184 ± 4.3 cm) from the same professional cycling team were monitored for 12 months. Within three seasonal phases (phase one: Oct-Jan, phase two: Feb-May and, phase three: June-Sept), the volume and exercise intensity during training and racing was measured. Total distance (3859 ± 959 vs 10911 ± 620 km) and time (240.5 ± 37.5 vs 337.5 ± 26 h) was lower (P <0.01) in phase one compared with phase two, respectively. Total distance decreased (P <0.01) from phase two compared with phase three (10911 ± 620 vs 8411 ± 1399 km, respectively). Mean absolute (236 ± 12.1 vs. 197 ± 3 W) and relative (3.1 ± 0 vs. 2.5 ± 0 W·kg-1) power output was higher (P <0.05) during racing compared with training, respectively. These results highlight the importance in acknowledging the difference in volume and intensity changes during a season.
In conclusion, this thesis demonstrates that cycling power output is affected by multiple factors including topography, road gradient and a rider’s speciality. Caution should be taken when interpreting cycling performance analysis using power output measures such as MMP and CP.
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Linaker, Kelly, and n/a. "Physiological and Performance characteristics of Elite Mountain Bike Cyclists." University of Canberra. Health Sciences, 2004. http://erl.canberra.edu.au./public/adt-AUC20080916.141457.
Full textAbstract:
Cross-country (XC) mountain bike (MTB) riding is a new cycling discipline and research
examining the physiological demands of MTB racing is limited. The purpose of this study
was to comprehensively measure physiological characteristics, to identify the performance
demands of XC and time trial (TT) MTB racing and to simulate a field MTB race in the
laboratory to measure the physiological responses associated with racing.
Twelve male and four female elite MTB cyclists volunteered to take part in this study.
Subjects completed maximal aerobic power and, anaerobic power and capacity tests. MTB
race data was collected during TT and XC competitions with SRM MTB power cranks fitted
to the subjects MTB. Five male MTB cyclists (V
.
O2max 72.0 +/- 4.6 ml/kg/min-1, maximum
power output (MPO) 5.40 +/- 0.30 W/kg-1, maximum heart rate (HRmax) 189 +/- 7 bpm)
performed two laps of a MTB course in the field using their race bikes with MTB SRM power
cranks fitted. A laboratory MTB race simulation was performed using a wind braked
ergometer. Cyclists attempted to match the average and peak power output (W/kg-1) achieved
in the field trial in the laboratory. Power output (PO), heart rate (HR) and cadence
(revolutions per minute, rpm) were measured during field and laboratory trials, while oxygen
uptake (V
.
O2) was determined only during the laboratory simulation.
Results showed TT MTB racing is significantly shorter in duration and distance than XC
racing and significantly higher for power output and heart rate, with more time spent above
anaerobic threshold (16.0 +/- 2.4 and 22.8 +/- 4.3% time) and MPO (38.4 +/- 5.2 and 26.5 +/- 9.4%
time) than XC racing (p<0.05). Mean power output and heart rate between the field and
laboratory trials were similar (4.18 +/- 0.55 and 4.17 +/- 0.15 W/kg-1 respectively, 175 +/- 9 and
170 +/- 8 bpm). Time spent below 2 W/kg-1 and above 6 W/kg-1 for the field and laboratory
trials accounted for ~32% and ~30% of the total time, respectively. During field and
laboratory trials, cyclists utilised 77.8 and 77.3% of MPO, 93 and 90% of HRmax, respectively.
There was a significant difference between mean cadence in the field and laboratory trials
(60.3 +/- 9.1 and 75.2 +/- 7.0 rpm, respectively, p<0.05). The cadence band of 60-69 rpm
showed a significant difference between the time spent in that band from the field (14.6%) to
the laboratory (4.6%). The time spent above a cadence of 80 rpm in the field was 29.8%
compared to the laboratory at 62.0% of the time. Mean and peak V
.
