Relevant bibliographies by topics / Cyclists

Academic literature on the topic 'Cyclists'

Author: Grafiati
Published: 4 June 2021
Last updated: 30 July 2024

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Journal articles on the topic "Cyclists"

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Drory, Ami, Hongdong Li, and Richard Hartley. "Estimating the projected frontal surface area of cyclists from images using a variational framework and statistical shape and appearance models." Proceedings of the Institution of Mechanical Engineers, Part P: Journal of Sports Engineering and Technology 231, no. 3 (May 10, 2017): 169–83. http://dx.doi.org/10.1177/1754337117705489.

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We present a computer vision-based approach to estimating the projected frontal surface area (pFSA) of cyclists from unconstrained images. Wind tunnel studies show a reduction in cyclists’ aerodynamic drag through manipulation of the cyclist’s pose. Whilst the mechanism by which reduction is achieved remains unknown, it is widely accepted in the literature that the drag is proportional to the cyclist’s pFSA. This paper describes a repeatable automatic method for pFSA estimation for the study of its relationship with aerodynamic drag in cyclists. The proposed approach is based on finding object boundaries in images. An initialised curve dynamically evolves in the image to minimise an energy function designed to force the curve to gravitate towards image features. To overcome occlusions and pose variation, we use a statistical cyclist shape and appearance models as priors to encourage the evolving curve to arrive at the desired solution. Contour initialisation is achieved using a discriminative object detection method based on offline supervised learning that yields a cyclist classifier. Once an instance of a cyclist is detected in an image and segmented, the pFSA is calculated from the area of the final curve. Applied to two challenging datasets of cyclist images, for cyclist detection our method achieves precision scores of 1.0 and 0.96 and recall scores of 0.68 and 0.83 on the wind tunnel and cyclists-in-natura datasets, respectively. For cyclist segmentation, it achieves 0.88 and 0.92 scores for the mean dice similarity coefficient metric on the two datasets, respectively. We discuss the performance of our method under occlusion, orientation, and pose conditions. Our method successfully estimates pFSA of cyclists and opens new vistas for exploration of the relationship between pFSA and aerodynamic drag.
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Sanner, WH, and WD O'Halloran. "The biomechanics, etiology, and treatment of cycling injuries." Journal of the American Podiatric Medical Association 90, no. 7 (July 1, 2000): 354–76. http://dx.doi.org/10.7547/87507315-90-7-354.

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The authors review the biomechanics of cycling and discuss the ideal cyclist's morphology. Examination of the cyclist when resting and when cycling is described. A variety of overuse injuries commonly sustained by cyclists are reviewed, and strategies for altering the cyclist's mechanics to relieve the pain are described. Because the bicycle and the cyclist must be considered as a unit, this article offers instruction for adjusting the bicycle as well as the cyclist.
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Yang, Xiaobao, Mei Huan, Bingfeng Si, Liang Gao, and Hongwei Guo. "Crossing at a Red Light: Behavior of Cyclists at Urban Intersections." Discrete Dynamics in Nature and Society 2012 (2012): 1–12. http://dx.doi.org/10.1155/2012/490810.

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To investigate the relationship between cyclist violation and waiting duration, the red-light running behavior of nonmotorized vehicles is examined at signalized intersections. Violation waiting duration is collected by video cameras and it is assigned as censored and uncensored data to distinguish between normal crossing and red-light running. A proportional hazard-based duration model is introduced, and variables revealing personal characteristics and traffic conditions are used to describe the effects of internal and external factors. Empirical results show that the red-light running behavior of cyclist is time dependent. Cyclist’s violating behavior represents positive duration dependence, that the longer the waiting time elapsed, the more likely cyclists would end the wait soon. About 32% of cyclists are at high risk of violation and low waiting time to cross the intersections. About 15% of all the cyclists are generally nonrisk takers who can obey the traffic rules after waiting for 95 seconds. The human factors and external environment play an important role in cyclists’ violation behavior. Minimizing the effects of unfavorable condition in traffic planning and designing may be an effective measure to enhance traffic safety.
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Jang, Gukhwa, and Saehoon Kim. "INVESTIGATING THE EFFECT OF A RAISED CYCLE TRACK, PHYSICAL SEPARATION, LAND USE AND NUMBER OF PEDESTRIAN ON CYCLISTS’ GAZE BEHAVIOR." JOURNAL OF ARCHITECTURE AND URBANISM 43, no. 1 (July 4, 2019): 112–22. http://dx.doi.org/10.3846/jau.2019.3786.

