Road Cyclists Research Articles

‘There is a lot of traffic at the school gate in the morning which makes me nervous’: exploring children’s current and desired school commutes

ABSTRACT Although children are the primary users of many spaces, their voices are often unheard in transport planning. We therefore do not know much about children’s barriers or wishes regarding mobility. What is known, however, is that children have become less independent in their daily mobility, with parents (or guardians) increasingly driving children instead of allowing them to walk and cycle. The decline in active mobility is worrisome, since active mobility is beneficial to children, but incorporating children’s voices in transport planning can be conducive to increased active mobility of children. The objective of this paper is to explore the wishes and barriers of children regarding school commuting. Data was collected from a survey completed by 1251 pupils and through workshops with four schools in a residential neighbourhood in Brussels, Belgium. We found that there is a significant gap between the current and desired transport modes of pupils, with an important untapped potential for cycling. We also found that traffic safety is a predominant worry of pupils. Additionally, when suggesting the re-design of their school neighbourhood, the most recurring suggestions from pupils included walking and cycling infrastructure, and reduced access to the school neighbourhood for cars.

Improving cycling safety for children and youth.

Cycling remains a popular activity for children and youth around the world, combining the fun of moving at speed with numerous health and societal benefits. However, cycling is also associated with risk for serious injury and death. Over the past decade, research has increasingly shown that improving safety for cyclists depends, in large part, on the environment they are cycling in as well as on individual safety measures such as helmet use. The pandemic provided greater opportunity for many children and youth to engage in cycling, and refocused public attention on safer cycling infrastructure such as protected bike lanes. This statement reviews the evidence supporting safer cycling infrastructure for children and youth along with the physical and mental health benefits of cycling. The advantages of active transportation for young people, and how the built environment influences their cycling safety and uptake, are discussed. An overview of measures individuals can take to improve cycling safety is followed by recommendations for clinicians, the cycling community, parents, and policy-makers.

Avaliação multicritério da ciclabilidade da rede viária em Montes Claros/MG

This study investigated the cycling infrastructure and cyclists' perceptions of sustainable urban mobility in Montes Claros, Minas Gerais, Brazil, based on bicycle use. The methodology involved an analysis of the road environment for cyclists and the application of questionnaires to experts and cyclists, using a multi-criteria approach. The results revealed limitations in the infrastructure, such as the lack of segregated bike lanes. Additionally, cyclists expressed concerns about safety, such as disrespect from drivers and insufficient lighting on roads. These findings highlight the need for investments in cycling infrastructure and public policies focused on safety and sustainable mobility. This study contributes to the knowledge of cyclability in Montes Claros by developing a procedure for cyclability analysis that can be used in other locations. Furthermore, it provides valuable information for urban planning and the promotion of bicycle use as a sustainable mode of transportation, with the potential to improve urban mobility and quality of life for the population.

Bicycle parking allocation and its equity implications: The case of Bogota, Colombia

Bicycles are a sustainable alternative for urban mobility; however, their usage depends mainly on safety, convenience, and infrastructure availability, which have been widely studied. However, most studies have overlooked the importance of bicycle parking facilities in the network-planning process. In this work we aim to draw attention to the importance of including bicycle parking (BP) facilities in a well-thought-out bicycle infrastructure planning process highlighting the detrimental effects of not doing so for transportation equity, using Bogotá, Colombia, as a case study, where bicycle trips have multiplied in the last few years, reaching a 6.6 % modal share in 2019. To this end, we present a geospatial analysis and machine learning approach to assess the network coverage of bicycle parking spots. Additionally, we compared the city's bicycle trip patterns and applied a survey to know the perception of users (n = 397). The results show that the current distribution of bicycle parking in the city does not favour equity, given that it is not in line with the origin and destination of bicycle trips. This could widen socio-territorial inequity by affecting accessibility to bicycle use for daily commutes. To the best of our knowledge, this study presents the first assessment of the impact of parking distribution on the planning of bicycle infrastructure in the Global South.

