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IntroductionWhile pedaling, cyclists rest their pelvis on the saddle, generating pressures on it. The pressures generated on the saddle are influenced by several factors. This study aimed to evaluate whether the flexibility of hamstring and lower back muscles could be considered a predictor of pressures in the anterior region (PAR) on the saddle.MethodsFor this study, 15 young off-road Italian cyclists (11m, 4f) aged 13–16 (Italian Federation categories: ES1, ES2, AL1, AL2) were recruited. Each participant was administered the V sit-and-reach (VSR) to measure the hamstring and lower back muscles flexibility. Subsequently, after performing a bike fitting, the saddle pressures during pedaling at three different intensities (100, 140, 180 W), with participants on their own bike installed on specific bike roller, were recorded. The parameters considered for statistical analysis were front pressure (%) and back pressure (%).ResultsThe hamstring and lower back muscles flexibility, as result of the VSR test, was a predictor of saddle PAR at 100 W (R2 = 0.362, p = 0.018), at 140 W (R2 = 0.291, p = 0.038), and at 180 W (R2 = 0.349, p = 0.020) of pedaling intensity.ConclusionHigher values of the VSR could predict lower values of the pressures exerted in the front region of the saddle. The hamstring and lower back muscles flexibility may be considered a predictor of PAR on the saddle.

Introduction Bicycles and electric scooters (e-scooters) are convenient and accessible means of transportation. Participant safety is contingent on available infrastructure and safe riding practices including not riding while intoxicated. Understanding national prevalence and injury characteristics of bicycle and e-scooter riders who ride while intoxicated may promote awareness campaigns for safe riding practices and decrease morbidity. Methods The National Electronic Injury Surveillance System (NEISS) provides national estimates of injuries that present to emergency departments across the United States. We obtained case information on admitting status, body part injured, diagnosis of injury, age, sex, alcohol usage, and drug usage. We then queried NEISS for injuries related to bicycles and e-scooters in 2019. Results A weighted total of 270,571 (95% confidence interval (CI): 204,517–336,625) bicycle injuries occurred in the United States during 2019; alcohol and drug use were associated with 7% (95% CI: 6–9) and 2% (95% CI: 2–3) of all injuries, respectively. Twenty-four percent (CI: 18--31) of alcohol- and 29% (95% CI: 20–41) of drug-related bicycle injuries resulted in hospital admissions, compared to 15% (95% CI: 12–17) of non–alcohol- and 15% (95% CI: 13–18) of non–drug-related injuries ( p < .001 and p = .002, respectively). A total of 28,702 (95% CI: 13,975–43,428) e-scooter injuries occurred in 2019; alcohol and drug use were associated with 8% (95% CI: 5–12) and 1% (95% CI: 1–2) of injuries, respectively. Sixty percent (95% CI: 47–72) of alcohol-related e-scooter injuries resulted in head trauma, compared to 28% (95% CI: 24–32) of non–alcohol-related injuries ( p < .001). Conclusions Intoxication is associated with increasingly severe injuries, hospital admissions, and head trauma in bicycle and e-scooter riders. The findings support awareness campaigns to educate riders about risky practices, improve non-auto infrastructure, and promote helmet usage.

Background/Objectives: Riding a bicycle is a foundational movement skill that can be acquired at an early age. The most common training bicycle has lateral training wheels (BTW). However, the balance bike (BB) has consistently been regarded as more efficient, as children require less time on this bike to successfully transition to a traditional bike (TB). The reasons for this greater efficiency remain unclear, but it is hypothesized that it is due to the immediate balancing requirements for learners. This study aimed to investigate the reasons why the BB is more efficient than the BTW for learning to cycle on a TB. Methods: We compared the variability of the child–bicycle system throughout the learning process with these two types of training bicycles and after transitioning to the TB. Data were collected during the Learning to Cycle Program, with 23 children (6.00 ± 1.2 years old) included. Participants were divided into two experimental training groups, BB (N = 12) and BTW (N = 11). The angular velocity data of the child–bicycle system were collected by four inertial measurement sensors (IMUs), located on the child’s vertex and T2 and the bicycle frame and handlebar, in three time phases: (i) before practice sessions, (ii) immediately after practice sessions, and (iii), two months after practice sessions with the TB. The largest Lyapunov exponents were calculated to assess movement variability. Conclusions: Results supported the hypothesis that the BB affords greater functional variability during practice sessions compared to the BTW, affording more functionally adaptive responses in the learning transition to using a TB.

The purpose of this study is to realize a power steering control that restores the maneuverability of the bicycle by assisting in handlebar operation during loading according to the analysis of the effect of loading children and luggage in the front basket on maneuverability. Placing baggage and child in the front basket of a bicycle causes an increase in the moment of inertia around the handlebar axis and a change in the position of the center of gravity, and leads to a decrease in the maneuverability of the bicycle. To solve the issue, previous studies have contributed to improve the maneuverability by applying the assist torque proportional to the user’s steering one by a power steering mechanism. However, in general, bicycle steering is affected not only by handlebar operation but also by the roll angle of the bicycle body through the trail effect. Therefore, in this study, we propose to design a control system to realize the variable trail effect, which is related to the roll angle of the bicycle body, and use it as the steering assist. To verify the effectiveness of the proposed method, we developed a bicycle equipped with the power steering mechanism and implemented the proposed control algorithm. The behavior of the experimental bicycle during straight-line and slalom biking has been analyzed, and it has been shown that the control system with the variable trail effect can recover maneuverability when a weight is placed in the front basket.

