Journal articles on the topic 'Cyclists'
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1
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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Thompson, Jason Hugh, Jasper S. Wijnands, Suzanne Mavoa, Katherine Scully, and Mark R. Stevenson. "Evidence for the ‘safety in density’ effect for cyclists: validation of agent-based modelling results." Injury Prevention 25, no. 5 (October 12, 2018): 379–85. http://dx.doi.org/10.1136/injuryprev-2018-042763.
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The safety in numbers (SiN) effect for cyclists is widely observed but remains poorly understood. Although most studies investigating the SiN phenomenon have focused on behavioural adaptation to ‘numbers’ of cyclists in the road network, previous work in simulated environments has suggested SiN may instead be driven by increases in local cyclist spatial density, which prevents drivers from attempting to move through groups of oncoming cyclists. This study therefore set out to validate the results of prior simulation studies in a real-world environment. Time-gap analysis of cyclists passing through an intersection was conducted using 5 hours of video observation of a single intersection in the city of Melbourne, Australia, where motorists were required to ‘yield’ to oncoming cyclists. Results demonstrated that potential collisions between motor vehicles and cyclists reduced with increasing cyclists per minute passing through the intersection. These results successfully validate those observed under simulated conditions, supporting evidence of a proposed causal mechanism related to safety in density rather than SiN, per se. Implications of these results for transportation planners, cyclists and transportation safety researchers are discussed, suggesting that increased cyclist safety could be achieved through directing cyclists towards focused, strategic corridors rather than dispersed across a network.
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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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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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Kassim, Ali, Karim Ismail, and Shawn McGuire. "Operational Evaluation of Central Sharrows and Dooring Zone Treatment on Road User Behavior in Ottawa, Canada." Transportation Research Record: Journal of the Transportation Research Board 2672, no. 36 (July 15, 2018): 136–44. http://dx.doi.org/10.1177/0361198118787092.
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The purpose of this study is to determine how new pavement markings (central sharrows and indication of “dooring zone”) influence cyclist and motorist interactions and positioning, especially with respect to the distance cyclists travel from the parking edge line. The markings are designed to discourage cyclists from riding in the dooring-zone area and to ride in the center of the travel lane to avoid serious safety hazards. A number of safety performance parameters were used to assess whether safer conditions existed after the new treatment was installed. Safe motorist behavior was defined as: (a) motor vehicle following a cyclist with or without visible oncoming traffic in the opposing lane, and (b) motor vehicle passing a cyclist at a safe lateral distance. Safe cyclist behavior was defined as: cyclist riding in the lane position indicated by the central sharrows and outside of the dooring-zone area. The findings indicate that the central sharrows and dooring-zone markings created more favorable conditions for cyclist safety and for motorist compliance. Cyclists rode further from the parking edge line and closer to the sharrows that were marked in the center of the travel lane, and motorists were shown to be less likely to pass and more likely to follow cyclists.
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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.
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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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Opeskin, Kenneth. "2. An Unusual Case of Comingled Remains." Medicine, Science and the Law 32, no. 1 (January 1992): 56–58. http://dx.doi.org/10.1177/002580249203200112.
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Nordengen, Ruther, Riiser, Andersen, and Solbraa. "Correlates of Commuter Cycling in Three Norwegian Counties." International Journal of Environmental Research and Public Health 16, no. 22 (November 8, 2019): 4372. http://dx.doi.org/10.3390/ijerph16224372.
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Globally, there is an increasing challenge of physical inactivity and associated diseases. Commuter cycling is an everyday physical activity with great potential to increase the health status in a population. We aimed to evaluate the association of self-reported factors and objectively measured environmental factors in residence and along commuter routes and assessed the probability of being a commuter cyclist in Norway. Our study included respondents from a web-based survey in three Norwegian counties and we used a Geographic Information Systems (GIS) to evaluate the natural and built environment. Of the 1196 respondents, 488 were classified as commuter cyclists. Self-reported factors as having access to an e-bike (OR 5.99 [CI: 3.71–9.69]), being physically active (OR 2.56 [CI: 1.42–4.60]) and good self-rated health (OR 1.92 [CI: 1.20–3.07]) increased the probability of being a cyclist, while being overweight or obese (OR 0.71 [CI: 0.54–0.94]) reduced the probability. Environmental factors, such as high population density (OR 1.49 [CI: 1.05–2.12]) increased the probability, while higher slope (trend p = 0.020), total elevation along commuter route (trend p = 0.001), and >5 km between home and work (OR 0.17 [CI: 0.13–0.23]) decreased the probability of being a cyclist. In the present study, both self-reported and environmental factors were associated with being a cyclist. With the exception of being in good health, the characteristics of cyclists in Norway, a country with a low share of cyclists, seem to be similar to countries with a higher share of cyclists. With better knowledge about characteristics of cyclists, we may design better interventions and campaigns to increase the share of commuter cyclists.
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Mandal, Ananya, and Gaurav Kadyan. "To Assess and Correlate Cardiorespiratory Adaptations in Endurance-Trained Cyclist and Recreational Cyclist." International Journal of Physiotherapy and Research 9, no. 6 (December 11, 2021): 4058–65. http://dx.doi.org/10.16965/ijpr.2021.193.
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Background: This cross-sectional study aimed to compare and correlate HRV indices, body composition, and aerobic power (VO2max) in recreational cyclists and trained endurance (road) cyclists. 47 male cyclists participated in the study (age: 20.32 ± 0.365; height: 171.50 ± 1.117; BMI: 23.00 ± 0.47) divided into 3 groups (Group 1: Recreational cyclist; group 2: Delhi Cyclist, playing at State/National level; and group 3: IGI cyclist, playing at National/International level). Methods: The participants underwent body composition analysis (BMI, Subcutaneous whole body, body density, body fat %, lean body mass) and anthropometry profiling. HRV was recorded (RMSSD, pNN50%, SDNN, LH/HF ratio) at resting state (~5 minutes) using the Heartware Shimmer ECG device. Later 3 minutes McArdle step test was done to measure VO2 max. Result: The VO2max (F2, 44=22.821, P<0.001) and Body fat % (7-Fold) (F2, 44=6.772, P=0.003) differed significantly between the 3 groups of cyclists. A highly significant negative correlation was seen between cycling experience in years with Resting HR and LF/HF ratio (p<0.01) with their r- values at -.382 and -.448 respectively, and statistically significant negative correlation was indicated with Body fat% (7-fold), r=-.322 (p<0.05). Conclusion: Significant differences were seen in the aerobic capacity (VO2max) between all the 3 groups of cyclists. Improved VO2max in trained road cyclists can be particularly due to the nature of cycling (endurance) training, overall training volume, and reduction in the body fat % and fat mass, which further enhances the adaptations to autonomic control. KEY WORDS: adaptation, autonomic nervous system, body composition, cardiorespiratory, cyclist, endurance, HRV, recreational, road cycling, VO2max.
