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Athletes must transfer their performance when changing equipment due to innovative developments in sports technology. This kind of transfer has received only moderate attention. The aim of this study was to examine whether a mechanical change in sports equipment disturbs an athlete's performance and affects biomechanical and neurophysiological parameters. Therefore, an experiment was conducted in which 36 participants in three groups pedaled at 70 rounds per minute on a cycling ergometer with a circular and a noncircular (NC) chainring. The dependent variables were the total variability of the cadence, torque effectiveness, and muscle cocontraction (electromyographic cocontraction) of four antagonistic acting muscle pairs. Data were recorded during an acquisition phase, a transfer phase, and a retention phase. The results revealed that practice on a circular chainring induces a positive transfer on the NC chainring for total variability without a proactive interference effect. Torque effectiveness did not change within or between groups during the acquisition, transfer, and retention phases. Torque effectiveness and electromyographic cocontraction were not affected when the chainrings were altered from Day 1 to Day 2. During the retention phase, electromyographic cocontraction was higher when using the NC chainring, but the difference was small in absolute terms. The results regarding transfer and proactive interference seem to be strongly dependent on the movement task and the change in sports equipment. Transfer from the circular to NC chainring indicates refined neuromuscular control and improved movement coordination. [ABSTRACT FROM AUTHOR]

There is a global consensus on the urgent need to promote sustainable modes of mobility such as the bicycle. This realisation is accompanied by an increased promotion of the research on bicyclists’ behaviour to plan bicycle-friendly road infrastructure effectively. Some of the commonly used methods of data collection in this research include surveys and interviews, which help in capturing the cyclists’ perceptions and conscious behaviour. However, these data collection methods are susceptible to reporting and hypothetical biases. Hence, recent studies have started exploring the use of physiological measures, such as the Galvanic Skin Response (GSR), as the objective measures of cyclists’ subconscious behaviour. The GSR potentially captures the perceived stress of the cyclists and can be easily recorded using sensor-based wearables. For the processing and analysis of the data thus collected, it is necessary to identify the appropriate statistical tools. Previous studies have discussed the merits, demerits, scope, and limitations of using GSR in urban cyclists’ behaviour analysis at length. However, methodological advancements expected in future studies in this domain need a comprehensive understanding of the currently used statistical methods and tools to build upon. This review facilitates them by providing an overview of these methods and tools, and by categorising existing studies based on their purpose (Methodological Exploration or Stimuli Response Analysis), methodological approach (Inductive or Deductive), method of data processing (splitting GSR signal, counting GSR peaks, measuring GSR peaks, taking Log of GSR, or curve fitting), and method of data analysis (map matching, descriptive analysis, hypothesis testing or Generalized Linear Modelling). The review further concludes that future studies need to find the correct balance between the granularity of GSR data to be preserved (given higher granularity ensures a higher level of detail in the analysis) and the resource consumption owing to its procedural and computational complexity. [ABSTRACT FROM AUTHOR]

• The bicycle size influences the kinematics of bicycles, child passengers and adult riders. • The bicycle size influences the risk of injuries for both child passengers and adult riders. • The risk of injury to the child's head was in the order of ground impact, adult rider impact, and vehicle hood impact. Introduction: In Japan, bicycles equipped with child seats have become popular in urban areas as a convenient means of transportation for preschool children. As such, it is necessary to conduct more studies and evaluations to prevent crashes and/or mitigate injuries of children in child-carrying bicycles. This study primarily aims to comprehend the kinematic behavior and injury risks to a child seated in a child seat attached to a bicycle when it is struck from the rear by a car. Method: First, collision tests were conducted to investigate the effects of bicycle tire sizes where a car collides against a bicycle with a rear-mounted child seat. The Hybrid III 3-year-old was seated in the child seat behind the Hybrid III 5F, representing a bicycle rider. Second, a finite element (FE) analysis was conducted for the same collision configurations as the tests. The FE analysis using Hybrid III dummy and THUMS models was employed, and the time frame was calculated from the moment the car began making contact with the bicycle to when the child collided with the adult. Results: The 26-inch tire bicycle lifted its front wheel upward, while the 20-inch tire bicycle pushed forward without lifting. The risk of injury to the child's head was in the order of ground impact, adult rider impact, and vehicle hood impact. The FE analysis confirmed that both the child passenger and an adult rider could sustain injuries when contacting with each other. Conclusions: Our current study has demonstrated that the kinematic behavior of the bicycle and potential injuries to the child passenger and adult rider differed between bicycles with 26 and 20-inch tire sizes. Practical Applications: The findings are useful in the selection of bicycles suitable for child seats and in the design of child seats tailored to bicycles with different tire sizes. [ABSTRACT FROM AUTHOR]