Assessing Heterogeneity Among Cyclists Towards Importance of Bicycle Infrastructural Elements in Urban Areas

Promoting bicycling and making it attractive requires appropriate infrastructure. Sociodemographic characteristics, frequency and experiences of bike use, and purpose of bicycle trips can affect preferences towards bicycle infrastructure facilities in urban areas. Hence, this study aims to explore the heterogeneity in the perceived importance of bicycle infrastructure facility attributes in various cyclist groups based on gender, age, weekly biking frequency, daily cycling distance, cycling experience, and bicycle trip purpose. Data were collected from bicycle users through a questionnaire disseminated via social media platforms and QR code brochures distributed in Hasselt, Belgium. A 5-point Likert-type ordinal scale was used to collect data on the perceived importance of bicycle infrastructure facility indicators. The Technique for Order Preference by Similarity to Ideal Solution (TOPSIS) was used to rank the indicators. At the same time, Mann–Whitney U and Kruskal–Wallis tests were utilized to verify the heterogeneity among the groups. The findings reveal that bicycle infrastructure, i.e., bicycle lanes or paths, is the most critical variable, while the slope was considered the least important. No heterogeneity was found regarding the importance of bicycle infrastructure indicators based on gender. However, heterogeneity was observed based on age, daily bicycle use, cycling experience, weekly bicycle use, and bicycle trip purpose. The findings of this research help urban and transport planners develop improvement strategies for the city’s existing bicycling facilities and prioritize future developments by considering various cyclist groups’ preferences.

City-wide cycling network extension and bicycle ridership in São Paulo: A causal analysis

Over the past 15 years, São Paulo, a megacity in Southeastern Brazil, has tackled its enduring mobility challenges by constructing over 500 km of bike routes and supporting various cycling initiatives, including recreational cycling programs, mobility strategies and bikeshare. Despite the generally positive impacts of these initiatives, the absence of robust causal evidence on their benefits can pose serious challenges for future investments in light of the existing social dynamic favoring the use of automobiles. Driven by the need to reduce motorized transport in Brazilian cities, we investigate the causal effects of bicycle routes on ridership between 2007 and 2017, focusing on travellers highly exposed to bike routes developed between 2008 and 2015. Using Difference-in-Differences models alongside Household Travel Surveys conducted before and after the interventions, we observed a modest but positive increase in cycling mode choice probability, ranging from 0.60 % to 1.37 %, among the highly exposed treatment groups. Our findings provide policymakers with valuable insights to support future cycling infrastructure planning and investment, demonstrating their potential net benefits even in car-dependent urban areas. By integrating these results into existing economic appraisal tools, policymakers can further assess additional benefits related to physical activity, health, and emissions reduction.

Active commuting as a form of sustainable urban mobility: The case of the Brno Metropolitan Area

Abstract Environmentally friendly alternatives to motorised transport have recently become a topic of discussion among political representatives. To achieve sustainable urban mobility objectives, political discussions have focused on promoting cycling, walking and using public transport in cities. These modes of transportation are attractive ways of commuting to and from work for a portion of the population. In the literature, there is a growing interest in the phenomenon of active commuting. This paper examines the spatio-temporal patterns and practices of active commuting and evaluates their significance in the context of sustainable urban mobility. The empirical research is based on data obtained from a questionnaire survey and semistructured interviews conducted in 2023 in the Brno Metropolitan Area. Based on the data, three categories of active commuting were identified, namely pragmatic active commuting, physical active commuting, and combined active commuting, which differ in the implementation of different spatio-temporal practices. For the development of sustainable transport in the city, it is necessary to promote the construction of pedestrian and bicycle infrastructure, with the aim of making movement for pedestrians and cyclists more straightforward, efficient, and safer, including paying attention to actions leading to the embedding of this mode of transport in the wider societal context.