O2 for the simulation was
57.5 +/- 3.3 and 69.3 +/- 4.4 ml/kg-1/min-1 respectively, with cyclists sustaining an average of
~80% V
.
O2max.
In summary, MTB competition requires multiple short-high intensity efforts and places high
demands on both the aerobic and anaerobic energy systems. The power output and heart rate
responses to a MTB field race are similar when simulated in the laboratory, although in the
laboratory higher cadences are selected for the higher power outputs than the field.
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Lee, Hamilton, and n/a. "Competitive mountain bike and road cycling: physiological characteristics of athletes and demands of competition." University of Canberra. Health Sciences, 2003. http://erl.canberra.edu.au./public/adt-AUC20050523.110406.
Full textAbstract:
Despite many studies describing the physiological characteristics of professional road
cyclists and recent work describing the demands of competition, there is a paucity of
similar information regarding elite mountain bike (MTB) cyclists. The aim of the
present work was to describe the physiological characteristics and the demands of
competition for successful MTB cyclists relative to successful road cyclists.
Internationally competitive cyclists from both disciplines (seven MTB and seven road)
completed the following laboratory tests: anthropometric measurements, an incremental
cycle ergometer test and a 30 minute laboratory time trial. In addition, the power output
profile obtained in the field from a world-class MTB cyclist riding a simulated race
were compared to successful road cycling performances (placing top 3) in flat (FLAT),
semi-mountainous (SEMO), high-mountainous (HIMO), individual time trial (ITT) and
criterium (CRIT) road races.
Due to conversion problems, 6 sentences have been omitted. For full abstract, see 01front.pdf.
These results indicate that success in international MTB racing
requires high power-to-weight characteristics complemented by a light and lean
physique. MTB racing is associated with greater torque at the pedal crank, a more
constant effort with less time at lower power outputs and a higher frequency of highintensity
surges than road racing. Therefore coaches should take into account these
unique MTB racing characteristics when devising training programs for elite athletes.
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Caviedes, Cómbita Àlvaro Alfonso. "Exploring the Determinants of Vulnerable Road Users' Crash Severity in State Roads." PDXScholar, 2017. https://pdxscholar.library.pdx.edu/open_access_etds/4062.
Full textAbstract:
Pedestrians and bicyclists are the most vulnerable road users and suffer the most severe consequences when crashes take place. An extensive literature is available for crash severity in terms of driver safety, but fewer studies have explored non-motorized users' crash severity. Furthermore, most research efforts have examined pedestrian and bicyclist crash severity in urban areas. This study focuses on state roads (mostly outside major urban areas) and aims to identify contributing risk factors of fatal and severe crashes involving pedestrians and bicyclists in state roads. Two ordinal regression models were developed (one for pedestrian and the other for bicyclist crashes) to examine crash severity risk factors. Additional models were developed to investigate road and traffic characteristics that could increase the likelihood of fatal crashes. In the model for pedestrian crash severity risk factors such as age, vehicle type and movement, light conditions, road classification, traffic control device, posted speed limit, location of the pedestrian and wet road surface during clear weather conditions are statistically significant. The bicyclist crash severity model indicates that age, crash location, vehicle movement and alcohol intoxication during dark conditions are statistically significant. In terms of road characteristics and traffic conditions, the models suggested risk factors such as arterials, light conditions, posted speed limit, roadways, and high heavy vehicle volume, increased the odds of a crash being fatal.
The results seem to suggest that besides improvements in roadway characteristics, additional countermeasures to reduce crash severity for vulnerable users should include separation of vulnerable users from traffic, educational campaigns, more strict control of alcohol intoxicated drivers, and protection strategies of senior pedestrians.
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Menaspa, Paolo. "Analysis of road sprint cycling performance." Thesis, Edith Cowan University, Research Online, Perth, Western Australia, 2015. https://ro.ecu.edu.au/theses/1575.