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WALDZINSKI, CEZARY, ALEKSANDRA DURZYNSKA, TOMASZ WALDZINSKI, and KAZIMIERZ KOCHANOWICZ. "An accident right before the finish of the first stage of the 77th edition of the Tour de Pologne – legal characterisation of the accident through the prism of criminal law." Baltic Journal of Health and Physical Activity Supplement 1, no. 13 (September 30, 2021): 59–63. http://dx.doi.org/10.29359/bjhpa.2021.suppl.1.07.
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On August 5, 2020 the first of five stages of the 77th edition of the Tour de Pologne took place. In the final meters of the first stage of the race around Poland, an unfortunate accident occurred. Jumbo-Visma rider, Dylan Groenewegen, who fought for the victory, deviated from his line and by going to the right prevented Fabio Jakobsen from riding and finishing the race. As a result, the Deceuninck-Quick-Step cyclist hit the barriers at high speed and suffered very serious injuries. Fabio Jakobsen, a talented cyclist, was taken to hospital in a severe condition. One of the judges who stood nearby and handled the photocell as well as numerous cyclists from the peloton were also seriously injured. By the commissaires’ panel decision Dylan Groenewegen was disqualified and excluded from further competition. The Union Cycliste Internationale considered the cyclist’s behaviour unacceptable and referred the matter to the Disciplinary Commission, to request the imposition of sanctions commensurate with the seriousness of the facts. It will be extremely difficult to determine that the injuries suffered by Fabio Jakobsen in the crash at the finish of the first stage of the 77th Tour de Pologne were caused under the conditions of sport risk justification.
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Calvi, Alessandro, Fabrizio D’Amico, Chiara Ferrante, and Luca Bianchini Ciampoli. "Driving Simulator Study for Evaluating the Effectiveness of Virtual Warnings to Improve the Safety of Interaction Between Cyclists and Vehicles." Transportation Research Record: Journal of the Transportation Research Board 2676, no. 4 (December 16, 2021): 436–47. http://dx.doi.org/10.1177/03611981211061351.
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Globally, cyclists account for 3% of all road traffic deaths, with the highest percentage occurring in Europe (8%) where the bicycle is considered a true alternative mode of transport. Among the causes of crashes are vehicles overtaking cyclists, especially on rural roads. In this study, a new application of augmented reality (AR) warnings for connected vehicles is tested by means of a driving simulator. The overall objective of the study consists in assessing the effectiveness of three proposed AR systems in improving the safety of interactions between vehicles and cyclists, especially during overtaking maneuvers. The AR systems were tested on a sample of 46 drivers and provided them with additional virtual visual information aimed at improving the driver’s risk perception and assessment of safe distance from a cyclist. The virtual warning configurations were: (i) a yellow safety zone around the cyclist; (ii) a color-changing safety zone that changes from red to green when the driver has safe lateral space to overtake the cyclist; (iii) the same color-changing security zone but with an additional acoustic warning. The AR warnings were found to be quite effective as they helped drivers overtake cyclists more safely. With AR warnings (especially with the additional audio), it was found that drivers adopted longer distances from cyclists and entered the oncoming lane less frequently, thus lowering the risk of collision with cyclists as well as the risk of head-on collision with oncoming vehicles.
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Aldred, Rachel, Susana García-Herrero, Esther Anaya, Sixto Herrera, and Miguel Ángel Mariscal. "Cyclist Injury Severity in Spain: A Bayesian Analysis of Police Road Injury Data Focusing on Involved Vehicles and Route Environment." International Journal of Environmental Research and Public Health 17, no. 1 (December 21, 2019): 96. http://dx.doi.org/10.3390/ijerph17010096.
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This study analyses factors associated with cyclist injury severity, focusing on vehicle type, route environment, and interactions between them. Data analysed was collected by Spanish police during 2016 and includes records relating to 12,318 drivers and cyclist involving in collisions with at least one injured cyclist, of whom 7230 were injured cyclists. Bayesian methods were used to model relationships between cyclist injury severity and circumstances related to the crash, with the outcome variable being whether a cyclist was killed or seriously injured (KSI) rather than slightly injured. Factors in the model included those relating to the injured cyclist, the route environment, and involved motorists. Injury severity among cyclists was likely to be higher where an Heavy Goods Vehicle (HGV) was involved, and certain route conditions (bicycle infrastructure, 30 kph zones, and urban zones) were associated with lower injury severity. Interactions exist between the two: collisions involving large vehicles in lower-risk environments are less likely to lead to KSIs than collisions involving large vehicles in higher-risk environments. Finally, motorists involved in a collision were more likely than the injured cyclists to have committed an error or infraction. The study supports the creation of infrastructure that separates cyclists from motor traffic. Also, action needs to be taken to address motorist behaviour, given the imbalance between responsibility and risk.
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Still, Mary L., and Jeremiah D. Still. "How Signs, Markings, and Hazards Impact Motorist Assessment of Cyclist Lane Placement." Proceedings of the Human Factors and Ergonomics Society Annual Meeting 64, no. 1 (December 2020): 1948–49. http://dx.doi.org/10.1177/1071181320641468.
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Human factors research has led to safer interactions between motorists through redesigned signage, roadway designs, and training. Similar efforts are needed to understand and improve interactions between cyclists and motorists. One challenge to safe motorist-cyclist interactions are expectations about where cyclists should be on the road. In this study, we utilize more directive signage and additional lane markings to clarify where cyclists should ride in the travel lane. The impact of these signifiers was examined by having motorists indicate where cyclists should ride in the lane, how difficult it was to determine the correct lane position, and how safe they would feel if they were in that lane position. Results indicate that more directive signage – “bicycles take the lane”-and painted hazard signifiers can change motorists’ expectations, so they are more aligned with safer cyclist positioning in the lane.