Territorial accessibility conditions are a relevant concept for the continuous development of cities; hence, it is necessary to accurately determine their characteristics and how population or physical factors influence them when interacting with transportation. In the present study, a mathematical model is developed using transport supply models to evaluate the average global accessibility of bicycle infrastructure, considering factors such as the longitudinal slope of the road and the socioeconomic stratum. The methodology focuses on six main stages: starting with the collection of population census data and GPX traces of trips made in the mode; second, analyzing the relationship between slope and speed using linear regressions for different categories of roads with data from the previous stage; third, conditioning geographic information layers with and without slope; fourth, evaluating geographic accessibility using Dijkstra’s shortest path algorithm; fifth, calculating the average global accessibility and generating isochronous curve maps using the ordinary Kriging geostatistical algorithm; sixth, estimating the relationship between travel times considering the slope of the road and a base scenario without slope. The results indicate that steeper slopes significantly reduce the average speed of cyclists, which in turn increases travel times and negatively affects accessibility conditions. Additionally, it shows how topographical features, and the city sector influence the mobility of the cycling community. These findings reveal the importance of considering road slope in urban planning to generate strategies that develop efficient road infrastructure and promote the use of bicycles as a means of transport, fostering sustainable mobility.

This study develops a progressive navigation and guidance model for the route selection of cyclists executed in a designated area. The route selection of cyclists is modeled as a Pareto multi-objective optimization problem which is solved with the NSGA-II algorithm. The study aims to contribute to the ongoing efforts to create efficient and cyclist-friendly navigation tools to promote sustainable urban mobility. Data collection methods include GPS tracking, field measurements, and qualitative approaches to understand cyclists’ behavior and preferences. Nine objective functions are constructed based on criteria related to safety and comfort, incorporating decision variables related to cyclists riding on sidewalks, capturing the complexity of urban cycling infrastructure. Tests are performed in a defined area in the center of Athens, Greece. The NSGA-II algorithm is executed with modifications and the Pareto front is constructed, which consists of 28 alternative routes between two origin–destination points. The four routes that optimize the nine criteria of the objective functions are presented, with most routes passing through the Zappeion Gardens. The NSGA-II algorithm is proven to be a suitable approach for applications in networks with complex characteristics and for capturing cyclists’ choices when they face conflicting options. The study presents how a novel approach for the multi-objective optimization of cyclists’ route choice, which considers a wide range of cyclists’ needs and preferences, can be implemented in an urban environment with a lack of cycle infrastructure.

Electrically assisted bicycles lead to a change in the driving characteristics compared to conventional bicycles because of the additionally attached masses of motor and battery. In order to describe the resulting interaction of the electric drive components on the driving characteristics, this paper examines simulations of the driving behavior of bicycles with different positions of battery and motor in open- and closed-loop tests. The integration of human driving behavior by control loops allows the evaluation of driving characteristic under more realistic driving conditions compared to the existing studies of the eigenbehavior. The results are analyzed using characteristic values that describe the system behavior in a suitable way. Furthermore, a design of experiments is performed to classify the influence of the presented research results in relation to other system parameters, such as different types of bicycles and different rider postures. [ABSTRACT FROM AUTHOR]

Transit-oriented development (TOD), characterized by a high and mix development around public transport stations, is gaining traction as a sustainable way to support the use of public transport for regional trips and active transport for local trips. To support integrated land use and transport planning, several TOD typologies have been developed, with a focus on land use and transport characteristics, and more recently walkability. While TOD aims to motivate the use of active modes, including cycling, assessments of bikeability have been left out of TOD typologies. To fill this gap, this study seeks to develop a bicycle-oriented TOD typology that combines indicators related to the cycling environment with traditional land use and transport indicators. Using Montreal, Canada as a case study, 14 indicators are generated to develop a TOD typology oriented on bikeability and the 114 public station areas are grouped into seven distinct clusters. The results demonstrate that the addition of bikeability criteria to the TOD typology helps discriminate the different types of stations based on their current bikeability and bikeability potential. The proposed framework enables identifying and prioritizing targeted interventions to station development. This study is of relevance to planners and researchers aiming to integrate cycling in the development of TOD. • Development of a TOD typology oriented on bikeability applied to Montreal, Canada. • Addition of a bikeability criteria to the node-place model. • Generation of seven clusters with distinct cycling environment and bikeability potential. • Recommendations of strategic prioritization of targeted interventions to station development. • Framework relevant to support integrated public transport and cycling planning. [ABSTRACT FROM AUTHOR]