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Contemporary cities are home to an increasing number of cyclists. The gaze behavior of cyclists has an important impact upon cyclist safety and experience. Yet this behavior has not been studied to access its potential implications for urban design. This study aims to identify the eye-gaze pattern of cyclists and to examine its potential relationships with urban environmental characteristics, such as a raised cycle track, physical separation, land use, and number of pedestrian. This study measured and analyzed 40 cyclist’s gaze patterns using an eye tracker; the results were as follows. First, cyclists presented a T-shaped gaze pattern with two spots of frequent eye fixation points; the pattern suggests that it may benefit cyclists with greater safety and better readiness of road situation to avoid crashes. Second, more active horizontal gaze dispersion within the T-shaped gaze pattern was observed when participants cycled on a shared and non-raised bikeway. This indicates that there is a more suitable gaze behavior with different gaze limitations depending on the environmental characteristics. Therefore, bicycle facilities need to be constructed according to the consideration of the T-shaped gaze area and the change in cyclists’ gaze behavior in each environment to increase the effectiveness of bicycle facilities.
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Demers, Simon. "Survivability factors for Canadian cyclists hit by motor vehicles." Journal of Community Safety and Well-Being 3, no. 2 (October 17, 2018): 27. http://dx.doi.org/10.35502/jcswb.66.

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Police-reported data from Transport Canada’s National Collision Database (NCDB) are analyzed with a view to identify and quantify various factors that can impact the survivability of cyclists involved in a motor vehicle collision. A Least Absolute Shrinkage and Selection Operator (LASSO) regression and a multiple imputation (MI) process address the variable selection and missing data problems, respectively. The resulting probabilistic model suggests that collision sur-vivability depends largely on the cyclist’s age and helmet usage. Survivability improves with age up to age 21, peaks for cyclists aged 21 to 34, and falls after age 35. Controlling for age and other factors, a bicycle helmet reduces the risk that a cyclist fatality will occur by approximately 34% (OR: 0.66, 95% CI: 0.56-0.78). Survivability in general, and the apparent safety benefits of bicycle helmets in particular, do not appear to depend on the sex of the cyclist once the type of collision and other factors are controlled for. Head-on and rear-end collisions tend to be more deadly. Certain environmental and situational variables, like strong winds and traffic control devices, also appear to impact survivability. There might be opportunities to sensitize cyclists of various age groups about the risks they are exposed to while cycling, and prevent or better protect cyclists from head-on and rear-end collisions.
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Rupi and Krizek. "Visual Eye Gaze While Cycling: Analyzing Eye Tracking at Signalized Intersections in Urban Conditions." Sustainability 11, no. 21 (November 1, 2019): 6089. http://dx.doi.org/10.3390/su11216089.

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The manner in which cyclists visually perceive elements of the urban environment plays an important role in bicycle crashes, which have been increasing in recent years. Yet, how visual information is processed by the user while riding a bike is still poorly analyzed by researchers. This study investigates cyclists’ eye gaze behavior at signalized intersections taking into account a set of gaze characteristics. Recording cyclist’s visual fixations by mobile-eye glasses in a real outdoor environment, a total of 13 field tests have been analyzed along a three-kilometer route in the urban center of Bologna, Italy. Findings reveal key differences in gaze behavior by experience level of the cyclist and type of intersection.
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Sagi, Maor, Paulo Saldanha, Guy Shani, and Robert Moskovitch. "Pro-cycling team cyclist assignment for an upcoming race." PLOS ONE 19, no. 3 (March 4, 2024): e0297270. http://dx.doi.org/10.1371/journal.pone.0297270.