This work focusses on identifying the optimal stacking sequence for composite tubes in mountain bike frames using a data-driven model combined with evolutionary algorithms. The objective is to find a frame that is sufficiently stiff while meeting the requirements of weight, strength, and minimum tube wall thickness. The decision variables are the ply winding angles and the ply thicknesses of each tube. The study performs designs for two load cases – Starting and Uphill – and explores two types of winding: the gradual winding of individual layers (1ply) and the winding of layers between predefined inner and outer layers with variable thicknesses (TW). Additionally, the design process is applied to frames made of isotropic materials, such as steel, aluminium, and titanium, using the same methodology to allow for comparison of results. The article demonstrates the successful application of this methodology to common sports equipment, suggesting its potential for beneficial use in other common composite frame structures. [ABSTRACT FROM AUTHOR]

No previous research provided a comprehensive review of the bicycle volume estimation techniques assessing the current research gaps in data and modeling makes it challenging to understand the most effective and accurate strategies to estimate bicycle volumes. This article provides a detailed review of 58 studies published from 1996 to 2021. The review results indicate that conventional modeling approaches such as Linear regression, Negative Binomial, Poisson regressions, and a factor-up method represent the most popular econometric statistical models for bicycle volume estimation, while a decision tree is popular among machine-learning-based techniques due to its simplicity and ease of application, interpretation, and estimation with small data sets. In addition, Strava data, Socio-demographic variables, and bicycle facilities significantly contribute to the predictions. The study documents the current research gaps and recommends future research directions to improve data source evaluations, variable creations, modeling, and scalability/transferability advancements. [ABSTRACT FROM AUTHOR]

Inter‐municipal cooperation (IMC) is increasingly becoming a tool municipalities use to achieve development goals and increase public service quality. However, in Central and Eastern Europe countries, including Poland, such a modus operandi is less common due to administrative and legal considerations. This article analyses one bicycle‐sharing project carried out jointly by 14 municipalities of the Gdańsk‐Gdynia‐Sopot metropolitan area in Poland. Based on a series of in‐depth interviews, the study aimed to consider what builds inter‐municipal cooperation at the local level. During the analysis, it proved that the various actors had different levels of commitment to cooperation based on substantive premises. Positive opinions about cooperation in the project resulted from partner and non‐hierarchical relations, fair and equal treatment without domination towards smaller municipalities. The study showed that in addition to the assumed effects of cooperation, the applied cooperation model allowed many added effects to be achieved, beneficial for all project partners. [ABSTRACT FROM AUTHOR]

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. [ABSTRACT FROM AUTHOR]

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. [ABSTRACT FROM AUTHOR]

Copyright of Revue d'Économie Régionale & urbaine is the property of Librairie Armand Colin 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.)