Many people assume that the orbits of the planets are far more elliptical than they actually are. However, the orbits of all the planets with the exception of Mercury and Mars are nearly perfect circles. If the orbits of the planets are modeled as 26 inch bicycle wheels, the deviation from a perfect circle is less than one millimeter. The Earth's orbit around the Sun is normally depicted as being highly elliptical in order to teach students about Kepler's laws. This has been identified as a possible source of the misconception that it is warmer in summer than winter because the Earth is closer to the Sun. A possible way forward is to first teach students that the orbit of the Earth is essentially circular, like a bicycle wheel, and that seasons are due to the tilt of the Earth's axis of rotation, and then switch to exaggerated elliptical orbits to teach Kepler's laws. [ABSTRACT FROM AUTHOR]

Bicycling is a healthy and environmentally beneficial mode of transportation. Despite substantial benefits of bicycling, it is mostly overlooked as a daily form of transportation. Due to urbanization and development in the motorized industry, commuters are attracted to motorized transport modes. The present study was carried out to evaluate the bicycle users' behaviour corresponding to the decision to use a bicycle as a commuter mode and contributing factors in the decision to bicycle in developing countries. To achieve the proposed objectives, an offline face-to-face survey was conducted at a selected stretch in Nagpur city, India. To understand the user's behaviour and attitudes towards bicycling, a Structural Equation Model (SEM) was proposed. The study has revealed that important factors like environmental factors, a lack of existing infrastructure facilities, personal norms, and specific socio-demographic characteristics are responsible for influencing the users' decision to use a bicycle as a commuter mode. From the result, it is concluded that the absence of alternative (motorized) transport modes encourages users to cycle. The lack of cycle infrastructure, the distance, and the purpose of the trip significantly impact the decision to choose a bicycle as a commuter mode. Additionally, it also found that the hot climate and heavy rains demotivate commuters towards cycling. The findings of this study might be useful for transport planners to help them promote sustainable transport modes such as bicycles in the Indian context. • The absences of motorized transport modes encourage users towards cycling. • The hot climate and heavy rains negatively impact commuters towards cycling. • The lack of cycle infrastructure impacts decision to choose bicycle as a commuter mode. • The distance to travel impact decision to choose bicycle as a commuter mode. [ABSTRACT FROM AUTHOR]

Apply It!: For individuals considering biking as an exercise or mode of active transport, encourage them to try an E-bike. Some cities provide E-bike kiosks for a small fee and some bicycle stores rent E-bikes. Sedentary individuals can use E-bikes as an entry into bicycle riding for health and fitness. The efforts may start low but they can increase effort over time. [ABSTRACT FROM AUTHOR]

The Plurinational Cycling Revolution in Santiago de Chile is a social movement that brings together cyclists in large numbers. Using the prism of mobility justice, we identify and analyse four ranges of demands of the Plurinational Cycling Revolution. It first calls for recognition of cycling as a mode of transport in its own right. It is also a vehicle for political, environmental and feminist demands and participates in the protest that has resonated across Chile since October 2019. We show that these demands relate to several crises of mobility. They highlight inequalities in the ability to move in the city according to social class, gender, sexual orientation, national origin or mode of transport. They critique the structures – the political system, neoliberalism, the patriarchy or the automobile system – that perpetuate these inequalities and crises of mobility. The bicycle appears to be a resilient mode of transport in the context of the crises experienced by Chile and its capital. By focusing a multiplicity of demands, it is used as a vector for systemic change in Chilean society. [ABSTRACT FROM AUTHOR]

Copyright of Journal of Traffic & Transportation Research / Trafik ve Ulaşım Araştırmaları Dergisi is the property of Journal of Traffic & Transportation Research and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)

The estimation of aerodynamic drag in cycling through road tests has the advantage of considering actual cycling conditions. The main drawback is that its accuracy depends on factors of the testing scenario as the wind speed $$\left({{v_w}} \right)$$ v w and the road grade $$\left(\theta \right)$$ θ . For that reason, the effect of $${v_w}$$ v w and $$\theta $$ θ on the estimation of drag area ($${C_D}A$$ C D A) was studied. Numerical and experimental approaches were combined. The numerical approach investigated the sensitivity of $${C_D}A$$ C D A to $${v_w}$$ v w and $$\theta $$ θ perturbations. The experimental approach analysed the effect of including or not $${v_w}$$ v w and $$\theta $$ θ on the identification of $${C_D}A$$ C D A by comparing the changes in the prediction of power delivered. It was found that disregarding small values of $${v_w}$$ v w (e.g. 0.5 m/s) and $$\theta $$ θ (e.g. gradient of 0.05%) leads to errors in the estimation of $${C_D}A$$ C D A of around 10%, referred to the actual value. It was also obtained that the average error of the power prediction when considering $${v_w}$$ v w and $$\theta $$ θ for the identification of the parameters is about 4.4% and about 25.5% when $${v_w}$$ v w and $$\theta $$ θ are neglected. It is concluded that including $${v_w}$$ v w and $$\theta $$ θ data reduces the error on the identification of $${C_D}A$$ C D A through outdoor road experiments. [ABSTRACT FROM AUTHOR]