Full textAbstract:
Sprint cycling ability is a key determinant of road cycling performance, with many races designed specifically for sprinters. The ability to excel in the final sprint is relevant for both individual riders and teams. Despite the importance of sprints within professional road cycling, the characteristics of professional road sprints and sprinters have yet to be extensively described. Thus, the overall objective of the five research studies contained within this doctoral thesis was to describe road cycling sprint performance and improve the general understanding of the physical, technical and tactical factors associated with such performances.
The first two descriptive field studies document the physical and physiological demand of sprint races during actual road cycling competitions. Specifically, Study 1 was designed to quantify the demands of sprinting in the male professional category. Seventeen competitions from six male professional cyclists (mean ± SD: age, 27.0 ± 3.8 y; height, 1.76 ± 0.03 m; weight, 71.7 ± 1.1 kg) who placed Top 5 in professional road races were analysed. Calibrated SRM power meters were used to monitor power output, cadence and heart rate. Data were averaged over the entire race, different durations prior to the sprint (60, 10, 5 and 1 min) and during the actual sprint. Variations in power during the final 10 min of the race were quantified using Exposure Variation Analysis. Power, cadence and heart rate were different between various phases of the race, increasing from 316 ± 43 W, 95 ± 4 rpm and 88 ± 3 % of maximal heart rate in the last 10 min to 487 ± 58 W, 102 ± 6 rpm and 96 ± 2 % of maximal heart rate in the last minute prior to the sprint. The peak power during the sprint was 17.4 ± 1.7 W∙kg-1. Exposure Variation Analysis revealed a significantly greater number of short duration and high intensity efforts in the final five minutes of the race, compared with the penultimate five minutes (p=0.01). These findings quantified the power output requirements associated with high level sprinting in men’s professional road cycling and highlighted the need for both aerobic and anaerobic fitness. In Study 2, the characteristics of successful road sprints in professional and under 23 y male cycling races were compared. As in Study 1, Study 2 also described the exercise intensity for the sprinters throughout final 10 min of the race. Nine successful (Top 3) sprints performed by a professional (PRO: 23 y, 1.76 m, 71.8 kg) and an under 23 (U23: 18 y, 1.67 m, 63.2 kg) cyclist sprinter were analysed in this study. No statisticaldifferences were found between PRO and U23 in the absolute peak power, mean power, duration and total work during the sprint (PRO: 1370 ± 51 W, 1120 ± 33 W, 14.5 ± 2.4 s, 16.2 ± 2.6 KJ; U23: 1318 ± 60 W, 1112 ± 68 W, 12.8 ± 1.1 s, 14.2 ± 1.4 KJ). However, the intensity of the race recorded in the last 10 min prior to the sprint was significantly higher in PRO compared with U23 (4.6 ± 0.3 and 3.7 ± 0.2 W·kg-1, respectively). Race duration, total elevation gain (TEG) and mean power were similar between PRO and U23. In conclusion, the physiological demands leading into road sprints (intensity of the last 10 min) were found to be higher in PRO compared to U23 races. Nevertheless, a similar sprint power output (> 2500 W·Ap-1 or > 15.5 W·kg-1 for approximately 14 s, with a peak power output > 3100 W·Ap-1 or > 19 W·kg-1; where Ap is Projected Frontal Area) indicates that sprint characteristics may be similar in PRO and U23.