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Widyaningrum, Citra, Yori Herwangi, and Keiichi Ogawa. "Cyclist Class in Jakarta During the Covid-19 Pandemic Based on Cycling Behavior and Facility Preferences." Built Environment Studies 3, no. 2 (January 3, 2023): 23–29. http://dx.doi.org/10.22146/best.v3i2.3374.
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The Covid-19 pandemic affects many aspects, including transportation. Campaigns to reduce social distance have changed people's daily travel behaviors. Moreover, increased health awareness leads to increased bicycle usage, including in Jakarta. However, the lack of proper bicycle lanes along the road in Jakarta makes cyclists unsafe. Therefore, the Bicycle Level of Service method uses to evaluate the feasibility of a section of the bicycle lane in South Jakarta. As the number of cyclists in Jakarta grows, so do their characteristics. The diversity of cyclists may also reveal facility preferences. Hence, the Latent Class Analysis is carried out to determine a cyclist’s class likelihood. A sample of bicycle users in Jakarta and its surroundings was studied using descriptive quantitative analysis. Lastly, this study performed the cross-tabulation analysis to examine the relationship between cycling classes in Jakarta and the preferences on cycling facilities during the pandemic. The study results indicate that daily mobility in Jakarta changed during the pandemic, with an increase in bicycle users and the emergence of three cyclist classes: Recreational, Sport, and True. In addition, the feasibility evaluation of the existing bicycle lane shows an increase in the bicycle level of service since the time prior to the pandemic.
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Wang, Fang, Ke Peng, Tiefang Zou, Qiqi Li, Fan Li, Xinghua Wang, Jiapeng Wang, and Zhou Zhou. "Numerical Reconstruction of Cyclist Impact Accidents: Can Helmets Protect the Head-Neck of Cyclists?" Biomimetics 8, no. 6 (September 27, 2023): 456. http://dx.doi.org/10.3390/biomimetics8060456.
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Cyclists are vulnerable road users and often suffer head-neck injuries in car–cyclist accidents. Wearing a helmet is currently the most prevalent protection method against such injuries. Today, there is an ongoing debate about the ability of helmets to protect the cyclists’ head-neck from injury. In the current study, we numerically reconstructed five real-world car–cyclist impact accidents, incorporating previously developed finite element models of four cyclist helmets to evaluate their protective performances. We made comparative head-neck injury predictions for unhelmeted and helmeted cyclists. The results show that helmets could clearly lower the risk of severe (AIS 4+) brain injury and skull fracture, as assessed by the predicted head injury criterion (HIC), while a relatively limited decrease in AIS 4+ brain injury risk can be achieved in terms of the analysis of CSDM0.25. Assessment using the maximum principal strain (MPS0.98) and head impact power (HIP) criteria suggests that helmets could lower the risk of diffuse axonal injury and subdural hematoma of the cyclist. The helmet efficacy in neck protection depends on the impact scenario. Therefore, wearing a helmet does not seem to cause a significant neck injury risk level increase to the cyclist. Our work presents important insights into the helmet’s efficacy in protecting the head-neck of cyclists and motivates further optimization of protective equipment.
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Veillette, Marie-Pier, Emily Grisé, and Ahmed El-Geneidy. "Does One Bicycle Facility Type Fit All? Evaluating the Stated Usage of Different Types of Bicycle Facilities among Cyclists in Quebec City, Canada." Transportation Research Record: Journal of the Transportation Research Board 2673, no. 6 (April 28, 2019): 650–63. http://dx.doi.org/10.1177/0361198119844741.
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For cities wishing to foster a strong culture of cycling, developing a network of safe and efficient bicycle infrastructure is paramount, yet not a straightforward task. Once transport professionals have selected the optimal location for a new bicycle facility, determining the optimal facility type is imperative to ensure that the new infrastructure encourages cycling trips and increases the safety of cyclists. The present study presents a nuanced approach to evaluating cyclists’ usage of various types of bicycle facilities. To achieve this goal, we employed survey data of cyclists in Quebec City, Canada, to study how many cyclists reported using a particular bicycle facility in the survey against their reasonable access to those reported facilities. To account for different preferences, behavior, and motivations among cyclists, we segmented our study sample into six types of cyclist. Finally, regression modeling was employed to predict the stated usage of three facility types present in the study area (recreational path, bi-directional protected lane, and painted lane), while controlling for access to this path, cyclist type, and personal and neighborhood characteristics. Results indicate that if a cyclist has access to each facility type on their commute, they are most likely to use a recreational path on their commute, followed by a painted bicycle lane. Respondents with access to a bi-directional lane are no more likely to report using this facility than respondents without access. Overall, this study is intended to encourage a dialog between cyclists and transport practitioners to uncover the factors contributing to effective bicycle infrastructure.
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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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Wierbos, M. J., V. L. Knoop, B. Goñi-Ros, and S. P. Hoogendoorn. "The Influence of Jam Density and Merging Cyclists on the Queue Discharge Rate." Journal of Advanced Transportation 2020 (August 28, 2020): 1–10. http://dx.doi.org/10.1155/2020/9272845.
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An increasing number of people use the bicycle for urban trips resulting in local congestion at intersections, especially during peak hours. Understanding the queue dynamics is key to find the correct measures that can reduce the delays for cyclists without affecting other traffic modes. To this end, the discharge process of bicycle queues is studied, focusing on the impact of jam density on the queue discharge rate and how this process is affected by cyclists that merge into the queue during the discharge phase. The impact of merging cyclists is captured by a newly introduced bicycle equivalent (BE) value. This direction-specific BE value is used to convert a merging cyclist into a cyclist that is waiting in the original queue. Results show that the queue discharge rate increases with increasing density of the queue. Furthermore, cyclists that merge by overtaking contribute to the queue discharge rate, while cyclists who merge from a perpendicular direction hinder the discharge process, thereby decreasing the bicycle flow at the intersection. The insights can be used to develop measures which minimise delay at intersections and to design efficient infrastructure for bicyclists.