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Professional bicycle racing is a popular sport that has attracted significant attention in recent years. The evolution and ubiquitous use of sensors allow cyclists to measure many metrics including power, heart rate, speed, cadence, and more in training and racing. In this paper we explore for the first time assignment of a subset of a team’s cyclists to an upcoming race. We introduce RaceFit, a model that recommends, based on recent workouts and past assignments, cyclists for participation in an upcoming race. RaceFit consists of binary classifiers that are trained on pairs of a cyclist and a race, described by their relevant properties (features) such as the cyclist’s demographic properties, as well as features extracted from his workout data from recent weeks; as well additional properties of the race, such as its distance, elevation gain, and more. Two main approaches are introduced in recommending on each stage in a race and aggregate from it to the race, or on the entire race. The model training is based on binary label which represent participation of cyclist in a race (or in a stage) in past events. We evaluated RaceFit rigorously on a large dataset of three pro-cycling teams’ cyclists and race data achieving up to 80% precision@i. The first experiment had shown that using TP or STRAVA data performs the same. Then the best-performing parameters of the framework are using 5 weeks time window, imputation was effective, and the CatBoost classifier performed best. However, the model with any of the parameters performed always better than the baselines, in which the cyclists are assigned based on their popularity in historical data. Additionally, we present the top-ranked predictive features.
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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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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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Nuñez Velasco, Juan Pablo, Anouk de Vries, Haneen Farah, Bart van Arem, and Marjan P. Hagenzieker. "Cyclists’ Crossing Intentions When Interacting with Automated Vehicles: A Virtual Reality Study." Information 12, no. 1 (December 24, 2020): 7. http://dx.doi.org/10.3390/info12010007.

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Most of cyclists’ fatalities originate from collisions with motorized vehicles. It is expected that automated vehicles (AV) will be safer than human-driven vehicles, but this depends on the nature of interactions between non-automated road users, among them cyclists. Little research on the interactions between cyclists and AVs exists. This study aims to determine the main factors influencing cyclists’ crossing intentions when interacting with an automated vehicle as compared to a conventional vehicle (CV) using a 360° video-based virtual reality (VR) method. The considered factors in this study included vehicle type, gap size between cyclist and vehicle, vehicle speed, and right of way. Each factor had two levels. In addition, cyclist’s self-reported behavior and trust in automated vehicles were also measured. Forty-seven participants experienced 16 different crossing scenarios in a repeated measures study using VR. These scenarios are the result of combinations of the studied factors at different levels. In total, the experiment lasted 60 min. The results show that the gap size and the right of way were the primary factors affecting the crossing intentions of the individuals. The vehicle type and vehicle speed did not have a significant effect on the crossing intentions. Finally, the 360° video-based VR method scored relatively high as a research method and comparable with the results of a previous study investigating pedestrians’ crossing intentions confirming its suitability as a research methodology to study cyclists’ crossing intentions.
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Dissertations / Theses on the topic "Cyclists"

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Rubie, Elisabeth. "Motor vehicles passing cyclists: The cyclist and driver perspectives." Thesis, Queensland University of Technology, 2021. https://eprints.qut.edu.au/213158/1/Elisabeth_Rubie_Thesis.pdf.

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Motor vehicles passing cyclists too closely is both unsafe and feels unsafe. The aim of this research was to increase understanding of the factors that influence passing distances and perceived risk, using the Comfort Zone Model. The Comfort Zone Model predicted the factors influencing the passing distances chosen by drivers which include traffic, road, and cyclist attributes. Passing distances and other factors such as motor vehicle speed, vehicle size and car parking then predict the perceived risk of passes for both cyclists and drivers.
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Van, Zyl Elizabeth. "Patellofemoral pain in cyclists." Master's thesis, University of Cape Town, 1999. http://hdl.handle.net/11427/26183.

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The aim of this thesis was first to review the current literature that deals with patellofemoral pain in cyclists. The second aim was to investigate the possibility of reducing media-lateral deviation during the down stroke of cycling, by altering the biomechanics of the lower limb and, to observe the effect of this reduction on patellofemoral pain in a clinical trail. This thesis is in the format of two papers that is submitted for publication in sports medicine journals. The first paper is a review of the aetiology, biomechanics, diagnosis and management of patellofemoral pain in cyclists. The second is a research paper, titled: correcting lower limb biomechanics decreases patellofemoral pain (PFP) in cyclists.
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De, Angelis Marco, Víctor Marín Puchades, Federico Fraboni, Luca Pietrantoni, and Gabriele Prati. "Negative attitudes towards cyclists influence the acceptance of an in-vehicle cyclist detection system." Elsevier, 2017. https://publish.fid-move.qucosa.de/id/qucosa%3A73236.