Background/Aim: The emergence of shared stand‐up electric scooters has led to an increase in their usage and, subsequently, an increase in the incidence of maxillofacial trauma. This study aimed to investigate the trauma pattern associated with the use of stand‐up electric scooters compared with that related to the use of bicycles, which was a popular mode of personal mobility before the emergence of stand‐up electric scooters. Materials and Methods: This study investigated the medical records of patients who visited Wonju Christian Hospital for maxillofacial trauma due to the use of stand‐up electric scooter and bicycles between November 1, 2017 and October 31, 2022. Maxillofacial trauma was analyzed based on medical records, including those in the evaluation results of teeth, maxillofacial bones, and soft tissues. Results: Crown fractures and tooth avulsions were observed more frequently with the use of stand‐up electric scooters than with the use of bicycles. In contrast, crown‐root fractures, tooth subluxation, and extrusive luxation were more commonly observed in bicycle riders. Additionally, the proportion of root fractures was similar between the two groups. However, no vertical root fractures were observed in patients who rode bicycles. The maxillofacial bone fracture rates between the two groups were similar, although the fracture patterns were different. Conclusion: The number of patients using stand‐up electric scooters is increasing, and they are likely to have a worse prognosis compared with those using existing personal mobility devices. [ABSTRACT FROM AUTHOR]

Sustainable urban mobility is essential for the proper functioning of cities, favoring transportation models that consume fewer resources and generate lower environmental costs. In contexts of health emergencies such as the COVID-19 pandemic, it becomes especially relevant by allowing the establishment of the necessary social distancing to break the chain of contagion. The objective of this study was to characterize the current situation of urban mobility in the city of Trujillo, Peru, and establish bases for the design of relevant public policies and interventions during the pandemic. The methodology used was cross-sectional, descriptive, and with a mixed approach, applying surveys to a sample of 384 citizens and in-depth interviews with nine specialists. The data were processed with SPSS-26 and ATLAS.ti v9. As results, it was found that 83.3% of citizens are willing to use bicycles, 87.2% indicate the need to implement bike lanes, and 91.1% highlight that this type of mobility prevents the spread of COVID-19. It is concluded that there is a low preference for sustainable modes of transportation and a high dependence on private motorized transportation in Trujillo prior to the pandemic. However, there is a marked willingness among citizens to use bicycles if proper conditions are enabled, since it is perceived as an effective way to prevent contagion, reduce pollution, promote healthy habits, and facilitate labor accessibility. Therefore, it is suggested that there is an urgent need to formulate public policies aimed at promoting sustainable urban mobility, contemplating cycling infrastructure, awareness campaigns, and regulations that prioritize non-polluting and safe modes of transportation.

The lack of technical guidelines to define investment priority locations is one of the barriers to cycling in emerging countries, limiting the preparation of urban mobility plans even when legally required. The objective of this paper is to propose and compare two approaches, with and without considering the cyclists’ perception of stress (assessed with the LTS, or Level of Traffic Stress), to determine the relative importance of road segments in the network and to rank priority locations for investments in cycling infrastructure. A case study was conducted in the city of Bariri (Brazil), for which the overall contribution of each network link to the identified cycling routes was mapped and ranked according to both criteria. The spatial distribution of differences between homologous ranks (i.e., ranks of the same network link according to different criteria) was also mapped, and the spatial autocorrelation between these differences was assessed by the Local Moran’s Index, allowing the identification of road segments of greater similarity and dissimilarity between the proposed approaches for resource allocation.

One of the most important factors in the choice of transport mode is the travel time. When choosing a transport mode, passengers prefer the alternative that offers a shorter travel time. The simplest and most commonly used method for determining travel time is a survey of citizens. However, the survey tends to be subjective and the data obtained can be inaccurate. The paper presents the research carried out in Novi Sad, where the travel time from the origin to the destination on three routes was analysed and differentiated using the Global Navigation Satellite System for the following transport modes: walking, cycling, passenger car, taxi and bus public transport. The results show that the bicycle is competitive with all other modes studied in terms of travel time. The journey by bus public transport took the longest compared to the other motorised transport modes. Walking had the lowest proportion of time lost in the total travel time structure.