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Gallo, Gabriele, Mireille Mostaert, Emanuela Faelli, Piero Ruggeri, Sundeep Delbarba, Roberto Codella, Pieter Vansteenkiste, and Luca Filipas. "Do Race Results in Youth Competitions Predict Future Success as a Road Cyclist? A Retrospective Study in the Italian Cycling Federation." International Journal of Sports Physiology and Performance 17, no. 4 (April 1, 2022): 621–26. http://dx.doi.org/10.1123/ijspp.2021-0297.
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Purpose: The aim of this study was to investigate the relationship between youth road cycling success and becoming a professional cyclist. Specifically, the authors sought to analyze (1) the differences in the success scores in youth categories between future professional (PRO) and future nonprofessional (NON-PRO) cyclists, (2) whether relative age effect influences youth road cycling career pathways, and (3) whether youth competition success could predict a future career as a professional cyclist. Methods: The number of points gathered in the annual national ranking of 1345 Italian cyclists in the U17, U19, and U23 categories were retrospectively analyzed. Participants were divided into 2 groups: PRO (n = 43) and future NON-PRO (n = 1302), depending on whether they reached the professional level. Results: PRO outperformed NON-PRO in all the youth categories considered (ie, U17, U19, and U23). Older cyclists within the same annual age group were not overrepresented in PRO and do not have an advantage over younger cyclists within all the competition years. The number of points gathered in youth competitions provides an indication of probability of becoming professional cyclists from U17 onward with the predictive value increasing with age category. Conclusions: Handling the transition to a new age group well (especially the U19–U23 transition), and therefore having success competing against older and more experienced cyclists, is an important factor for talent identification in youth cycling.
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Stoliarov, Yaroslav. "FACTORS AND CONDITIONS OF MOVEMENT OF CYCLISTS DURING THE RECONSTRUCTION OF A TRAFFIC ACCIDENT." Criminalistics and Forensics, no. 68 (July 3, 2023): 532–39. http://dx.doi.org/10.33994/kndise.2023.68.53.
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This article examines the main factors and conditions associated with the movement of cyclists during the reconstruction of a traffic accident. The dynamics of the cyclist’s movement depending on the weather conditions, the obstacles encountered in the path of the cyclist’s movement are considered, as something that should be paid attention to by an expert during transport and route studies and the investigation of the circumstances of a traffic accident. On the basis of the studied problems during the research, information was established that is often not included and not described in the case materials, but has quite a lot of signs that can cause driving problems for the cyclist. Why is the classification of bicycles and their schematic design presented for clarity of representation of its parts and controls?
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Filipović, Filip, Dušan Mladenović, Krsto Lipovac, Dillip Kumar Das, and Bojana Todosijević. "Determining Risk Factors That Influence Cycling Crash Severity, for the Purpose of Setting Sustainable Cycling Mobility." Sustainability 14, no. 20 (October 12, 2022): 13091. http://dx.doi.org/10.3390/su142013091.
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This paper has, for the purpose of setting sustainable cycling mobility, identified and assessed basic risk factors influencing crash severity. The study has examined risk factors for cyclist injuries and fatalities, according to the characteristics relative to cyclists, roads, vehicles and environment posing the risk of cyclist fatalities or serious injuries. The method of Binary logistic regression has been used as the study to analyze a sample of 21,235 traffic crashes involving cyclists in Serbia, over the period 2010–2021. The task was not to define the equations for risk prediction, but to determine the injury and fatality risk factors for cyclists. The results of this study show that cyclists older than 60 have a higher probability of being injured. Cyclists are more likely to be injured or killed on weekdays than on weekends, as well as in conditions of twilight. The odds of fatality and injury outside built-up areas are higher, while the odds of sustaining a serious injury are higher in built-up areas. The results of this study indicate significant overlapping with the previous research related to the analysis of factors influencing the severity of cyclist crashes. These results can be important for the policy makers and stakeholders involved, as they can help them gain clear understanding of the current road safety situation, for the purpose of creating an opportunity for developing best action plans and practical measures in the process of implementing sustainable urban mobility planning.
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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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Leo, Peter, James Spragg, Iñigo Mujika, Andrea Giorgi, Dan Lorang, Dieter Simon, and Justin S. Lawley. "Power Profiling, Workload Characteristics, and Race Performance of U23 and Professional Cyclists During the Multistage Race Tour of the Alps." International Journal of Sports Physiology and Performance 16, no. 8 (August 1, 2021): 1089–95. http://dx.doi.org/10.1123/ijspp.2020-0381.
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Purpose: The aim of this study was to compare the power profile, internal and external workloads, and racing performance between U23 and professional cyclists and between varying rider types across 2 editions of a professional multistage race. Methods: Nine U23 cyclists from a Union Cycliste Internationale “Continental Team” (age 20.8 [0.9] y; body mass 71.2 [6.3] kg) and 8 professional cyclists (28.1 [3.2] y; 63.0 [4.6] kg) participated in this study. Rider types were defined as all-rounders, general classification (GC) riders, and domestiques. Data were collected during 2 editions of a 5-day professional multistage race and split into the following 4 categories: power profile, external and internal workloads, and race performance. Results: The professional group, including domestiques and GC riders, recorded higher relative power profile values after certain amounts of total work (1000–3000 kJ) than the U23 group or all-rounders (P ≤ .001–.049). No significant differences were found for external workload measures between U23 and professional cyclists, nor among rider types. Internal workloads were higher in U23 cyclists and all-rounders (P ≤ .001–.043) compared with professionals, domestiques, and GC riders, respectively. The power profile significantly predicted percentage general classification and Union Cycliste Internationale points (R2 = .90–.99), whereas external and internal workloads did not. Conclusion: These findings reveal that the power profile represents a practical tool to discriminate between professionals and U23 cyclists as well as rider types. The power profile after 1000 to 3000 kJ of total work could be used by practitioners to evaluate the readiness of U23 cyclists to move into the professional ranks, as well as differentiate between rider types.
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Aultman-Hall, Lisa, and Michael F. Adams. "Sidewalk Bicycling Safety Issues." Transportation Research Record: Journal of the Transportation Research Board 1636, no. 1 (January 1998): 71–76. http://dx.doi.org/10.3141/1636-11.