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The shift towards automation and safer vehicles will increasingly involve use of technological advancements such as Advanced Driver Assistance Systems (ADAS). Nevertheless, these technologies need to meet users’ perceived needs to be effectively implemented and purchased. Based on an updated version of the Technology Acceptance Model (TAM), this study analyses the main determinants of drivers’ intention to use an ADAS aimed at detecting cyclist and preventing potential collision with them through an auto-braking system. Even if the relevance of perceived usefulness, perceived ease of use and trust on the acceptance of a new system has been already discussed in literature, we considered the role of an external variable such as attitudes towards cyclists in the prediction of an ADAS aimed to improve the safety of cyclists. We administered a questionnaire measuring negative attitudes towards cyclists, trust, perceived usefulness, perceived ease of use and the behavioural intention to use the system to 480 Italian drivers. Path analysis using Bayesian estimation showed that perceived usefulness, trust in the system, and negative attitudes towards cyclists have a direct effect on the intention to use the ADAS. Considering the role of attitudes towards other road users in the intention to use new ADAS aimed to improve their safety could foster the user’s acceptance, especially for those people who express a negative representation of cyclists and are even more unlikely to accept the technology.
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Shin, Doh Kyoum. "Explanation of factors influencing cyclists' route choice using actual route data from cyclists." Thesis, University of Leeds, 2016. http://etheses.whiterose.ac.uk/13532/.

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Cycling as a sustainable means of transport brings a number of benefits, which includes improved health and well-being for individuals, improved air quality and climate change, accessibility and reduced traffic congestion at the national level. However, despite the benefits of cycling and the efforts by the government to promote this mode of transport, many short trips in Britain suitable for cycling are still made by motorised transport modes. People seem reluctant to change their mode of travel behaviour in favour of cycling. Therefore, it is important to understand the nature of complicated behaviour of people and the ones of cyclists at first. The thesis aimed to understand route choice behaviour for cycling for utility purposes in England. The thesis examined why cyclists use their current routes and how various features influence their choices. The thesis also probed the reasons for the choices and the relationship between the choice and the characteristics of cyclists. A mixed method approach was applied for the thesis, using questionnaires, actual route data collection for quantitative methods and interviews for qualitative methods. This approach allowed the researcher to examine diverse aspects of the research questions, which individual methods were unlikely to address. The thesis has identified what route features are important for cyclists, and why these features are considered important. In terms of the issues regarding cycling infrastructures, the preferences of cyclists were found to be linked to the fear to motorised traffic on roads, which is a fundamental issue that may not be revealed through quantitative studies. Another key finding identified was that cyclists choose different routes dependent on the conditions applicable even for same trip purposes. In this respect, it was noted that often their choices are forced by prevailing road instructions such as one-way road, although they may be aware that the alternative road conditions may not be good from a cycling viewpoint. However, it was also found that, where practicable, cyclists are likely to choose a route strategically, in a manner that will minimise the physical efforts required for cycling. Finally, based on the observations of the different geographical and environmental characteristics and atmosphere to cycling in two case study cities, the thesis also discovered the segment of the population who could become the main target for promoting the benefits of cycling.
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Suleman, Muhammed. "Cyclists' rights to the city: The realisation of cyclists' rights in the city of Johannesburg." Master's thesis, Faculty of Engineering and the Built Environment, 2018. http://hdl.handle.net/11427/30041.