Objective: Injury risk curves are vital in quantifying the relative safety consequences of real-world collisions. Previous injury risk curves for bicycle-passenger vehicle crashes have predominantly focused on frontal impacts. This creates a gap in cyclist injury risk assessment for other geometric crash configurations. The goal of this study was to create an "omnidirectional" injury risk model, informed by known injury causing mechanisms, that is applicable to most geometric configurations. Methods: We used data from years 1999–2022 of the German In-Depth Accident Study (GIDAS). We describe the pattern of injuries for cyclists involved in collisions with passenger vehicles, and we developed injury risk functions at various AIS levels for these collisions. A mechanistic-based approach accounting for biomechanically-relevant variables was used to select model parameters a priori. Cyclist age (including children) and sex were regarded as relevant predictors of injury risk. Speed and impact geometry were captured through a novel predictor, Effective Collision Speed, which transforms the vehicle and cyclist speeds into a single value and incorporates frictional considerations observed during side engagements. Cyclist engagement with the vehicle was captured with a variable demonstrating the potential for a normal projection. We additionally present analyses weighted toward German nationwide data. Results: We identified 6,576 cyclists involved in collisions with passenger vehicles. AIS3+ cyclist injuries occurred most often in the head, thorax, and lower extremities. Effective Collision Speed was a strong predictor of injury risk. Collisions with a potential for a normal projection were associated with increased risk, though this was only significant at the MAIS2+F severity level. Younger children had slightly higher injury risk compared to young adults, while elderly cyclists had the highest risk of AIS3+ injury. Sex was a significant predictor only for the MAIS2+F injury risk curves. Significance: U.S. cyclist fatalities increased 55% from 2010 to 2021. To reduce injuries and fatalities, it is crucial to understand cyclist injury risk. This study builds on previous analyses by including children, incorporating additional mechanistic predictors, broadening the scope of included crashes, and using weighting to generalize these estimates toward national German statistics. [ABSTRACT FROM AUTHOR]

In various countries around the modern world, transportation is one of the primary sources of greenhouse gas emissions. This sector negatively impacts the quality of life in urban areas, as it pollutes the air, causes unwanted noise, and exerts harmful effects on soil layers. Ultimately, this leads to land degradation, making it unusable for agricultural and other activities. Excessive traffic, congestion, and road accidents are directly linked to human health, posing a significant threat to the normal existence of humanity. In many countries, this situation causes public dissatisfaction, which is often expressed through various forms of protest. In major cities and global metropolises, there is a continuous, dynamic process of modernizing the transportation sector based on rapid, planned, and contemporary technologies, while also incorporating global approaches and innovations. A key component of ongoing urban planning projects is the implementation of large-scale, diverse infrastructure mobility, including the strategy for accommodating bicycle traffic and establishing cycling facilities. Bicycle use and the development of cycl ing systems occupy an essential place among the core components of city master plans. The resolution of these issues is directly related to governance structures that establish the necessary conditions for infrastructure development and the complete arrangement of safe bicycle lanes. Using Georgia as an example, it can be noted that for the first time in the Caucasus, and even on an Asian scale, the "Bicycle Policy Audit" (BYPAD) methodology was applied in the development of Batumi's general plan. As for the situation in Tbilisi, it can be said that in terms of bicycle infrastructure development, bike lanes were established for the first time in the city's history in recent years, which should be considered one of the successful outcomes of the transportation reform. In the case of Georgia, it can be noted that the city of Batumi, during the development of its master plan, became the first in the Caucasus and across Asia to apply the methodology of the "Bicycle Policy Audit" (BYPAD). As for the situation in Tbilisi, in recent years, for the first time in the city's history, bicycle lanes have been established, which should be considered one of the successful outcomes of transportation reform. Using qualitative research methods, this article examines the ways leading European countries promote bicycle use, including the implementation of state policies, the provision of appropriate legislative frameworks, the development of cycling infrastructure, and safety measures, as well as public awareness campaigns. The study analyzes the current situation in Georgia, ongoing legislative and educational initiatives, and infrastructure projects, identifying future activities planned to encourage cycling in the country. [ABSTRACT FROM AUTHOR]

Introduction: While 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. Methods: For 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 (%). Results: The 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. Conclusion: Higher 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. [ABSTRACT FROM AUTHOR]