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Bicycle route and safety data sets for 2,963 commuter cyclists in Ottawa and Toronto, Canada, containing cyclist characteristics, collision and fall history, and regular commute route, are used for this analysis. Previous analyses found sidewalk collisions and fall and injury rates significantly higher on sidewalks than on roads or paths. Of the 52 events reported on sidewalks, none were reported to police and would, therefore, not be found in a police accident database. These events did result in injuries, and in two cases major injuries. This analysis has found that commuter cyclists in Ottawa use sidewalks primarily on major roads (not necessarily high-speed roads) and often to cross bridges or to take shortcuts where no road exists. Toronto commuter cyclists use sidewalks primarily on high-volume multilane roads. Some Toronto cyclists still use sidewalks when bicycle lanes are provided. A slightly higher proportion of women are sidewalk cyclists in Ottawa; however, no age relationship was found. Sidewalk cyclists reported proportionally more near misses with bicycles in the previous month. A relatively large number of sidewalk collisions are with other bicycles. The most significant result of the analysis is that sidewalk cyclists have higher event rates on roads than nonsidewalk cyclists.
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Anagnostopoulos, Theodoros, Chu Luo, Jino Ramson, Klimis Ntalianis, Vassilis Kostakos, and Christos Skourlas. "A multi-agent system for distributed smartphone sensing cycling in smart cities." Journal of Systems and Information Technology 22, no. 1 (April 6, 2020): 119–34. http://dx.doi.org/10.1108/jsit-12-2018-0158.
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Purpose The purpose of this paper is to propose a distributed smartphone sensing-enabled system, which assumes an intelligent transport signaling (ITS) infrastructure that operates traffic lights in a smart city (SC). The system is able to handle priorities between groups of cyclists (crowd-cycling) and traffic when approaching traffic lights at road junctions. Design/methodology/approach The system takes into consideration normal probability density function (PDF) and analytics computed for a certain group of cyclists (i.e. crowd-cycling). An inference model is built based on real-time spatiotemporal data of the cyclists. As the system is highly distributed – both physically (i.e. location of the cyclists) and logically (i.e. different threads), the problem is treated under the umbrella of multi-agent systems (MAS) modeling. The proposed model is experimentally evaluated by incorporating a real GPS trace data set from the SC of Melbourne, Australia. The MAS model is applied to the data set according to the quantitative and qualitative criteria adopted. Cyclists’ satisfaction (CS) is defined as a function, which measures the satisfaction of the cyclists. This is the case where the cyclists wait the least amount of time at traffic lights and move as fast as they can toward their destination. ITS system satisfaction (SS) is defined as a function that measures the satisfaction of the ITS system. This is the case where the system serves the maximum number of cyclists with the fewest transitions between the lights. Smart city satisfaction (SCS) is defined as a function that measures the overall satisfaction of the cyclists and the ITS system in the SC based on CS and SS. SCS defines three SC policies (SCP), namely, CS is maximum and SS is minimum then the SC is cyclist-friendly (SCP1), CS is average and SS is average then the SC is equally cyclist and ITS system friendly (SCP2) and CS is minimum and SS is maximum then the SC is ITS system friendly (SCP3). Findings Results are promising toward the integration of the proposed system with contemporary SCs, as the stakeholders are able to choose between the proposed SCPs according to the SC infrastructure. More specifically, cyclist-friendly SCs can adopt SCP1, SCs that treat cyclists and ITS equally can adopt SCP2 and ITS friendly SCs can adopt SCP3. Originality/value The proposed approach uses internet connectivity available in modern smartphones, which provide users control over the data they provide to us, to obviate the installation of additional sensing infrastructure. It extends related study by assuming an ITS system, which turns traffic lights green by considering the normal PDF and the analytics computed for a certain group of cyclists. The inference model is built based on the real-time spatiotemporal data of the cyclists. As the system is highly distributed – both physically (i.e. location of the cyclists) and logically (i.e. different threads), the system is treated under the umbrella of MAS. MAS has been used in the literature to model complex systems by incorporating intelligent agents. In this study, the authors treat agents as proxy threads running in the cloud, as they require high computation power not available to smartphones.
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Casello, Jeffrey M., Adam Fraser, Alex Mereu, and Pedram Fard. "Enhancing Cycling Safety at Signalized Intersections: Analysis of Observed Behavior." Transportation Research Record: Journal of the Transportation Research Board 2662, no. 1 (January 2017): 59–66. http://dx.doi.org/10.3141/2662-07.
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Urban transportation systems tend to operate most effectively when common expectations exist about all user travel behavior under various conditions. A wide range of behavior among cyclists presents a significant challenge to the achievement of safer and improved designs at intersections. In this research, cyclists were observed (i.e., through the use of video at fixed-camera locations) as they made left turns at six intersections in Toronto, Ontario, Canada. The intersections were classified into five types on the basis of their physical designs and operational characteristics. Cyclist behavior was assessed to determine the propensity to traverse the intersection legally, designated as “rule compliance.” Further, the analysis determined the likelihood that a cyclist would traverse an intersection in a path that was consistent with the design; this outcome was defined as “facility compliance.” The results revealed that the presence of bike boxes, two-phase lefts, and turning lanes with advanced green phases positively influenced cyclists by increasing the likelihood that left turns would be legal and consistent with the behavior intended through the design. The results also suggested that the highest rates of rule and facility compliance existed under the condition in which cyclists approached an intersection during a green signal. On the basis of the observations in the research, design recommendations were made to accommodate cyclists better and produce more consistent behavior and presumably to enhance safety.
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Mughal, NA, ST Rashid, and AID Mavor. "Cycling related common femoral artery disease: an unusual case in an otherwise healthy male." Annals of The Royal College of Surgeons of England 93, no. 7 (October 2011): e149-e150. http://dx.doi.org/10.1308/147870811x602195.
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A cyclist reported gradual onset, bilateral leg claudication without any atherosclerotic risk factors and with a normal vascular examination. Duplex ultrasound and magnetic resonance angiography revealed bilateral focal stenoses due to coralline plaques of the common femoral arteries (CFAs) but normal proximal and distal vasculature. A surgical endarterectomy with vein patch angioplasty resolved all symptoms. Cyclist’s iliac syndrome (whereby mechanical and anatomical factors in competitive cyclists and runners lead to arterial kinking and subsequent intimal hyperplasia, endofibrosis and, ultimately, stenoses of the external iliac arteries) is well documented. This is the first report to our knowledge of a similar process isolated to the CFA.