Purpose: To examine the reproducibility (intradevice and interdevice agreement) of the Rotor 2INpower device under a wide range of cycling conditions. Methods: Twelve highly trained male cyclists and triathletes completed 5 cycling tests, including graded exercise tests at different cadences (70–100 rpm), workloads (100–650 W), pedaling positions (seated and standing), and vibration conditions (20–40 Hz) and an 8-second maximal sprint (>1000 W). An intradevice analysis included a comparison between the power output registered by 3 units of Rotor 2INpower, whereas the power output provided by each one of these units and the gold-standard SRM crankset were compared for the interdevice analysis. Among others, statistical calculations included the standard error of measurement, expressed in absolute (in watts) and relative terms as the coefficient of variation (CV). Results: Except for the graded exercise test seated at 100 rpm/100 W (CV = 10.2%), the intradevice analysis showed an acceptable magnitude of error (CV ≤ 6.9%, standard error of measurement ≤ 12.3 W) between the 3 Rotor 2INpower. Similarly, these 3 units showed an acceptable agreement with the gold standard in all graded exercise test situations (CV ≤ 4.0%, standard error of measurement ≤ 13.1 W). On the other hand, both the intradevice and interdevice agreements proved to be slightly reduced under high cadences (intradevice: CV ≤ 10.2%; interdevice: CV ≤ 4.0%) and vibration (intradevice: CV ≤ 4.0%; interdevice: CV ≤ 3.6%), as well as during standing pedaling (intradevice: CV ≤ 4.1%; interdevice: CV ≤ 2.5%). Although within the limits of an acceptable agreement, measurement errors increased during the sprint tests (CV ≤ 7.4%). Conclusions: Based on these results, the Rotor 2INpower could be considered a reproducible tool to monitor power output in most cycling situations. [ABSTRACT FROM AUTHOR]

Trail pavement roughness significantly impacts user experience and safety. Measuring roughness over large areas using traditional equipment is challenging and expensive. The utilization of smartphones and bicycles offers a more feasible approach to measuring trail roughness, but the current methods to capture data using these have accuracy limitations. While machine learning has the potential to improve accuracy, there have been few applications of real-time roughness evaluation. This study proposes a hybrid ensemble machine learning model that combines sequence-based modeling with support vector regression (SVR) to estimate trail roughness using smartphone sensor data mounted on bicycles. The hybrid model outperformed traditional methods like double integration and whole-body vibration in roughness estimation. For the 0.031 mi (50 m) segments, it reduced RMSE by 54–74% for asphalt concrete (AC) trails and 50–59% for Portland cement concrete (PCC) trails. For the 0.31 mi (499 m) segments, RMSE reductions of 37–60% and 49–56% for AC and PCC trails were achieved, respectively. Additionally, the hybrid model outperformed the base random forest model by 17%, highlighting the effectiveness of combining ensemble learning with sequence modeling and SVR. These results demonstrate that the hybrid model provides a cost-effective, scalable, and highly accurate alternative for large-scale trail roughness monitoring and assessment.

Although the chronic effects of a long-term warm-up program have been widely studied, to our knowledge, the number of studies examining the acute effects of a single warm-up session on inter-limb balance asymmetries in symmetrical sports such as cycling is limited. The aim of this study was to examine the effect of warm-up on postural sway in the dominant and non-dominant leg in male bicycle athletes. Sixteen healthy young male volunteers who engage in cycling sports participated in the study. The participants' age was determined as 15.50±1.15 years, body weight as 56.06±7.79 kg, height as 169.87±4.98 cm, and sports experience as 4.31±1.25 years. The postural control performance on the dominant and non-dominant leg of the athletes was evaluated on Biodex Balance System balance device platform for 20 seconds before and after a 10-minute warm-up exercise performed at a constant pedaling frequency of 80 RPM on a bicycle ergometer. In the comparison of the pre-test to post-test dominant leg Overall Sway Index (t=3.456; p=0.004), Anterior-Posterior (Z=-3.160; p=0.002) and Medial-Lateral (Z=-2.428; p=0.015) postural control scores of the participants, a significant decrease was found in the post-test. It was determined that warm-up exercise can only improve acute postural control in the dominant leg. The effects of the study can be extended to different sports branches with symmetrical features in order to obtain comparable results.

Abstract Background Unintentional injuries, including traumatic brain injuries (TBI), are the leading cause of pediatric morbidity and mortality in the USA. Helmet usage can reduce TBI incidence and severity; however, the epidemiology of pediatric TBI and helmet use is ever evolving. With lifestyle changes potentially accelerated by the pandemic, we predicted a decrease in helmet utilization with an associated increase in TBI during the pandemic compared to the pre-pandemic period. Results There were 1093 patients that presented with AWHUR injuries from 2018 to 2020 with an annual increase from 263 patients in 2018 up to 492 in 2020. The most frequently implicated mechanisms included bicycles (35.9%), ATVs (20.3%), skateboards (11.6%), scooters (8.3%), and dirt bikes (7.4%). Unhelmeted patients increased from 111 (58.7%) in 2018 to 258 (64.8%) in 2020. There was not a significant difference in the proportion of injuries that were unhelmeted from 38.9% in 2018–2019 to 35.2% in 2020 (p = 0.30), as well as the proportion of head injuries from 2018 to 2019 (24.3%) to 2020 (29.3%) (p = 0.07). A significant increase was seen in neurosurgical consultation from 17 (6.5%) in 2018 to 87 (17.7%) in 2020 (p = 0.02). Notably, there was an increase in the percentage of publicly insured patients presenting with injuries from AWHUR during 2020 (p