Purpose: This study explores the protective capabilities of bicycle helmets on serious head injury among bicyclists hospitalized in a Norwegian level 1 trauma centre. Method: Information on helmet use, demographic variables, Abbreviated Injury Scale (AIS) and surgical procedure codes was retrieved from the Oslo University Hospital Trauma Registry for patients with bicycle-related injuries from 2005 through 2016. Outcomes were serious head injury defined as maximum AIS severity score ≥ 3 in the AIS region Head, any cranial neurosurgical procedure, and 30-day mortality. Results: A total of 1256 hospitalized bicyclists were included. The median age was 41 years (quartiles 26–53), 73% were male, 5.3% had severe pre-injury comorbidities, and 54% wore a helmet at the time of injury. Serious head injury occurred in 30%, 9% underwent a cranial neurosurgical procedure, and 30-day mortality was 2%. Compared to non-helmeted bicyclists, helmeted bicyclists were older (43 years, quartiles 27–54, vs. 38 years, quartiles 23–53, p = 0.05), less often crashed during night-time (21% vs. 38%, p < 0.001), less frequently had serious head injury (22% vs. 38%, OR 0.29, 95% CI 0.22–0.39), and less often underwent cranial neurosurgery (6% vs. 14%, OR 0.36, 95% CI 0.24–0.54). No statistically significant difference in 30-day mortality between the two groups was found (1.5% vs. 2.9%, OR 0.50, 95% CI 0.22–1.11). Conclusion: Helmet use was associated with fewer and less severe head injuries and fewer neurosurgical procedures. This adds evidence to the protective capabilities of bicycle helmets. [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. [ABSTRACT FROM AUTHOR]

Copyright of Retos: Nuevas Perspectivas de Educación Física, Deporte y Recreación is the property of Federacion Espanola de Asociaciones de Docentes de Educacion Fisica 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.)

In this study, we conducted bicycle riding experiments that focus on the method of information presentation by an automated system to cyclists, with the intent to design an information system related to bicycle safety information. In an evaluation of information presentation, we confirmed that auditory presentation was the most effective from the viewpoints of both recognition and comprehension. In addition, information presented using the auditory method was more likely to be recognized than information presented using the visual and tactile method combined. The results of the analysis of variance for recognition showed that the visual presentation method had no significant effect. In addition, the experiments involved behavioral observation using the system and a questionnaire survey on changes in behavior before and after experiencing the system. The results showed that information was correctly conveyed by the system using a combination of auditory, tactile, and visual presentation methods, regardless of the users' degree of awareness of the system. Two weeks after the experiment, a survey was conducted to investigate the changes in the participants' awareness and behavior regarding risky or illegal riding. The results showed an improvement in the awareness of risky or illegal riding in daily life and an increase in right behavior, confirming the effectiveness of this system. Consequently, the results demonstrate the effectiveness of the system and provide knowledge for realizing a bicycle riding safety support information system.

Scholars often describe the history of Transit-Oriented Development (TOD) from an exclusive urban development perspective (linear or finger cities) or from a limited mobility perspective (Public Transit). In these histories, walking is described as the yardstick for a station's catchment area. Using primary sources, this article shows how between 1960 and 1990 the Dutch railroads played a forgotten but key and unique role in enriching the TOD concept in the densely populated Western Netherlands with the bicycle as a feeder mode. This created a spatial model of a belt with compact bicycle towns along railroad lines. In the process, the railroad reinforced by local and national policies since then helped create cycling-based rather than walking-based fifteen-minute cities that generated larger catchment zones. [ABSTRACT FROM AUTHOR]

There is cycling leisure in various landscapes where different management challenges emerge needing unique, context-specific strategies. Managers must be critical of these landscape nuances to produce suitable planning directives corresponding to the case of these certain environments. In this study, the Recreation Opportunity Spectrum (ROS) was adapted to the bike activity to create a Bicycle Opportunity Spectrum (BOS) framework. These cycling landscapes were processed into a regional-scale tool based on the compatibilities between landscape types and cyclist needs to produce satisfactory experiences. The development of the tool was based on diverse cycling experiences elaborated during focus group discussions (FGDs). This resulted in a framework of four landscape classifications (Urban, Rural, Natural with Road, and Natural with Trail) and criteria of seven (Bike Route, Path Remoteness, Infrastructure Development, Viewshed, Path Interactivity, Support Facilities and Services, and Pathway Management). The framework was tested by evaluating the cycling landscapes of Taichung City, Taiwan. The results, validated by the FGD participants verified the fitness of the BOS towards evaluating bikeways, creating a tool for bikeway management applicable to various landscape classes. [ABSTRACT FROM AUTHOR]