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Radová, Zuzana, and Luboš Nouzovský. "Measuring of Cyclist Impact Dynamics." Applied Mechanics and Materials 821 (January 2016): 456–63. http://dx.doi.org/10.4028/www.scientific.net/amm.821.456.
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The contribution is aimed at detection of cyclists’ dynamics in standard and non-standard situations. From forensic experts point of view there are significant both, ie. riding dynamics of cyclist and also post-crash motion in case of collision with passenger car.To determine the riding trajectory, it is necessary to devise a measuring apparatus and devise methods for measuring and processing of the collected data. This pilot study involves suggestion of available combination of several procedures such as accelerometric measuring, photogrammetry and GPS use. In addition, the pilot measurement to prove this method was performed.In the term of post-crash motion the paper deals with the biomechanical analysis of load exerted on the child cyclist in configuration typical for cyclists (sudden enter the road or the case of non-giving way; the car front vs. the left side of the cyclists). Safety contribution of the bicycle helmet.
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Oţăt, Oana Victoria, Ilie Dumitru, Victor Oţăt, and Lucian Matei. "Modeling the Vehicle-Bicycle Collision - The Analysis of the Projection Distance and Acceleration at the Cyclist's Head." Applied Mechanics and Materials 880 (March 2018): 177–82. http://dx.doi.org/10.4028/www.scientific.net/amm.880.177.
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The ever-growing demand for transportation and the need to carry both people and goods has led to increased congestions of road traffic networks. Subsequently, the main negative effect is the multiplication of serious road accidents. Of the total number of serious road accidents, a significant increase has been registered among cyclists, with 13.9% in 2014 of total vehicles involved in traffic accidents, compared to 6.6% in 2010. The present paper underpins a close analysis of the kinematic and dynamic parameters in the event of a vehicle - bicycle – cyclist assembly – collision type. To study the vehicle-bicycle-collision type, we carried out a comparative analysis with regard to the distance the cyclist is thrown away following the collision, the speed variation of the vehicle and of the bicycle, and the speed variation in the cyclist’s head area, as well as the variation of the acceleration recorded on the vehicle, the bicycle and the cyclist’s head area. Hence, we modelled and simulated the vehicle – bicycle collision for two distinct instances, i.e. a frontal vehicle – rear bicycle collision and a frontal vehicle - frontal bicycle collision.
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Kassim, Ali, Alex Culley, and Shawn McGuire. "Operational Evaluation of Advisory Bike Lane Treatment on Road User Behavior in Ottawa, Canada." Transportation Research Record: Journal of the Transportation Research Board 2673, no. 11 (June 11, 2019): 233–42. http://dx.doi.org/10.1177/0361198119851450.
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The City of Ottawa has been investigating design solutions to facilitate the addition of cycling facilities, while maintaining parking, to roadways with limited right-of-ways. A pilot project to install advisory bike lanes was initiated. The purpose of this study is to determine how new pavement markings (advisory bike lanes) influence cyclist and motorist interactions and positioning, especially with respect to the distance between motorists and cyclists when passing. The study presents a before–after evaluation of two contrasting pavement indications. Video data were collected in two phases (pre- and post- treatment); each phase consisted of two different days. A number of safety performance parameters were used to assess whether safer conditions existed after the new treatment was installed: (i) the lateral distance between the motor vehicle and cyclist, (ii) the lateral distance between the cyclist and curbside edge/cyclist and buffer edge line, and (iii) the speed of the cyclist and motor vehicle. The findings indicate that the advisory bike lanes created more favorable conditions for cyclist safety and for motor vehicle compliance. These findings are (i) motorists passed cyclists with a greater lateral separation distance, (ii) cyclists positioned themselves further from parking edge line and rode in the middle of the bike lane, (iii) motor vehicle traveling speed decreased (the 85th percentile speed decreased by 5.2% after the installation of the advisory bike lane), and (iv) average cyclist speed increased (the average cyclist speed increased by 7.7% after the installation of the advisory bike lane).
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CHOI, JIN SEUNG, JEONG WOO SEO, JIN SOO LEE, JUNGGIL KIM, and GYE RAE TACK. "EFFECTS OF DYNAMIC BIKE FITTING BY LOWER LIMB ALIGNMENT ON PEDALING PERFORMANCE." Journal of Mechanics in Medicine and Biology 18, no. 08 (December 2018): 1840039. http://dx.doi.org/10.1142/s0219519418400390.
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In this study, the effect of the dynamic bike fitting, which was defined as lower limb vertical alignment by inserted wedges, was evaluated. Twelve non-cyclists are participated in this experiment. For comparing pedaling performance between before and after fitting, sub-maximal pedaling tests were conducted for 2 min. The results showed that both the range of motion of the knee joint (medio-lateral direction) which represented pedaling trajectory and the coefficient of variance of pedaling power were decreased in non-cyclists. This result indicated that the dynamic fitting had a positive effect such as increased pedaling kinematic stability and kinetic efficiency on pedaling performance. Supplementary pedaling test was performed by one of the best cyclist, who was a member of the national team and a middle and long distance cyclist. The result of the cyclist test was also similar to the patterns of 12 non-cyclists. It is believed that this study has the meaning of the preliminary study to evaluate the effects of the dynamic fitting. Further study is necessary to evaluate the effects of the fitting through enough subjects and repeated tests by measuring muscle activities and forces.
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Jin, Wenqiang, Srinivasan Murali, Youngtak Cho, Huadi Zhu, Tianhao Li, Rachael Thompson Panik, Anika Rimu, et al. "CycleGuard." Proceedings of the ACM on Interactive, Mobile, Wearable and Ubiquitous Technologies 5, no. 4 (December 27, 2021): 1–30. http://dx.doi.org/10.1145/3494992.