Measuring shaded bike lanes for heat stress mitigation with deep learning: A case study in Amsterdam, Netherlands

As global warming intensifies and heatwaves become more frequent, thermal comfort has emerged as a crucial factor in creating habitable and equitable urban environments. Cities worldwide are promoting sustainable transportation and reducing vehicle usage by enhancing cycling infrastructures. However, the thermal comfort of cyclists has often been neglected, with most research focusing on pedestrians. This study introduces a framework for evaluating shade levels along the bike lanes by incorporating a ‘Shade Index’ that quantifies street shadiness. Utilizing deep learning techniques, the index analyzes street view images from various bike lane locations to evaluate the contribution of trees and buildings in providing shade. The application of this framework is a shade rating map of the bike lanes in Amsterdam, providing cyclists with alternatives that prioritize coolness over the shortest routes typically suggested by map applications, particularly useful during warmer weather. The study identifies significant variability in shade provision, with central urban areas typically more shaded than outlying regions. The workflow can be adapted to other cities to enhance shade provision for cycling infrastructures.

Energetics of a World-Tour Female Road Cyclist During a Multistage Race (Tour de France Femmes).

Despite the increased popularity of female elite road cycling, research to inform the fueling requirements of these endurance athletes is lacking. In this case study, we report for the first time the energetics of a female world-tour cyclist competing in the 2023 Tour de France Femmes, an 8-day race of the Union Cycliste Internationale. The 29-year-old athlete presented with oligomenorrhea and low T3 before the race. Total daily energy expenditure assessed with the doubly labeled water technique was 7,572kcal/day (∼4.3 physical activity levels), among the highest reported in the literature to date for a female. Crank-based mean maximal power was consistent with female world-tour cyclists (5min, mean 342W, 4.8W/kg; 20min 289W, 4.1W/kg). The average daily energy intake measured with the remote food photography method (Stage Days 1-7) was 5,246kcal and carbohydrate intake was 13.7g/kg (range 9.7-15.9g/kg), and 84g/hr during stages, and an average fat intake of 15% of daily energy intake. An estimated 2,326kcal/day energy deficit was evidenced in a 2.2kg decrease in body mass. Notwithstanding the high carbohydrate intake, the athlete was unable to match the energy requirements of the competition. Despite signs of energy deficiency preexisting (oligomenorrhea and low T3), and other further developing during the race (weight loss), performance was in line with that of other world-tour cyclists and a best personal performance was recorded for the last stage. This case study emphasizes the need for further research to inform energy requirements for female athletes' optimal performance and health.

Air Quality Awareness—Empirical Evidence from a Comparative Perspective between Two European Cities

This research, conducted as part of the European project PA-MAP (Participatory Approach to Monitoring Air Quality in Urban Environments), investigates citizens’ perceptions of air pollution in two European cities: Turin (Italy) and Dublin (Ireland). We systematically collected social data through semi-structured surveys distributed via online platforms. Our aim was to gather comprehensive information on the perception of pollution sources and the effectiveness of control systems. We examined citizens’ habits and their suggestions to improve air quality. The results revealed the following: (1) In Turin, the perception of air pollution significantly influences individuals’ self-assessments of health. Consequently, increased vigilance is required to mitigate environmental health risks and to disseminate information on air quality and effective practices for reducing air pollution. (2) The use of sustainable transportation in Turin is hindered due to the inadequate maintenance of cycling infrastructure. Citizens prefer to use cars or trains, which facilitate rapid travel. (3) In Dublin, greater sensitivity to the problem of air pollution has emerged, and the use of sustainable means of transport is facilitated via ad hoc infrastructure. These results provide empirical evidence to policymakers to support the promotion of concrete local actions through which to improve air quality.