In recent years, slow travel modes (walking, cycling) have gained much interest in the context of urban air quality management. This article presents the findings from a novel air quality measurement experiment in the Netherlands, by regarding cyclists as carriers and transmitters of real-world information on fine-grained air quality conditions. Using individual sensors on bicycles—connected to a GPS positioning system—online local pollution information originating from cyclists' detailed spatial mobility patterns is obtained. Such air quality surface maps and cyclists' mobility maps are then used to identify whether there are significant differences between the actual route choice and the cyclists' shortest route choice, so as to identify the implications of poor air quality conditions for their mobility choices. Thus, the article seeks to present both a detailed pollution surface map and the complex space-time mobility patterns of cyclists in a region, on the basis of online quantitative data—at any point in time and space—from bicycle users in a given locality. In addition, the article estimates their response—in terms of route choice—to detailed air-quality information through the use of a novel geoscience-inspired analysis of space-time "big data." The empirical test of our quantitative modeling approach was carried out for the Greater Utrecht area in the Netherlands. Our findings confirm that spatial concentration of air pollutants have great consequences for bike users' route choice patterns, especially in the case of non-commuting trips. We also find that cyclists make longer trips on weekends and in the evenings, especially towards parks and natural amenities. [ABSTRACT FROM AUTHOR]

Piezoelectric devices are transducers that convert pressure variations into electricity. Piezoelectric energy harvesting technology is based on harnessing pavement energy, using the pressure of vehicles due to gravity, where electricity is generated through the deformation of pavement materials. The main objective of this article is to show how bicycle traffic- on a bikeway- can be harnessed to obtain electrical energy with piezo-electric devices, analyzing an existing model of bicycle forces and gathering a model of traffic on the bikeway. This article implements three phases of analysis: the characterization of the bicycle according to the type of bicycle and traffic characteristics, the classification and selection of piezoelectric devices, and the amount of electrical energy produced by bicycle traffic that can be harnessed in signaling. The results are promising since with average daily traffic of 40,000 bicycles, 1.02 kWh is obtained in one linear meter with a piezoelectric device, which means that this same traffic in one kilometer of bikeway can generate approximately 1000 kWh per day. [ABSTRACT FROM AUTHOR]

Informed by mobility studies, this essay offers a fresh perspective on the transition of D. H. Lawrence's position from pre-war pro-feminism to post-war anti-feminism by exploring how The Rainbow and its companion piece The Lost Girl represent one of the most gendered transport technologies of Lawrence's time—the bicycle. In depicting cycling as a form of female agency, the pre-war novel The Rainbow enunciates a progressive, modern view of women as independent and self-determined subjects. By contrast, in presenting cycling as antithetical to femininity, the post-war novel The Lost Girl perpetuates traditional gender norms. [ABSTRACT FROM AUTHOR]

This study is a review of the existing literature on the topic of bike-transit combination. The aim is two-fold: (i) to identify factors that influence its successful uptake, and (ii) to discuss the potential of the bike-transit combination and its impact on urban transport systems. The review showed that the bike-transit integration is complex and can be influenced by a variety of factors. These factors are mainly related to the quality of public transport, the cycling network and the integration of these two. Improving them can have a positive impact on bike-transit uptake. Land use and built environment characteristics also play an important role, suggesting that the local context plays a significant role on its successful uptake. In general, the review reveals that bike-transit has shown potential in improving the performance of existing public transport systems, by expanding catchment areas and improving accessibility, but its impacts on car use have not been explicitly studied. The review concludes that the bike-transit combination shows a promising path to sustainable urban mobility and is a topic worth further investigation. However, it also calls for more integrated research approaches and an explicit focus on which types of travel behaviour are substituted by the bike-transit combination. [ABSTRACT FROM AUTHOR]

Elite para-cycling needs an overview of relevant and valid research to better understand and improve performance and to develop the sport, using evidence-based decision making. The aim of this scoping review was to 1) provide a research overview of performance and performance determining factors in elite para-cycling to aid coaches and elite athletes, and 2) highlight the gaps in the literature. Four databases (PubMed, SportDiscus, Scopus and MEDLINE) were systematically searched for studies on para-cycling performance and performance factors and 68 relevant studies were identified. Using a conceptual framework based on a power balance model, most studies were categorized as Athlete and Interface focused, while fewer studies focused on Equipment, External conditions, or Impairment. We found several practical matters regarding training, bike fitting, aerodynamics, and prosthetics design to help coaches and elite athletes to improve performance. However, more research is needed in all categories to improve performance and develop the sport. International collaboration among coaches, researchers, and governing bodies is vital to gain valuable research data. [ABSTRACT FROM AUTHOR]

Copyright of Revista Venezolana de Gerencia (RVG) is the property of Revista de Filosofia-Universidad del Zulia and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)