The implementation of bike-sharing systems represents a novel strategy aimed at enhancing urban mobility by offering shared bicycle services to improve accessibility and user convenience. Nevertheless, there has been a limited exploration into the user demographics of bike-sharing programs on a national scale. This study investigates the socio-demographic characteristics of bike-sharing system users, leveraging the 2017 National Household Travel Survey and negative binomial regression models. It finds that bike-sharing usage is more common among users than non-users, with African American and Hispanic individuals using the system more than other racial groups. Furthermore, low-income individuals (

In 2021, Social Weather Stations reported the Philippines' Metro Manila with the highest ratio of bicycle ownership among households and the highest ratio of bicycle owners to car owners in the country. Through the lens of Social Practice Theory, the researchers used Materials, Meaning, and Competencies of Filipino cyclists in understanding the cyclists' overall commute experience in Metro Manila. This study discovers the purpose of Filipino cyclists in choosing their mode of transportation and explains their views on safety, practicality, accessibility, and implementation of policies. The researchers used descriptive phenomenological research design and gathered data via online interviews. The data was analyzed using Colaizzi's Method of Data Analysis. Results show the overarching sub-themes with the three main themes based on the participants' responses: (1) Positive Synergy of Cycling, (2) Uncontrolled External Resources, and (3) User Managed Internal Resources. Cycling contains flexibility, efficiency, practicality, easy maintenance, and benefits health and environment. In addition, Filipino cyclists view their commute experience as a positive synergy especially for its practicality and its aid in health enhancement and environment refinement. Lastly, the advantages of cycling as a mode of transportation are the ease of management and the user managed internal resources. On the other hand, the disadvantages are the uncontrolled external resources including the ineffectiveness of cycling related policies and poor risk management. [ABSTRACT FROM AUTHOR]

Bicycle simulators have been the subject of considerable research, however, few of these attempts have integrated direct balance control and realistic freedom of motion to deliver a real-world dynamic cycling experience. This study presents the BIKE (Bicycle Intrinsic Kinematics Emulator) system, a kinematic bicycle simulator, developed with the purpose of letting its users experience realistic steer, roll, yaw and sway motions. Motion is provided with Carvallo–Whipple bicycle model-based control of sway and yaw combined with passive steer and roll. This study validates the BIKE simulator by comparing cycling behaviour and subjective evaluation for the simulator with and without motion to outdoor tests with an instrumented bicycle. 15 participants of varying age and mass, performed straight-line cycling, at low ( $ 5\,\hbox {km/h} $ 5 km/h ) to high ( $ 40\,\hbox {km/h} $ 40 km/h ) velocities and zig-zag manoeuvres. Results show that users can successfully rely on existing cycling skills to use the simulator with motion. Objectively, in the kinematic sense, the simulator with motion performs similarly to an outdoor bicycle. Subjectively, the simulator performs better with motion and is experienced by riders as close to real outdoor cycling. [ABSTRACT FROM AUTHOR]

Polska Fabryka Rowerów A. Kamiński (The A. Kamiński Polish Bicycle Factory) was estabilished in Warsaw in 1924. It was one of the most important bicycle workshops located in the Polish capital city. From the second half of the 1930s, it signifi cantly expanded its sales market to cover most of pre-war Poland. This made it one of the most recognizable domestic brands, which is remembered to this day. The growing popularity of the bicycle in the late 1930s persuaded the company owner, Adam Kamiński, to build a new factory. It was located at 151 Wolska Street. The investment required taking out loans to finance construction and provide salaries for the growing crew during the dead winter season of 1938-1939. Thanks to the preserved documentation related to the loan granting, we can analyze the company's fi nances, infrastructure, and equipment for the factory and company store. This is a very rare opportunity due to the scarcity of preserved materials regarding Polish bicycle factories. As primary sources related to the Polish pre-war bicycle industry are scant, this role is fulfi lled by preserved bicycles - technical artifacts. The analysis of bicycles and factory data allowed for the characterization of the basic models produced in the factory. The author has attempted to assign frame numbers to years of production and characterized the most important color schemes. The locations related to the factory's activities and its preserved relics were also discussed. [ABSTRACT FROM AUTHOR]