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This research follows from the announcement of the Johannesburg mayor to stop the development of cycle lanes in the city of Johannesburg. The research is based on the notion that cyclists, like all other road users, have an equal right to the city. Therefore, planning for cyclists in cities should be awarded the same level of importance as planning for other modes of transport. However, having a right to city is, to a large extent, controlled by those who plan and shape the city. For this reason, the research places planning at the centre of the process, and unpacks the role of transport planners in shaping the city as a cycle friendly space. In doing this, the research focuses on the city of Johannesburg, a city which has, between 2007 and 2018, seen the development of 40kms of dedicated cycle lanes. The City decided to stop the development of cycle lanes because the city has not experienced an increase in cycling mode share. The research suggests that it is too early in the project to stop cycling development in Johannesburg. The city needs to relook at what has been done, find the gaps, and improve the programme. The research conducts a case study evaluation. The method focuses on four areas in Johannesburg in which cycle lanes have been constructed. Through an interview process, the research discusses why, transport planners feel cycling has not increased in Johannesburg, despite the interventions by the city in these four areas. The perspective of the transport planners are then compared to a range of articles relating to the development of the cycle lanes in Johannesburg. The research finds that while there is an acknowledgement of the city’s efforts to develop cycle lanes, there is a problem with the planning process. To understand the planning process better, the research discusses six international precedent cities, which have successfully increased cycling mode share. Through unpacking the planning process in these international cities, the research demonstrates the impacts that, the correct planning process can have, in the promotion of cyclists’ rights in cities. The research identifies certain gaps in the Johannesburg planning process. The research highlights a range of strategies which planners need to focus on in Johannesburg. However, at the root of it all, the research finds that cycling development in Johannesburg did not follow any specific cycling plan, while international best practice indicates that this is a major requirement. There is no clear guideline or strategy from the city which planners are following and, therefore, there is no coherent or complete plan for promoting cycling in Johannesburg.
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Laursen, Paul B. "The influence of high-intensity interval training on endurance performance in well trained cyclists /." St. Lucia, Qld, 2003. http://www.library.uq.edu.au/pdfserve.php?image=thesisabs/absthe17646.pdf.

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Gardner, Andrew S. "Power output of track sprint cyclists /." [St. Lucia, Qld.], 2005. http://www.library.uq.edu.au/pdfserve.php?image=thesisabs/absthe18973.pdf.

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Paulsen, Kirk Thomas. "Cyclists' Queue Discharge Characteristics at Signalized Intersections." Thesis, Portland State University, 2018. http://pqdtopen.proquest.com/#viewpdf?dispub=10825478.

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Wider bike facilities intuitively accommodate a greater number of cyclists in the same amount of time, but specific queue discharge characteristics associated with varying widths and/or types of bike facilities have not been thoroughly documented.

The focus of this research analyzed queues of cyclists at four signalized intersections in Portland, OR with varying widths on the approach and downstream intersection legs. A total of 2,820 cyclists within 630 groups of queued cyclists were observed at five different intersection layouts in Portland, Oregon. The layouts consisted of: a standard bike lane six feet wide connecting bicyclists to a standard bike lane six feet wide, a standard bike lane five feet wide connecting bicyclists to two standard bike lanes each five feet wide, a buffered bike lane 12 feet wide connecting bicyclists to a standard bike lane 6.5 feet wide, a bike box 21 feet wide connecting bicyclists to a buffered bike lane 10 feet wide, and a bike box 15 feet wide connecting bicyclists to two standard bike lanes each five feet wide.

For each configuration, the following aspects were analyzed: average headway per cyclist within each queue, the time required for queues to enter the intersection, the time required for queues to clear the intersection, the number of cyclists within queues, the width of the bicycle facilities, the approach grade, and the utilization of a bike box at the intersection approach if it was present.

The first major focus of the analysis reviewed the average headway values associated with each observed queue of cyclists. The queue size with the lowest mean of the average headway was for groups of seven cyclists with an average headway of approximately 0.8 seconds per cyclist. For queues larger than seven in size, the mean of the average headway remained relatively stable until queues of 12 in size and started to slightly increase toward approximately 1.0 seconds for queues larger than 12 cyclists. In addition, it appears that utilization of a bike box has a potential relationship with a reduced average headway as compared to queues that do not utilize a bike box. The associated reduction in the mean of the average headway was approximately 0.2 to 0.3 seconds per cyclist for queues of three or more in size.

The second major focus of the analysis reviewed the queue discharge rate associated with each observed queue of cyclists. The results appear to potentially indicate that wider bike facilities approaching an intersection, wider receiving bike facilities, or utilization of a bike box generally discharge queues of bicyclists into the intersection over a shorter amount of time as compared to facilities that are narrower or underutilized. The installation of a bike box at one of the study intersections increased the approach width from five to 15 feet and resulted in consistently lower average discharge times for all queue sizes, a reduction of greater than one second for queues of two cyclists to as much as about four seconds for queues of nine cyclists.