As a result of the findings observed in the first two studies of this thesis, Study 3 was designed to better understand the effects of variable and non-variable exercises that replicate the intensity of the final portion of road competitions on maximal sprint performance. In this laboratory trial, ten internationally competitive male cyclists (age, 20.1 ± 1.3 y; height, 1.81 ± 0.07 m weight, 69.5 ± 4.9 kg; and VO2max, 72.5 ± 4.4 ml·kg-1·min-1) performed a 12-s maximal sprint in a rested state and again following: i) 10 min of non-variable cycling, and ii) 10 min of variable cycling. Variable and non-variable trials were conducted in a randomized, crossover fashion. The intensity during the 10 min efforts gradually increased to replicate the pacing observed in final sections of cycling road races. During the variable cycling subjects performed short (2 s) accelerations at 80% of their peak sprint power, every 30 s. Mean power output, cadence and heart rate during the 10 min efforts were similar between conditions (5.3 ± 0.2 W∙kg-1, 102 ± 1 rpm, and 93 ± 3 %, respectively). Post exercise blood lactate concentration and perceived exertion immediately after exercise were also similar (8.3 ± 1.6 mmol∙L-1, 15.4 ± 1.3 (6-20 scale), respectively). Peak and mean power output and cadence during the subsequent maximal sprint were not significantly different between the three experimental conditions (p≥0.14). These results indicate that neither the variable nor the non-variable 10 min efforts performed within this study impaired the sprint performance in elite competitive cyclists.
Due to the importance of the elevation gain variable in road cycling, the fourth study of this thesis was methodological and investigated the consistency of commercially available devices used to measure the TEG during races and training. This chapter was separated in two observational validation studies. Garmin (Forerunner 310XT, Edge 500 Edge 750 and Edge 800; with and without elevation correction) and SRM (Power Control 7) devices were used to measure TEG over a 15.7 km mountain climb performed on 6 separate occasions (6 devices; Study 4a) and during a 138 km cycling event (164 devices; Study 4b). TEG was significantly different between Garmin and SRM devices (p
The final study of this thesis was an analysis of technical and tactical factors that influence sprint performance in professional competitions; particular focus was put on the TEG which was a factor identified as a potential cause of fatigue. More specifically, the subject of Study 5 was the highest international ranked professional male road sprint cyclist during the 2008-2011 seasons. Grand Tour sprint stages were classified as WON, LOST, or DROPPED from the front bunch prior to the sprint. Video of 31 stages were analysed for mean speed of the last km, sprint duration, position in the bunch and number of teammates at 60, 30, and 15 s remaining. Race distance, TEG and mean speed of 45 stages were determined. Head-to-head performances against the 2nd to 5th most successful professional sprint cyclists were also reviewed. Within the 52 Grand Tour sprint stages the subject started, he WON 30 (58%), LOST 15 (29%), was DROPPED in 6 (12%) and had one crash. Position in the bunch was closer to the front and the number of team members was significantly higher in WON compared to LOST at 60, 30 and 15 s remaining (p
In conclusion, the general findings of this thesis were as follows: as expected, exercise intensity significantly increases in the last 10 min of relatively flat road races; there is a significantly greater number of short duration and high intensity efforts in the final 5 min of competitive road cycling races when compared with the penultimate 5 min; sprint duration and peak power output does not differ between PRO and U23 races and is approximately 13 s and 17 W∙kg-1, respectively; the physiological demands in the 10 min before the sprint are higher in PRO compared to U23 races; neither a variable nor a non-variable 10 min lead up effort appears to impair the sprint performance of elite competitive cyclists; measurements of elevation gain are consistent within devices of the same brand, but differed between brands or when different settings were used; and technical and tactical aspects of road sprinting are related to performance outcomes.
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Griffin, Wanda M. "Male and female, cyclist and driver perceptions of crash risk in critical road situations." Thesis, Queensland University of Technology, 2015. https://eprints.qut.edu.au/81817/1/Wanda_Griffin_Thesis.pdf.
Full textAbstract:
Male and Female, Cyclist and Driver Perceptions of Crash Risk in Critical Road Situations.
Governments are promoting cycling but many Australians, particularly women, do not ride because they perceive it to be too risky. This research compared the risks perceived by female and male, cyclists and drivers in specific on-road situations, accounting for factors such as travel patterns and experience, perceived skill, and risk taking behaviours. Compared to their male counterparts, female cyclists and drivers gave similarly elevated perceptions of risk. These differences are not completely accounted for by cycling patterns or perceptions of skill. Thus, these gender differences are not specific to cycling, but may reflect wider differences in risk perception.