The bicycle is recognized as a sustainable mode of transport, yet in the developing world, its use is hindered by several factors. The COVID-19 pandemic, with its emphasis on isolation, created a changed travel pattern and thus an experimental environment for bicycling. This study examines Lahore, Pakistan, to evaluate bicycle promotion during and beyond the pandemic. It assesses policy frameworks, institutional implementation capacity, and the perception of cycling infrastructure and regulations based on the user feedback. Lahore, a major Pakistani city with significant development and capacity, has faced severe smog and poor air quality, highlighting the need for environmentally friendly transport. The study reveals an increase in bicycle use during COVID-19 restrictions, with over 96% of the respondents noting this rise. Many tried bicycling for the first time due to reduced traffic. However, post-restrictions opinions varied on whether the trend persisted. Better road infrastructure was found to corelate positively with the bicycling trend. Studies identified traffic lawlessness, high motorization, lack of infrastructure, smog, and harsh weather as major barriers. Despite the existence of civil society groups promoting bicycling, their efforts are hindered by lack of participation in policy and decision making. The study calls for addressing policy and institutional bottlenecks to promote bicycling in Lahore, with broader implications for Pakistan and other developing countries. Improved coordination among institutions and inclusion of user perspectives are crucial for creating a more bicycle friendly system.

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.

This work focusses on identifying the optimal stacking sequence for composite tubes in mountain bike frames using a data-driven model combined with evolutionary algorithms. The objective is to find a frame that is sufficiently stiff while meeting the requirements of weight, strength, and minimum tube wall thickness. The decision variables are the ply winding angles and the ply thicknesses of each tube. The study performs designs for two load cases – Starting and Uphill – and explores two types of winding: the gradual winding of individual layers (1ply) and the winding of layers between predefined inner and outer layers with variable thicknesses (TW). Additionally, the design process is applied to frames made of isotropic materials, such as steel, aluminium, and titanium, using the same methodology to allow for comparison of results. The article demonstrates the successful application of this methodology to common sports equipment, suggesting its potential for beneficial use in other common composite frame structures.

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.

Large vehicles such as buses and heavy goods vehicles (HGVs) pose a serious threat to cyclists and can cause serious injuries. Therefore, it is important to understand current safety issues related to these vehicles, to identify and to develop safety interventions that could address these issues. The aim of this study is to describe the characteristics of and injuries resulting from crashes between cyclists and buses and HGVs. In this study, the German In-Depth Accident Study (GIDAS) was queried for all cases that involved either a bus or a HGV and where the opponent was a cyclist. In total, 98 crashes with the involvement of both a bus and a cyclist, and 295 cases where both a HGV and a cyclist were involved, were identified for our analysis. The crashes with cyclists typically occur within city limits, during daylight conditions, on dry surfaces and with clear weather. The cyclists involved in these crashes are mainly male and cyclists under 18-years old account for 28% of crashes with buses, and 16% for crashes with HGVs. The most common crash scenarios are crossing scenarios and turning-off-a-road crashes. In bus crashes, the collision speeds are mainly below 35 km/h and injuries to lower extremities and head are dominating, caused by the road surface and the front of the bus. In HGV crashes, collision speeds are most often below 20 km/h and injuries to the head and thorax are most common, mainly caused by being run over.