The third major focus of the analysis reviewed the intersection clearance time associated with each observed queue of cyclists. The results appear to potentially indicate that wider bike facilities approaching an intersection, wider receiving bike facilities, or utilization of a bike box generally clear queues of bicyclists through the intersection over a shorter amount of time as compared to facilities that are narrower or underutilized.

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Hansen, Ashleigh. "The use of Ergogenic aids in cyclists." Master's thesis, University of Cape Town, 2014. http://hdl.handle.net/11427/22627.

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Tengattini, Simone. "Physical and bicycle resistances characterization of utilitarian cyclists." Master's thesis, Alma Mater Studiorum - Università di Bologna, 2017.

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Urban cyclist’s physical characteristics are important for advanced modelling of bicycle speed and energy expenditure, with applications including infrastructure design, network analysis, and health and safety assessments. However, representative values for diverse urban travellers have not been established. This study investigates the physical characteristics of real-world urban cyclists, including rolling and drag resistance parameters, and bicycle and cargo masses. Relationships among physical characteristics socio-demographics and travel behaviour are also analysed, and a bicycle cruising speed model is derived to illustrate usefulness of the sought parameters. Firstly, a 12-sensor, 100-meter coast-down test setup is developed and indoor and outdoor validation tests are performed. Secondly, resistance parameters were measured utilizing the novel coast-down test for 557 intercepted cyclists in Vancouver, Canada. Masses were also measured, along with other bicycle attributes (tire pressure and size). The average (standard deviation) of coefficient of rolling resistance (C_r), effective frontal area (A_f C_d), bicycle plus cargo mass, and bicycle-only mass were 0.0077 (0.0036), 0.559 (0.170) m2, 18.3 (4.1) kg, and 13.7 (3.3) kg, respectively. The range of measured values is wider and higher than suggested in the literature. Thirdly, cluster analysis revealed that cyclist physical typology can be related to cycling efficiency,comfort in mixed traffic, year-round cycling, self-reported speed, and physical activity engagement. Physical typologies might help unveil new motivations in active travel behaviour and encourage urban cycling by a wider range of people. Finally, a mathematical framework is derived from first principles to determine speed from cyclist characteristics (power output, gearing, resistance parameters) and roadway attributes.
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Books on the topic "Cyclists"

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1867-1938, Wray W. Fitzwater, ed. The modern cyclist: A handbook for cyclists and other roadfarers. Oxford: Old House, 2013.

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Read, Colin. The Life Cyclists. London: Palgrave Macmillan UK, 2011. http://dx.doi.org/10.1057/9780230349445.

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Braun, Randall Gray. Cyclists' route atlas. Berkeley, Ca: Heyday Books, 1986.

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Guillaume, Rebière, ed. Un siècle de cyclisme. Paris: Calmann-Lévy, 2010.

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Boga, Steve. Cyclists: How the world's most daring riders train and compete. Harrisburg, PA: Stackpole Books, 1992.

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1962-, Doyle Ken, and Doyle Ken 1962-, eds. Weight training for cyclists. 2nd ed. Boulder, Colo: VeloPress, 2008.

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Allott & Lomax (Firm) and Cyclists' Touring Club, eds. Cyclists and major roads. Godalming: Cyclists' Touring Clubb, 1992.

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Doyle, Ken. Weight training for cyclists. Boulder, CO: VeloPress, 1998.

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Joshi, Mary Sissons. Cyclists under threat: A survey of Oxford cyclists' perceptions of risk. [London]: Health Education Authority, 1992.

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inc, Louis Garneau Sport, ed. "Never give up-- !": Louis Garneau. Saint-Augustin-de-Desmaures, Québec: Louis Garneau Sports, 2012.

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Book chapters on the topic "Cyclists"

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Read, Colin. "Introduction." In The Life Cyclists, 1–4. London: Palgrave Macmillan UK, 2011. http://dx.doi.org/10.1057/9780230349445_1.

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Read, Colin. "The Theory." In The Life Cyclists, 89–106. London: Palgrave Macmillan UK, 2011. http://dx.doi.org/10.1057/9780230349445_10.

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Read, Colin. "Applications." In The Life Cyclists, 107–20. London: Palgrave Macmillan UK, 2011. http://dx.doi.org/10.1057/9780230349445_11.