Books on the topic "Road cyclists"
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Speed, Elizabeth Ann. Road user attitudes and the safety of cyclists. Birmingham: Aston University, 1990.
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Across America on the yellow brick road: Cycling into a new life. Santa Fe: Sunstone Press, 2015.
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Landis, Bruce W. Characteristics of emerging road and trail users and their safety. McLean, Va: Turner-Fairbank Highway Research Center, 2004.
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Up the road: Cycling's modern era from LeMond to Armstrong. Boulder, Colo: VeloPress, 2005.
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McLachlan, Gordon. Germany's romantic road (Romantische Strasse): A route for cyclists and walkers. Milnthorpe: Cicerone Press, 1997.
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Junek, Bruce B. The road of dreams: A two-year hiking and biking adventure around the world. Rapid City, SD: Images of the World, 1991.
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Bertine, Kathryn. The road less taken: Lessons from a life spent cycling. Chicago: Triumph Books, 2014.
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The road back: A journey of grace and grit. North Charleston, S.C: CreateSpace, 2012.
Find full textBook chapters on the topic "Road cyclists"
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van Bommel, Wout. "Visual Performance, Comfort and Pleasantness for Pedestrians, Cyclists and Residents." In Road Lighting, 59–70. Cham: Springer International Publishing, 2014. http://dx.doi.org/10.1007/978-3-319-11466-8_5.
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Pelland-Leblanc, Jean-Philippe, Julien Lépine, Yvan Champoux, and Jean-Marc Drouet. "Effect of Structural Damping on Vibrations Transmitted to Road Cyclists." In Topics in Modal Analysis I, Volume 7, 283–90. Cham: Springer International Publishing, 2014. http://dx.doi.org/10.1007/978-3-319-04753-9_29.
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Gorzelanczyk, Piotr, Karolina Włodarczyk, Martin Jurkovic, and Tomas Kalina. "Analysis of the Pedestrians and Cyclists Signage of Road Safety." In Lecture Notes in Networks and Systems, 333–45. Cham: Springer International Publishing, 2022. http://dx.doi.org/10.1007/978-3-030-96196-1_30.
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Silacci, Alessandro, Omar Abou Khaled, Elena Mugellini, and Maurizio Caon. "Designing an e-Coach to Tailor Training Plans for Road Cyclists." In Human Systems Engineering and Design II, 671–77. Cham: Springer International Publishing, 2019. http://dx.doi.org/10.1007/978-3-030-27928-8_102.
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Salmon, Paul M., Gemma J. M. Read, Guy H. Walker, Michael G. Lenné, and Neville A. Stanton. "Is Three a Crowd? How Compatible Is the Situation Awareness of Drivers, Motorcyclists and Cyclists?" In Distributed Situation Awareness in Road Transport, 69–88. Boca Raton : Taylor & Francis, 2018. | Series: Human factors of simulation and assessment | “A CRC title, part of the Taylor & Francis imprint, a member of the Taylor & Francis Group, the academic division of T&F Informa plc.”: Routledge, 2018. http://dx.doi.org/10.4324/9781315609256-4.
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Zhang, Guangnan, Ying Tan, and Rong-Chang Jou. "Factors Influencing Traffic Signal Violations and Related Severities by Car Drivers, Cyclists, and Pedestrians: A Case Study from Guangdong, China." In Road Safety in China, 121–40. Singapore: Springer Singapore, 2021. http://dx.doi.org/10.1007/978-981-16-0701-1_8.
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Salguero, Camilo, Sandra P. Mosquera, Andrés F. Barco, and Élise Vareilles. "Low Cost Intelligent System for the 2D Biomechanical Analysis of Road Cyclists." In Lecture Notes in Computer Science, 130–38. Cham: Springer International Publishing, 2018. http://dx.doi.org/10.1007/978-3-030-01851-1_13.