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Every year 41,000 cyclists die in road traffic-related incidents worldwide [47]. One of the most startling and infuriating conflicts that cyclists experience is the so-called "right hook". It refers to a vehicle striking a cyclist heading in the same direction by turning right into the cyclist. To prevent such a crash, this work presents CycleGuard, an acoustic-based collision detection system using smartphones. It is composed of a cheap commercial off-the-shelf (COTS) portable speaker that emits imperceptible high-frequency acoustic signals and a smartphone for reflected signal reception and analysis. Since received acoustic signals bear rich information of their reflecting objects, CycleGuard applies advanced acoustic ranging techniques to extract those information for traffic analysis. Cyclists are alerted if any pending right hook crashes are detected. Real-time alerts ensure that cyclists have sufficient time to react, apply brakes, and eventually avoid the hazard. To validate the efficacy of CycleGuard, we implement a proof-of-concept prototype and carry out extensive in-field experiments under a broad spectrum of settings. Results show that CycleGuard achieves up to 95% accuracy in preventing right hook crashes and is robust to various scenarios. It is also energy-friendly to run on battery-powered smartphones.
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Jacobs, Kevin, Jeanne Nichols, Michael Buono, and Bryon Holmes. "Isometric Cervical Extension Strength of Recreational and Experienced Cyclists." Canadian Journal of Applied Physiology 20, no. 2 (June 1, 1995): 230–39. http://dx.doi.org/10.1139/h95-017.
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The effect for cyclists of the typical forward sitting position on neck strength and its possible relationship to neck pain have not been examined. The purpose of this study was to measure the peak isometric cervical extension strength (PICES) of both recreational and experienced road cyclists and to compare these values to those of noncyclists. Subjects, 45 men between the ages of 18 and 40, were tested for voluntary PICES through a 126° range of motion on a MedX cervical extension machine. No significant differences were found between the three groups in PICES at any angle. When expressed relative to body weight, significant differences in PICES were found at 126° between the control group and the recreational cyclist group (p < 0.05), and between the control group and the experienced cyclist group (p < 0.01), but not at any other angle. Furthermore, no significant differences in strength were found between cyclists experiencing neck pain and those who did not. These data indicate that the cervical muscles of cyclists have not adapted by increasing maximal isometric strength above that of noncyclists, and that the neck pain frequently reported may be due to fatigue from sustained muscular contractions associated with time spent cycling, rather than from muscle weakness. Key words: neck strength, neck pain, muscle fatigue
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Rannama, Indrek, Kirsti Pedak, Karmen Reinpõld, and Kristjan Port. "Pedalling Technique and Postural Stability During Incremental Cycling Exercise – Relationship with Cyclist FMSTM Score." LASE Journal of Sport Science 7, no. 1 (June 1, 2016): 1–18. http://dx.doi.org/10.1515/ljss-2016-0009.
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Abstract Purpose of the present study was to examine the changes in the pedalling kinetics and in the ground reaction forces as a measure of the cycling stability during an incremental cycling exercise. Furthermore, we compared the effectiveness of the pedalling technique and postural stability between the high and low Functional Movement Screen score (FMSTM) cyclists and analysed the relationships between the cycling specific postural stability, pedalling kinetics and cyclists FMSTM test scores. 31 competitive cyclists (18.5±2.1y; 1.81±0.06m; 73.7±7.5kg) were categorized based on the (FMSTM) test results in a low (LS, n=19; FMS≤14) and a high (HS, n=12; FMS>14) score group. The pedalling effectiveness and absolute symmetry indexes, as well the ground reaction force (GRF) were measured during incremental cycling exercise. Cycling specific postural stability was expressed as the body mass corrected standard deviation of 3 linear and 3 angular GRF components during a 30sec cycling at four power levels. We found that during incremental cycling exercise the pedalling effectiveness, smoothness and cyclist’s swaying in all three planes increased according to the combined effect of the workload and fatigue. Cyclists with high FMSTM score showed a lower bilateral pedalling asymmetry and a greater cycling specific postural stability, but showed no differences in the pedalling effectiveness and smoothness compared with the LS cyclists. Cyclist’s FMSTM score were moderately related with the stability components acting along the horizontal plane. The pedalling effectiveness, smoothness and bilateral asymmetry were inversely related to the components acting perpendicularly to the horizontal plane.
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Ayad, Lama, Hocine Imine, Claudio Lantieri, and Francesca De Crescenzio. "Pedal towards Safety: The Development and Evaluation of a Risk Index for Cyclists." Infrastructures 9, no. 1 (January 15, 2024): 14. http://dx.doi.org/10.3390/infrastructures9010014.
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Cyclists are at a higher risk of being involved in accidents. To this end, a safer environment for cyclists should be pursued so that they can feel safe while riding their bicycles. Focusing on safety risks that cyclists may face is the main key to preserving safe mobility, reducing accidents, and improving their level of safety during their travel. Identifying and assessing risk factors, as well as informing cyclists about them may lead to an efficient and integrated transportation system. Therefore, the purpose of this research is to introduce a risk index that can be adapted to different road areas in order to measure the degree of how risky these areas are for biking. Cyclists’ behavior and demographics were integrated into the risk index calculation. The methodology followed to obtain the risk index composed of four phases: risk factor identification, risk factor weighting, risk index formulation, and risk index validation. Nineteen risk factors are categorized into four major groups: facility features, infrastructure features, cyclist behavior, and weather and traffic conditions.
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Black, Katherine E., Paula M. L. Skidmore, and Rachel C. Brown. "Energy Intakes of Ultraendurance Cyclists During Competition, an Observational Study." International Journal of Sport Nutrition and Exercise Metabolism 22, no. 1 (February 2012): 19–23. http://dx.doi.org/10.1123/ijsnem.22.1.19.
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Endurance events >10 hr are becoming increasingly popular but provide numerous physiological challenges, several of which can be attenuated with optimal nutritional intakes. Previous studies in ultraendurance races have reported large energy deficits during events. The authors therefore aimed to assess nutritional intakes in relation to performance among ultraendurance cyclists. This observational study included 18 cyclists in a 384-km cycle race. At race registration each cyclist’s support crew was provided with a food diary for their cyclist. On completion of the race, cyclists were asked to recall their race food and drink intakes. All food and fluids were analyzed using a computer software package. Mean (SD) time to complete the race was 16 hr 21 min (2 hr 2 min). Mean (SD) energy intake was 18.7 (8.6) MJ, compared with an estimated energy requirement for the race of 25.5 (7.4) MJ. There was a significant negative relationship between energy intake and time taken to complete the race (p = .023, r2 = −.283). Mean (SD) carbohydrate, fat, and protein intakes were 52 (27), 15.84 (56.43), and 2.94 (7.25) g/hr, respectively. Only carbohydrate (p = .015, r2 = −.563) and fat intake (p = .037, r2 = −.494) were associated with time taken to complete the race. This study demonstrates the difficulties in meeting the high energy demands of ultraendurance cycling. The relationship between energy intake and performance suggests that reducing the energy deficit may be advantageous. Given the high carbohydrate intakes of these athletes, increasing energy intake from fat should be investigated as a means of decreasing energy deficits.