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Read, Colin. "Life and Legacy." In The Life Cyclists, 121–27. London: Palgrave Macmillan UK, 2011. http://dx.doi.org/10.1057/9780230349445_12.

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Read, Colin. "The Early Years." In The Life Cyclists, 129–34. London: Palgrave Macmillan UK, 2011. http://dx.doi.org/10.1057/9780230349445_13.

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Read, Colin. "The Times." In The Life Cyclists, 135–40. London: Palgrave Macmillan UK, 2011. http://dx.doi.org/10.1057/9780230349445_14.

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Read, Colin. "The Theory." In The Life Cyclists, 141–53. London: Palgrave Macmillan UK, 2011. http://dx.doi.org/10.1057/9780230349445_15.

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Read, Colin. "Applications." In The Life Cyclists, 154–60. London: Palgrave Macmillan UK, 2011. http://dx.doi.org/10.1057/9780230349445_16.

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Read, Colin. "The Nobel Prize, Life, and Legacy." In The Life Cyclists, 161–65. London: Palgrave Macmillan UK, 2011. http://dx.doi.org/10.1057/9780230349445_17.

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Read, Colin. "The Early Years." In The Life Cyclists, 168–75. London: Palgrave Macmillan UK, 2011. http://dx.doi.org/10.1057/9780230349445_18.

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Conference papers on the topic "Cyclists"

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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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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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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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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.

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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.

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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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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/10.59490/64f6c1c17d4743f56ed1665c.

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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 cyclists riding alone (n = 1,411) and cyclists riding in 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 (path marked for cyclists or path marked for pedestrians) 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 riding and road usage. It is to be investigated whether cyclists alone behave differently than cyclists in groups and whether there are differences in the two groups for wrong way cyclists. Both - cyclists alone (69.38%) and cyclists in groups (84.57%) - crossed the intersection more frequently without stopping within the observation period. In all cases, cyclists stopped more often at the bicycle stopping line or used the special marked bicycle lane, thereby complying with the law. Most wrong way cyclists on the special marked bicycle lane were found for cyclists alone with stopping (10%, n = 27) and cyclists in groups with stopping (8%, n = 12). The speeds were also compared. The speeds between cyclists alone and cyclists in groups differ slightly, and the stopping behaviour is very similar if the special marked bicycle lane is used after the stop. 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. Furthermore, the results of this study will provide further knowledge, which help developing autonomous driving functions correctly anticipating cycle behaviour at intersections.
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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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Fulton, Alexander B., Genevieve M. Lipp, Jeffrey D. Reid, and Brian P. Mann. "Cycling Aerodynamics: The Effect of Rider Position on Aerodynamic Drag." In ASME 2013 International Mechanical Engineering Congress and Exposition. American Society of Mechanical Engineers, 2013. http://dx.doi.org/10.1115/imece2013-63488.

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Competitive cyclists seek to maximize their efficiency by minimizing the influence of resistive forces. At the high speeds maintained during competition, aerodynamic drag is the primary resistive force. This paper investigates the influence of a cyclist’s body position using models of aerodynamic drag and elucidates the time benefit of various body positions. Mathematical models from prior work, which use cyclist mass and body position angles, have been used to determine the projected frontal area of a cyclist and the aerodynamic drag. Graphical representation of the non-linear relationship between aerodynamic drag and an increasing velocity are also provided. Finally, simulations are produced for a 40 km time trial course, and the results indicate a maximum performance increase of 20.71% due entirely to rider body position when exerting 400 W. We conclude aerodynamic efficiency is crucial in competitive cycling, and its significant correlation with rider body position should not be ignored.
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Lawrentia Ngwu, Obiageli, Anika Rimu, and Shuchisnigdha Deb. "How to Design Traffic Infrastructure to Support Cyclists’ Interaction with Autonomous Vehicles: Teenage Cyclists’ Perceptions." In 13th International Conference on Applied Human Factors and Ergonomics (AHFE 2022). AHFE International, 2022. http://dx.doi.org/10.54941/ahfe1002151.