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Dufner, Yasmin, Mathias Trefzger, Naemi Gerst, and Thomas Schlegel. "Do Additional Auditory Instructions in Smartphone Navigation Con-Tribute to the Road Safety of Cyclists? A Field Study Evaluating the Gaze Behavior of Cyclists." In Lecture Notes in Computer Science, 460–70. Cham: Springer Nature Switzerland, 2022. http://dx.doi.org/10.1007/978-3-031-18158-0_33.
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Tarasi, Dimitra, Tryfon Daras, and Theocharis Tsoutsos. "Is Cycling an Attractive Transport Solution in a Mediterranean City?" In Sustainable Mobility for Island Destinations, 101–18. Cham: Springer International Publishing, 2021. http://dx.doi.org/10.1007/978-3-030-73715-3_6.
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AbstractBy exploiting the opinion of the society in a Mediterranean city, this paper identifies the mechanisms behind utility cycling and determines the aspects of using the bike in cities for daily commuting. This study focused on the assessment of biking as an alternative mode of transport within a typical Mediterranean city in Crete. Limited road safety is the principal reason that hinders 60% of respondents from cycling, and 41% from riding more frequently. The survey results are congruent with this statement, provided a significant difference in the ratios of actual recreational cyclists (39%) and those who like to ride for entertainment, but they hesitate (71%). In order to quantify this, the attitude of the bikers was grouped in two fact factors influencing: the clothing and the technological one. Based on the opinion of the local society, high priority policies are recommended, such as proper infrastructure, sensitization campaigns, and education programs.
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Blaizot, Stéphanie, Francis Papon, Mohamed Mouloud Haddak, and Emmanuelle Amoros. "Risk of Road Traffic Injuries for Pedestrians, Cyclists, Car Occupants and Powered Two-Wheel Users, based on a Road Trauma Registry and Travel Surveys, Rhône, France." In Traffic Safety, 69–85. Hoboken, NJ, USA: John Wiley & Sons, Inc., 2016. http://dx.doi.org/10.1002/9781119307853.ch5.
Full textConference papers on the topic "Road cyclists"
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Petrone, Nicola, Francesco Trabacchin, and Fausto Panizzolo. "Development of a Servohydraulic Roller Test Bench for Indoor Evaluation of the Vibrational Comfort of Bicycle Components." In ASME 2015 International Design Engineering Technical Conferences and Computers and Information in Engineering Conference. American Society of Mechanical Engineers, 2015. http://dx.doi.org/10.1115/detc2015-47824.
Full textAbstract:
One of the most important parameters evaluated by racing and trekking cyclists is vibrational comfort: as generally accepted, it is closely correlated to the response of bicycle components in combination with the cyclist’s characteristics. Vibration transmissibility of wheels and saddles was recently studied during lab tests using a wooden dummy bottom resting on the saddle or in road tests on an instrumented racing bicycle at different speeds on different surfaces. The use of shakers is also well established in the evaluation of cyclist’s posture effects on the overall bicycle behaviour. In fact, in previous works, either a servohydraulic actuator was applied to the seatpost of a bicycle frame hinged at the front wheel axle with a cycling tester, or two electrodynamic shakers were applied under the wheels of a fully equipped bicycle, with a cyclist sitting statically on the saddle. In the present study, the combination of a servohydraulic actuator and a roller type bench allowed to overcome the limitations of the former experiences. Random vibrations were input to the bicycle-cyclist complex by means of rollers supporting the rear wheel while cyclists were cycling unrestrained on the rollers. The test bench setup and tuning approach are presented for comparison with results available from previous bench and road tests.
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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.