In recent decades, the popularity of establishing and utilizing bicycles has spread across numerous cities worldwide, yet its adoption remains limited in Iranian urban centers. The aim of this study is to investigate the public acceptability of bicycle usage in the small town of Aq Qala. The research adopts a quantitative approach combined with deductive reasoning and employs a survey methodology. Data collection utilized a researcher-developed questionnaire, targeting a sample size of 400 individuals. The findings reveal a low level of public acceptance towards bicycle usage, highlighting significant deficiencies in the social dimensions of bicycle utilization within Aq Qala. Moreover, the study observes a lack of significant correlation coefficients among variables such as "attitudes," "Injunctive norms," and even "perceived usefulness" with behavioral variables. This context suggests a prevalent disbelief in bicycles as a viable mode of transportation, with a stronger inclination towards associating bicycles with recreational activities. Additionally, results from the multiple linear regression test underscore the significance of the overall model, highlighting a relationship among socio-psychological variables within the research framework. Notably, the three influencing variables identified are awareness (+0.292), descriptive norms (+0.243), and individual affectivity (-0.312), contributing to a 23% change in the transformability of the dependent variable, as indicated by the adjusted coefficient of determination. Conclusively, the study's statistical findings have been meticulously reviewed and interpreted, shedding light on the complex dynamics surrounding public acceptability of bicycle usage in Aq Qala.Keywords: Bicycle, Public Acceptance, Unified Theory of Acceptance and Use of Technology (UTAUT) Model, Theory of Planned Behavior, Aq Qala. IntroductionTransportation has emerged as a fundamental and pivotal component in the structure and governance of contemporary cities, with its significance transcending mere population size. The design and interplay of transportation components within a city carry profound implications for urban sustainability. Among sustainable and physically based transportation modes, the bicycle stands out as a vehicle mobility option. However, empirical research indicates that its impact extends beyond infrastructural aspects like dedicated cycling lanes and routes; cultural, social, and behavioral dimensions also play pivotal roles.The primary focus of this research is to delve into the behavioral dimensions of bicycle usage within the framework of a comprehensive index of public acceptability. This index serves as a measurement tool to gauge the level of public acceptance and identify the influential variables affecting bicycle usage as a mode of travel.The research questions guiding this investigation are as follows:How can we develop a composite and responsive model for bicycle usage, utilizing existing models for measuring public acceptability?What is the level and scale of public acceptability regarding bicycle usage in the small town of Aq Qala, assessed through social-behavioral analysis indicators?Literature ReviewCompared to motorized transportation modes, bicycles possess a higher relative advantage across various urban mobility indicators, including speed, agility, flexibility, and the public health benefits they confer upon cities. This recognition has led to the development of a range of new supporting theories within this scientific domain. These theories, from "new urbanism" to "15-minute cities," underscore the significance and integral role of bicycles within the urban transportation system.MethodologyThe methodology employed in this research adopts a quantitative approach coupled with the logic of deductive reasoning, rooted in survey research. Data collection utilized a researcher-developed questionnaire comprising a set of main variables along with auxiliary variables, totaling sixteen variables and 89 items. A sample size of 400 individuals was selected using a simple random sampling method. The study utilized a hybrid model derived from two well-known and widely used models: the "UTAUT" model and the "Theory of Planned Behavior." This hybrid model served as the framework for measuring the public acceptability index. The approach to measuring public acceptability in this research entails a sociological perspective, observing the potential practical utilization of bicycles in the city of Aq Qala as a case study.ResultsAccording to fundamental transportation variables and statistical data, it is observed that 50% of the population of Aq Qala owns a car, with 86% having access to one. In contrast, the ownership rate of bicycles stands at 35%, with a corresponding access rate of 53%. Regarding practical cycling behavior, the average cycling behavior among residents of Aq Qala city is estimated at 2.45 out of 5 points on the Likert scale, with 70% of the city's populace abstaining from using bicycles for travel. The inferential findings of this research unveil low acceptability and notable deficiencies in the social dimensions of bicycle usage within Aq Qala city. Moreover, there is a lack of significant confirmation regarding correlation coefficients among variables such as "attitude," "emphasized norms," and even "perceived usefulness" with the behavior variable. This context underscores a prevalent skepticism towards bicycles as a viable mode of travel, while a more pronounced inclination towards associating bicycles with sporting activities is observed. Further analysis through the multiple linear regression test reveals the overall significance of the model, establishing a relationship among socio-psychological variables within the research framework. Specifically, the three influencing variables "awareness" (+0.292), "descriptive norms" (+0.243), and "individual susceptibility" (-0.312) are found to be significant, contributing to a 23% change in the transformability of the dependent variable as indicated by the adjusted coefficient of determination.DiscussionGenerally, there has been limited research concerning bicycle usage in small cities, with the majority of studies predominantly centered on large cities. Consequently, directing attention towards small cities enables enhanced comparability of findings within this specific context.ConclusionIn the city of Aq Qala, bicycle usage remains low due to a combination of subjective beliefs and objective conditions that do not favor cycling as a primary mode of urban transportation, despite its potential as a modern and efficient vehicle. The prevalent preference for private cars is conspicuous, particularly given the absence of a well-developed urban public transportation system and the prevailing cultural preference for private car usage in this small city. To address this issue, future-oriented targeted strategies are imperative to foster a cultural shift and promote the operational use of bicycles in this small northern city. This research has identified and introduced significant variables that influence bicycle usage, offering valuable insights for the development and practical implementation of bicycle initiatives not only in Aq Qala but also in other small and large cities throughout the country.