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Cycling is a popular transportation mode for teenagers; however, statistics show that bicyclist fatalities on minor roads are higher for teenagers (44%) as compared to older bicyclists (28%). The implementation of automated vehicles (AVs) is expected to make roads safer. Nevertheless, very few studies have focused on cyclist-AV interaction, especially on teenage cyclist population. This study examines teenagers’ perceptions on infrastructures necessary to share roads with AVs. A virtual focus group study with twenty four participants evaluated six potential traffic infrastructure designs using discussion and survey questions. Participants’ data on demographics, generic cycling behavior, and personal innovativeness were collected. Results show that participants showing risky cycling behaviors on roads were more flexible in design guidelines compared to teenagers exhibiting positive cycling behaviors. Teenagers mentioned coherent, direct, safe, and comfortable being the most important factors to design supporting infrastructures for AVs. They preferred spacious bike lanes, clear markings, clearance between cyclist and vehicle lanes, and physical barriers separating AVs and cyclists.
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Acevedo, Orlando, Luis Muñoz, Alejandra Polanco, and Daniel Suárez. "Influence of the Chainring Geometry on the Critical Power of Recreational Cyclists." In ASME 2020 International Design Engineering Technical Conferences and Computers and Information in Engineering Conference. American Society of Mechanical Engineers, 2020. http://dx.doi.org/10.1115/detc2020-22752.

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Abstract Science has come to a disagreement regarding the real effect that chainrings’ geometry has on cyclists’ performance. In this study, the influence of the use of a noncircular chainring on recreational cyclists’ performance is determined through experimental power delivery tests. A critical power model was used to estimate variations on cyclists’ performance. In addition, a new protocol for estimating critical power was proposed. Fourteen recreational cyclists (two females and twelve males) performed a series of self-paced constant-time tests with a circular and a noncircular (i.e., Osymetric) chainring during two different test sessions. Power output, cadence and time were registered to compute the critical power. According to the results of this study, it seems there is a change in the critical power of the majority of the recreational cyclists due to the use of a noncircular chainring. Thus, a performance improvement was obtained during long-endurance tests. However, the order of the tests (i.e., starting with the circular chainring or starting with the noncircular chainring) was proven to have an impact on the results due to a familiarization effect to the test conditions. Finally, a new protocol to estimate the critical power of a cyclist by performing a single riding session was proposed and assessed on a pilot test (i.e., error < 3%).
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Reports on the topic "Cyclists"

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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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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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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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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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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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Joo, Sungjun, and Tae-Hun Kim. Acupuncture for overuse injuries in cyclists: Protocol for a systematic review and meta-analysis. INPLASY - International Platform of Registered Systematic Review and Meta-analysis Protocols, December 2023. http://dx.doi.org/10.37766/inplasy2023.12.0051.

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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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Kachadoorian, Carol. Cycling Past 50: A Closer Look into the World of Older Cyclists, Year 4 Survey. Mineta Transportation Institute, December 2023. http://dx.doi.org/10.31979/mti.2023.2157.1.

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This document reports on approximately 5,000 responses to a North American survey of older adults who cycle. The survey, open from August 2021 through March 2022, included questions that captured a person’s cycling over their life course, as well as their current cycling styles, habits, and preferences. Responses reflect the impact of various factors on an older adult’s cycling habits with respect to their ability and agility and their expectation to continue cycling. The survey asked about falls and near misses in the past-year coding fall descriptions into six categories and sorting them by the respondent’s gender and age. The survey’s Visual Preference questions offered photos of cycling contexts and asked respondents to select four to six options for traveling within each context, then scored its safety and comfort level between 1 and 5. Key takeaways include: many older adults can continue to cycle as they age by using a different bicycle, establishing a different expectation with regard to cycling, finding others to cycle with, and using safe and comfortable cycling facilities. Survey questions about e-bikes, adult trikes, and tandems show the variety of bicycle types available, but point to the need for higher-capacity bikeways and education about sharing bikeways safely. The report ends with several issues for further consideration, including risks for older cyclists of color, ways that caregiving can enhance or reduce cycling benefits, and how injury recovery can affect a return to cycling, or not. The population of older adults is growing, and examining the needs of this group ensures a community’s ability to create environments conducive to equitable mobility for all.
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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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Lubitow, Amy. Narratives of Marginalized Cyclists: Understanding Obstacles to Utilitarian Cycling Among Women and Minorities in Portland, OR. Portland State University, May 2017. http://dx.doi.org/10.15760/trec.171.

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