Full textAbstract:
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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Okraszewska, Romanika, Kazimierz Jamroz, Marek Bauer, Krystian Birr, and Anna Gobis. "Identification of Risk Factors for Collisions Involving Cyclists Based on Gdansk Example." In Environmental Engineering. VGTU Technika, 2017. http://dx.doi.org/10.3846/enviro.2017.112.
Full textAbstract:
The role of pedestrian and bicycle traffic in Poland has growing trend. The comprehensive traffic study, conducted in Gdansk in 2016, has confirmed the increase in the number of cyclists and their share in the modal split. Therefore, it is particularly important to ensure the safety of this group of unprotected road users. Only in 2015 on the roads of Gdansk occurred 93 accidents (excluding collisions) involving cyclists. As a result, 101 people were injured, including nine seriously and 3 people killed. The study aim was to identify risk factors for collisions involving cyclists based on data of accidents reported to the police. The following factors were analysed: the conditions for the drivers on the road (speed limits of, surface conditions), conditions for cyclists (cycling infrastructure, traffic management), external conditions (time of the year, time of the day, weather conditions), conditions organizational (type of intersection, traffic light) as well as the social aspects – the behaviour of all users.
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Petrone, Nicola, and Francesco Trabacchin. "Development of a Test Bench for the Subjective and Objective Evaluation of the Vibrational Comfort of Bicycle Components." In ASME 2014 International Design Engineering Technical Conferences and Computers and Information in Engineering Conference. American Society of Mechanical Engineers, 2014. http://dx.doi.org/10.1115/detc2014-34869.
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Vibrational comfort is one of the most important parameters evaluated by cyclists and it is correlated to the response of bicycle components in combination with the cyclist’s characteristics. Vibration transmissibility of wheels and saddles had been recently studied during lab tests using a wooden dummy bottom resting on the saddle and in road tests on an instrumented racing bicycle at different speeds on different surfaces. In this study, a test bench was developed in order to simulate different vibrational inputs to the seatpost from the road surface on a group of real cyclists during steady cycling. The bench is composed by a racing bicycle without wheels, hinged at the front fork axle and sustained by an hydraulic actuator connected to the seatpost. The bicycle is equipped with pedals and chain wheel and a long chain drives another rear wheel fixed to the bench and connected to brake rollers. Three racing bicycle saddles were evaluated by a group of five cyclists after the application of vibrational spectra corresponding to PSDs recorded in the field tests: the magnitude of the transfer function H between the input vertical acceleration at the seatpost and the output acceleration at the pelvis was obtained by two accelerometers. The cyclists were in the meantime asked to fill a questionnaire regarding the perceived comfort of the three saddles during the tests. Initial results showed an encouraging correlation of the subjective ranking of saddles with the corresponding Index of Transmissibility derived from the transfer function H.
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Lambrecht, Franz, and Carsten Sommer. "SafeBike - a road safety programme for young adolescent cyclists." In 13th International Conference on Applied Human Factors and Ergonomics (AHFE 2022). AHFE International, 2022. http://dx.doi.org/10.54941/ahfe1002428.