The issue of inequality in the use of urban transport space is particularly important in today’s car-saturated cities. Increasing the convenience, safety and respect for the rights of vulnerable road users, including in particular pedestrians and cyclists, is emerging as a particular challenge. Grassroots initiatives of city residents, who become cycling advocates and cycling activists, are confronting this problem. Among various forms of activism there is also the organisation of ‘critical masses’, which were originally intended to remind us about the rights of this group of road users through a simultaneous passage of multiple cyclists through the streets of the city. From the late 20th century to the present day, such events have undergone change. The aim of this study was to investigate how today’s critical masses differ from their 1990s prototypes. The research analysed bike critical masses organised in Poland, a country with an underdeveloped cycling culture and low cycling modal share. At one such event, a survey was also conducted to determine why participants chose to attend. The study confirmed that contemporary bicycle critical masses are recreational events promoting cycling.

Abstract Dockless e-scooter schemes have seen increasing popularity in 28 German cities. Increasing use on insufficiently dimensioned bicycle infrastructure can lead to conflicts between e-scooter riders and cyclists. A new approach was developed in order to detect potential zones of conflict by overlaying aggregated bicycle and e-scooter trajectories in the City of Dresden, Germany. Bicycle data is being obtained by the annual STADTRADELN campaign where cyclists record and transmit daily trips via GPS for a period of three weeks. Simultaneously, e-scooter API data has been collected over a course of 8 weeks from June to September 2021. Origin/Destination data has been generated and routed over a OSM network in order to obtain aggregate d e-scooter flows. We extrapolated the aggregated bicycle data to match them with the timeframe of the e-scooter data acquisition. Afterwards we spatially joined both: bicycle and e-scooter flows and calculated the link wise proportion of e-scooter trips in relation to bicycle trip volumes. Two important findings emerged: (1) Residential roads have a higher proportion of e-scooter trips. (2) E-scooters are exposed to high bicycle trip volumes on primary roads with bicycle infrastructure. We conclude that this approach can detect possible links of conflict, where overtaking cyclists or insufficient space can lead to dangerous situations. That approach is biased towards a missing route choice model for e-scooter riders or better route data of e-scooters, which needs further research.

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.

Using Persian memoirs, periodicals, and photographs, this essay examines how Iranians integrated the bicycle into their everyday lives in the rapidly changing socioeconomic contexts of the Pahlavi period (1925–1979). It seeks to achieve two goals. First, by drawing comparisons from different geographical contexts, it illustrates how Iran's comparatively belated encounter with bicycle technology shaped its use and social meanings, revealing the agency of consumers of small technologies in the global South. Second, by examining competing ideals of manhood associated with the bicycle, it expands Middle Eastern historiography on masculinity beyond the modern middle class. As growing Iranian working-class men developed peculiar aesthetics and practices around the bicycle that distinguished themselves from modern middle-class men, cycle mobility became highly contested along class and gender lines, raising aspirations and anxieties in the Iranian urban space. [ABSTRACT FROM AUTHOR]

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]

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.

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.

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.

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.

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]