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Narkhede, Manish, and Nilkanth Chopade. "CycleInSight: An enhanced YOLO approach for vulnerable cyclist detection in urban environments." International Journal of Electrical and Computer Engineering (IJECE) 14, no. 4 (August 1, 2024): 3986. http://dx.doi.org/10.11591/ijece.v14i4.pp3986-3994.
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As urbanization continues to reshape transportation, the safety of cyclists in complex traffic environments has become a pressing concern. In response to this challenge, our research introduces a CycleInSight framework, which harnesses advanced deep learning and computer vision techniques to enable precise and efficient cyclist detection in diverse urban settings. Utilizing you only look once version 8 (YOLOv8) object detection algorithm, the proposed model aims to detect and localize vulnerable cyclists near vehicles equipped with onboard cameras. Our research presents comprehensive experimental results demonstrating its effectiveness in identifying vulnerable cyclists amidst dynamic and challenging traffic conditions. With an impressive average precision of 90.91%, our approach outperforms existing models while maintaining efficient inference speeds. By effectively identifying and tracking cyclists, this framework holds significant potential to enhance urban traffic safety, inform data-driven infrastructure planning, and support the development of advanced driver assistance systems and autonomous vehicles.
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Hunter, William W., David L. Harkey, J. Richard Stewart, and Mia L. Birk. "Evaluation of Blue Bike-Lane Treatment in Portland, Oregon." Transportation Research Record: Journal of the Transportation Research Board 1705, no. 1 (January 2000): 107–15. http://dx.doi.org/10.3141/1705-16.
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Many European cities use colored markings at bicycle–motor vehicle crossings to reduce conflicts. To determine whether such colored markings help improve safety at American bicycle–motor vehicle crossings, the city of Portland, Oregon, studied the use of blue pavement markings and a novel signage system to delineate selected conflict areas. The University of North Carolina Highway Safety Research Center (HSRC), under contract to FHWA, analyzed the project data. From 1997 to 1999, Portland marked 10 conflict areas with paint, blue thermoplastic, and an accompanying “Yield to Cyclist” sign. All of the sites had a high level of cyclist and motorist interaction, as well as a history of complaints. The crossings were all at locations where the cyclist travels straight and the motorist crosses the bicycle lane in order to exit a roadway (such as an off-ramp situation), enter a right-turn lane, or merge onto a street from a ramp. The study used videotape analysis and found most behavior changes to be positive. Significantly higher numbers of motorists yielded to cyclists and slowed or stopped before entering the blue pavement areas, and more cyclists followed the colored bike-lane path. However, the blue pavement also resulted in fewer cyclists turning their heads to scan for traffic or using hand signals, perhaps signifying an increased comfort level. The overwhelming majority of cyclists and close to a majority of motorists surveyed felt the blue areas enhanced safety. Colored pavement and signage should continue to be used and evaluated in bicycle–motor vehicle conflict areas.
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Polanco, Alejandra P., Luis E. Muñoz, Alberto Doria, and Daniel R. Suarez. "Selection of Posture for Time-Trial Cycling Events." Applied Sciences 10, no. 18 (September 19, 2020): 6546. http://dx.doi.org/10.3390/app10186546.
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Cyclists usually define their posture according to performance and comfort requirements. However, when modifying their posture, cyclists experience a trade-off between these requirements. In this research, an optimization methodology is developed to select the posture of cyclists giving the best compromise between performance and comfort. Performance was defined as the race time estimated from the power delivery capacity and resistive forces. Comfort was characterized using pressure and vibration indices. The optimization methodology was implemented to select the aerobars’ height for five cyclists riding on 20-km time-trial races with different wind speed and road grade conditions. The results showed that the reduction of the aerobars’ height improved the drag area (−10.7% ± 3.1%) and deteriorated the power delivery capacity (−9.5% ± 5.4%), pressure on the saddle (+16.5% ± 11.5%), and vibrations on the saddle (+6.5% ± 4.0%) for all the tested cyclists. It was observed that the vibrations on the saddle imposed the greatest constraint for the cyclists, limiting the feasible exposure time and, in some cases, modifying the result obtained if the posture was selected considering only performance. It was concluded that optimal posture selection should be performed specifically for each cyclist and race condition due to the dependence of the results on these factors.
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Kircher, Katja, and Anna Niska. "Interventions to reduce the speed of cyclists in work zones—cyclists' evaluation in a controlled environment." Traffic Safety Research 6 (June 29, 2024): e000047. http://dx.doi.org/10.55329/ohhx5659.
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Current guidelines for work zones do not consider the needs of cyclists and pedestrians enough, which leads to unpredictable situations and a resulting higher crash risk for these road user groups. With respect to motor vehicles, speed management with various interventions is an important and well-studied measure. Their design can be hazardous for cyclists, but a systematic investigation of speed reducing interventions that are applicable to cyclists is lacking. In a controlled setting, four different types of interventions were studied regarding their effect on cyclist speed, attention, and comfort at the first encounter with the intervention and when familiar with the setup. Thirty cyclists with a variety of bicycles first rode a baseline condition to establish their desired speed, then they encountered the interventions eight times in a row. During the first encounter their speed dropped but went back to baseline levels during the following trials, regardless of intervention type. The glance behaviour showed that cyclists' attention was focused much more on the interventions themselves than beyond, which can be problematic in unpredictable environments like work zones. Comfort ratings varied widely, with interventions causing vibrations being rated as least comfortable. To conclude, speed-reducing interventions for cyclists must be applied with care and their effect weighted against potential risks of causing crashes and distraction.