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In 2019, approximately 29,000 children (up to 15 years of age) were involved in road traffic accidents in Germany. The cohorts with the most accident victims are the 11- to 14-year-olds, about half of whom (approx. 6,000 children) were involved in accidents by bicycle. The number of cyclists involved in accidents rises sharply after the transition from primary to secondary school. This is due to a change in driving behavior after the change of school compared to the primary school period. Many pupils start cycling to school after changing to secondary school. Furthermore, extensive behavioral changes occur with the onset of puberty, which, for example, increases the willingness to take risks in road traffic. SafeBike is a road safety program for the particularly vulnerable target group of 11 to 14-year-old cyclists based on observation procedures, self-reflection and personal responsibility. The basic aim of SafeBike is to raise students' awareness of danger perception when cycling, leading to an increased sense of safety in the short term, so that in the long term the number of cycling accidents in the target group will decrease. After participating in the program, students are expected to be more critical of their own behavior, among other things. SafeBike consists of three components: a self-assessment of one's own driving behavior in terms of safety, the treatment of several subject areas in which driving errors and traffic conflicts occur more frequently, and a final re-assessment of one's own driving behavior.The traffic effects of the program were surveyed and evaluated in a pilot test at two different schools in Germany. In the post-surveys, the test group committed about 50% fewer traffic conflicts and driving errors than the control group, which attests to the very high short-term effectiveness of SafeBike. In the control group, who did not complete the program, no significant improvements occurred in comparison to the before survey, in contrast to the subject group. In the test group, there were significant positive effects, especially in the case of driving errors that occurred particularly frequently in the pre-surveys and were correspondingly addressed in the program and discussed by the students. Particularly high positive effects were achieved with conversations while driving, at the pedestrian crossing and using the pavement on the wrong side of the road. Medium effects were achieved with hand signals and looking around. This means that the road safety program can be used in road safety education throughout the country. However, long-term effects are not yet available and must be determined in further studies.
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Bauer, Marek, Wiesław Dźwigoń, and Romanika Okraszewska. "Analysis of Reasons of Accidents Between Cyclists and Public Transport Vehicles in Cities." In Fifth International Conference on Road and Rail Infrastructure. University of Zagreb Faculty of Civil Engineering, 2018. http://dx.doi.org/10.5592/co/cetra.2018.920.
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Brlek, Predrag, Ivan Cvitković, Goran Kos, and Robert Gadanec. "Increasing cyclist mobility by improving cycling infrastructure: Case study Koprivnica." In 6th International Conference on Road and Rail Infrastructure. University of Zagreb Faculty of Civil Engineering, 2021. http://dx.doi.org/10.5592/co/cetra.2020.1173.
Full textAbstract:
The use of a bicycle as a form of transport is an essential factor within a sustainable transport system. The increased number of cyclists is changing their need for better and better infrastructure. Koprivnica is traditional cycling city, with one of the longest cycling infrastructure in the Republic of Croatia. However, parts are disconnected and partly inconsistent with the Bicycle Infrastructure Regulations (OG 26/2016). This results with reduced mobility and safety for all road users, especially pedestrians and cyclists who often share a common surface. The paper presents a method of mapping bicycle infrastructure in the city. As a reference point for comparing the state of cycling infrastructure, data were taken from the 2015 Sustainable Urban Mobility Plan of Koprivnica. In addition to personal bicycles in the city, public bicycles are also proposed to optimize this system. After the analysis, suggestions were made for improvements and connecting parts of existing network, into a united network that would meet the highest standards. Particular attention should be paid to intermodality, ie connection with railway and bus stations, and planned parking areas around the city. This model can be applied in all cities.
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Schubert, Eugen, Frank Meinl, Martin Kunert, and Wolfgang Menzel. "High resolution automotive radar measurements of vulnerable road users – pedestrians & cyclists." In 2015 IEEE MTT-S International Conference on Microwaves for Intelligent Mobility (ICMIM). IEEE, 2015. http://dx.doi.org/10.1109/icmim.2015.7117944.
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von Sawitzky, Tamara, Philipp Wintersberger, Andreas Löcken, Anna-Katharina Frison, and Andreas Riener. "Augmentation Concepts with HUDs for Cyclists to Improve Road Safety in Shared Spaces." In CHI '20: CHI Conference on Human Factors in Computing Systems. New York, NY, USA: ACM, 2020. http://dx.doi.org/10.1145/3334480.3383022.
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Dezani, Henrique. "Urban Road Optimization Based on Safety and Cyclists' Effort Required by Bike Tracks." In 2015 IEEE 18th International Conference on Intelligent Transportation Systems - (ITSC 2015). IEEE, 2015. http://dx.doi.org/10.1109/itsc.2015.184.
Full textReports on the topic "Road cyclists"
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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.
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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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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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.