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• Study analyses fatal injuries to cyclists caused by single-bicycle crashes (SBCs) • SBCs commonly involved people aged 60–79, males, and cyclists not wearing a helmet. • Males were more often involved in SBCs than other cyclist crashes. • Underlying illness and use of alcohol were highlighted in SBCs. • Human factors were the most identified underlying factor in SBCs. Problem: Increasing the role of cycling is necessary to reduce physical inactivity. While promoting cycling, attention should also be given to traffic safety. Hence, a better understanding on the underlying factors and safety recommendations of cyclist crashes is needed. This study aims to increase knowledge on fatal single-bicycle crashes (SBCs), where other road users are not collided with. Method: Data from in-depth investigated fatal cyclist crashes in Finland is analyzed from 2010 to 2019. The study presents descriptive analysis of the characteristics, underlying factors, and safety recommendations of SBCs (n = 82) and other cyclist crashes (n = 151). Logistic regression analysis and chi-squared tests were performed to identify significant characteristics for SBCs. Results: Fatal SBCs commonly involved people aged 60 or older, males, and cyclist not wearing a helmet. Cyclist's health issues influenced the crash in 62.2% of the SBCs. Compared to other cyclist crashes, health issues, alcohol, males, other crash locations than intersections, and weekends were highlighted in SBCs. Safety recommendations emphasized human factors, such as informing cyclist about underlying factors and the use of safety equipment. Discussion: In addition to human factors, the safety recommendations included suggestions regarding the bicycle, the traffic environment, and traffic regulations. This highlights the need to focus on different safety improvement actions to reduce SBCs. This study identified key characteristics of SBCs, which may help traffic safety authorities address this road safety issue and ultimately help to promote cyclist safety. Practical Applications: Cooperation between the actors including health care providers and the police is also proposed to address cyclists' health issues that contribute to SBCs. [ABSTRACT FROM AUTHOR]

In China, bicycles are a popular mode of transportation for senior citizens. A disproportionate number of traffic-related fatalities and injuries involve cyclists. The violation of cycling laws is a significant cause of cyclist crashes. Few studies have analyzed the cycling violation behaviour of seniors. Therefore, it is essential to examine the factors that influence older individuals' intention to engage in cycling violation behaviours. In this study, the effects of social-demographic characteristics, the exogenous constructs in the health belief model (HBM), and the theory of planned behaviour (TPB) on senior cyclists' violation intention were investigated using hierarchical regression analysis. Interviews were conducted with older cyclists in urban areas of Wuhan City, all above 60 years of age. The results showed that very little variance in behavioural intention could be explained by social-demographic factors. The TPB has a significantly greater capacity than the HBM to explain variance in behavioural intention. Perceived susceptibility, perceived benefit, cues to action, subjective norm and attitude significantly impacted behavioural intention, whereas perceived severity, perceived barrier and self-efficacy did not. [ABSTRACT FROM AUTHOR]

Concerns about bicycle theft can act as a barrier to cycling uptake. A promising solution to prevent theft is secured bicycle parking, which offers more protection than regular on-street bicycle racks through secured access, or the presence of an attendant. As cities begin to invest in this infrastructure, practitioners must make difficult decisions about which types of facilities to install, where to install them, and how much to charge for their use. Therefore, this study draws on a large-scale cycling survey (n¼1806) distributed in Montréal, Canada to explore how secured bicycle parking needs vary across different cyclist typologies. To do so, factor-cluster analysis was conducted to generate cyclist typologies. Then the behaviors and secured bicycle parking needs of these different cyclists were established. Four distinct cyclist types emerged: Leisure Cyclists, Summer Cyclists, Occasional Cyclists, and Dedicated Cyclists. Dedicated cyclists were most interested in secured bicycle parking, while occasional cyclists were the least. Leisure cyclists, on the other hand, are willing to pay and walk the most for secured bicycle parking. Across typologies, the top three most important characteristics of secured bicycle parking are (1) being free or low cost, (2) having secured access, and (3) being close to their destination. Respondents are most interested in secured bicycle parking near their work and metro stations. The results from this study can inform practitioners and researchers about the secured bicycle parking needs of different types of cyclists, and in doing so help in the planning for such facilities. [ABSTRACT FROM AUTHOR]

Distinguishing bicycle market segments is relevant to promote bicycle use, as customised policy strategies can be targeted to each submarket. This paper aims to adopt the attitudinal market segmentation approach to identify potential markets of bicycle commuters and their travel behaviour differences. A survey was conducted among 902 commuters in Quelimane, Mozambique. Factor analysis is used to identify key latent factors. Two-step cluster analysis is used to segment the bicycle commuting market into several submarkets. Then, Mann-Whitney U test is used to compare pairs of segments based on a set of travel behaviour factors such as cycling frequency, travel time and commuting mode. Three segments are obtained: Reluctant cyclists (S1), Livelihood cyclists (S2), and Demanding cyclists (S3). The study reveals that S1 cycle less frequently when compared to S2 and S3. S1 can be motivated to cycle more frequently by promoting educational campaigns to increase their perception towards cycling benefits. S1 and S3 commute long hours when compared to S2, thus, promoting distribution of land-use activities to reduce travel distance could motivate bicycle use. S1 frequently walk commute compared to S2 and S3, therefore policies to increase bicycle use were pointed to making bicycles more accessible to Reluctant cyclists. [ABSTRACT FROM AUTHOR]

Maintenance and repair of bikes - material interventions - are essential to sustain cycling practices. In this paper we explore the role of (bi)cycle self-repair workshops (Bike Kitchens) and the practices they enable to maintain cycling practices. We connect a sociomaterial understanding of assisted self-repair to Bike Kitchens' role in transformational mobility change. Empirically, we utilize our own experiences in organizing and running a small Bicycle Kitchen in Sweden in conjunctions with observations and interviews, drawing on theories of social practice, the sociology of materiality and repair studies. We develop the position that through deliberate engagement with the cycle as an entity, assisted self-repair practices provide flexible means of representing the transformative potential of cycling materialities. This has implications for the meanings attached to the cycle, cycling, repair and other associated practices. We argue that Bike Kitchens may engender epistemic practices useful to develop human-centered visions for re-imagining mobility and sociomaterial relations. [ABSTRACT FROM AUTHOR]

Tyre characteristics can strongly affect bicycle dynamics. In light of this, proper test-rigs are required to accurately measure tyre parameters. The paper presents a review of the methods and devices developed for the experimental characterisation of bicycle tyres in the lateral direction. The main aspects of the known test devices are described, highlighting the respective features. The technology of test-rigs for bicycle tyre parameter measurement seems to be just beginning. [ABSTRACT FROM AUTHOR]

The use of bicycles in tourism is gaining an increased number of supporters around the world. It is clear that cycling tourism has a significant potential for tourism and territorial dynamisation. This article aims to identify the potential of cycling tourism in the Eurocity Chaves-Verín, focusing on several areas: cycling routes, accommodation and restaurants, activities and events, and bike-friendly entities. An analysis was performed in the territory located in the North Region of Portugal and Galicia (Spain) – the Eurocity Chaves-Verín, which is a pioneer in cross-border cooperation. The methodology used for this work was qualitative, namely content analysis of interviews and tourist brochures. The results demonstrate that the organisations are aware of the importance of this type of tourism in the territory and its capacities for cycling tourism. However, it was found that there are still limitations, especially in accommodation and restaurants, and the integration of bike-friendly entities that are aware of the cycling market. This study revealed interesting contributions to cycling tourism in this territory, allowing a better perception of this market in academic and territorial terms. [ABSTRACT FROM AUTHOR]

Background: Few studies have investigated the effects of adopting a specific and prolonged posture on cyclists. This study aimed to evaluate the upright spine in a sample of recreational cyclists and compare it with a sample of non-cyclists, though still athletes, through a 3D scanning method. Methods: Forty-eight participants were enrolled in this observational study. The sample consisted of 25 cyclists for the cycling group and 23 non-cyclist athletes for the control group. The Spine3D device (Sensor Medica, Guidonia Montecelio, Rome, Italy) was used to evaluate the spine of the participants in both groups. Results: The results showed significantly greater spine inclination in the cycling group compared to the control group (p < 0.01). Furthermore, there was a significant decrease in lumbar lordosis in the cycling group compared to the control group (p < 0.01). Conclusions: This case–control study raises the possibility that the onset of lower back pain in cyclists may be due to a reduction in lumbar lordosis. Furthermore, this study demonstrated that the Spine3D device can be used in sports to monitor the spine of athletes to prevent and reduce musculoskeletal deficits. [ABSTRACT FROM AUTHOR]

BackgroundTrauma registries are used to identify modifiable injury risk factors for trauma prevention efforts. However, these may miss factors useful for prevention of bicycle-automobile collisions, such as vehicle speeds, driver intoxication, street conditions, and neighborhood characteristics. We hypothesize that (GIS) analysis of trauma registry data matched with a traffic accident database could identify risk factors for bicycle-automobile injuries and better inform injury prevention efforts.MethodsThe trauma registry of a US Level I trauma center was used retrospectively to identify bicycle-motor vehicle collision admissions from January 1, 2010, to December 31, 2018. Data collected included demographics, vitals, injury severity scores, toxicology, helmet use, and mortality.Matching with the Statewide Integrated Traffic Records System was done to provide collision, victim and GIS information. The GIS mapping of collisions was done with census tract data including poverty level scoring. Incident hot spot analysis to identify statistically significant incident clusters was done using the Getis Ord Gi* statistic.ResultsOf 25,535 registry admissions, 531 (2.1%) were bicyclists struck by automobiles, 425 (80.0%) were matched to Statewide Integrated Traffic Records System. Younger age (odds ratio [OR], 1.026; 95% confidence interval [CI], 1.013-1.040, p < 0.001), higher census tract poverty level percentage (OR, 0.976; 95% CI, 0.959-0.993, p = 0.007), and high school or less education (OR, 0.60; 95 CI, 0.381-0.968; p = 0.036) were predictive of not wearing a helmet. Higher census tract poverty level percentage (OR, 1.019; 95% CI, 1.004-1.034; p = 0.012) but not educational level was predictive of toxicology positive-bicyclists in automobile collisions. Geographic information systems analysis identified hot spots in the catchment area for toxicology-positive bicyclists and lack of helmet use.ConclusionCombining trauma registry data and matched traffic accident records data with GIS analysis identifies additional risk factors for bicyclist injury. Trauma centers should champion efforts to prospectively link public traffic accident data to their trauma registries.Level of evidencePrognostic and Epidemiological, level III.