A Mobility Justice Framework to prioritize areas for mobility interventions

Understanding, visualizing, and quantifying how resources are allocated and the fairness of distributions and access is significant for supporting decision-makers in incentivizing development and ensuring that future changes are widely beneficial and fair. By pointing out the need for mobility justice research to shift from state-centric to more society-centric frameworks and metrics, this study proposed a Mobility Justice Framework that integrated two important theories of justice: distribution and recognition justice. The proposed framework highlights the distribution of amenities and burdens in providing transport infrastructure. It also aims to identify those disadvantaged socio-economic groups more exposed to mobility inequalities. To make the framework applicable within the city context and guide decision-making, several metrics (variables) were identified to make principles of distributive and recognition justice operationalizable. Variables such as 1) accessibility by walking, 2) exposure to traffic negative effects, 3) frequency of use of transport modes, and 4) availability of transport infrastructure were used to identify neighborhoods and the different types of mobility resources/burdens that disadvantaged socio-economic groups are exposed to. To showcase its usability, the framework and methodology have been applied to the city of Munich to highlight neighborhoods with a higher proportion of older people and the transport disadvantages associated with these target groups. A higher negative correlation between older people and mobility resources/burdens can be observed for the following variables: accessibility by walking to activities, availability of walking and cycling infrastructure, and availability of car-sharing services. When measured against exposure to negative transport effects, a higher positive correlation was observed. The paper ends with a discussion section on the relevance and usability of the proposed framework for transport planning and policy and its limitations.

The interplay between social environment and opportunities for physical activity within the built environment: a scoping review

BackgroundThe association between social and built environments plays a crucial role in influencing physical activity levels. However, a thorough understanding of their combined impact remains unclear. This scoping review seeks to clarify the interplay between social environments and opportunities for physical activity within different built environments, with a particular focus on the implications of socioeconomic status and urban planning on physical activity participation.MethodsWe conducted a systematic literature search across several databases to identify studies exploring the associations between social factors, built environment characteristics, and physical activity levels. The inclusion criteria were studies published in English between 2000 and 2022, encompassing urban, suburban, and rural contexts. Thematic analysis was employed to categorise studies based on the specific aspects of the built environment they investigated (walking infrastructure, cycling infrastructure, parks and open spaces, and sports facilities) and the social determinants they examined.ResultsA total of 72 studies were included in the review, illustrating a multifaceted relationship between access to physical activity opportunities and social determinants such as socioeconomic status, community engagement, and urban design. The findings highlight the significant role of socioeconomic factors and the quality of PA infrastructure in promoting or hindering PA across communities. Effective urban planning was identified as crucial in providing expanded physical activity opportunities, notably through more pedestrian-friendly environments, comprehensive cycling infrastructure, and accessible green spaces and sports facilities.ConclusionsThis review emphasises the significant impact of socioeconomic status and urban planning on access to physical activity opportunities. This underscores the necessity for urban planning policies to adopt an inclusive approach, considering the varied needs of different population groups to ensure equitable access to physical activity resources. Such strategies are crucial for public health initiatives aimed at enhancing physical activity levels across diverse community sectors, offering a potential avenue to alleviate health disparities associated with inactivity.

Agent-Based Modeling for Sustainable Urban Passenger Vehicle Mobility: A Case of Tehran

In response to escalating congestion and deteriorating air quality in urban centers worldwide, exacerbated by overburdened transportation systems, there is an urgent need for accurate traffic forecasting and effective sustainable urban development strategies. This study employs agent-based modeling through four distinctive scenarios for Tehran, I. R. Iran. A synthetic population is meticulously crafted using simulated annealing, enabling the emulation of daily commuting patterns. Results show that by bolstering cycling infrastructure and enhancing public transportation services, reliance on private cars is reduced up to 46%. The introduction of flexible working hours reduces the traffic volumes during peak traffic hours by 47% and significantly altering the daily distances traveled by personal cars, as evidenced by a 1:6 ratio in car volume increase between scenarios emphasizing flexible working hours and those with more conventional traffic patterns. The results provide powerful insights for decisionmakers to manage the traffic especially in high polluted air conditions.

Ответственность пешеходов за ненадлежащее использование велодорожек

The relevance of the study lies in the fact that in the last few years, mainly in large settlements, the number of bicycle paths has been increasing, which means that the number of those who can use them for their intended purpose is increasing. There is no consensus among cyclists, especially experienced cycling enthusiasts, as well as professional cyclists, about the need for bike paths. However, according to the results of our survey of 5,462 cyclists, more than 80% of the respondents noted among the facts that do not suit them in the organization of traffic in relation to a bicycle, namely the lack of a properly organized bicycle infrastructure and, in particular, an insufficient number of bike paths. Given the low culture of pedestrians, who, in the presence of bike paths in a locality, become "rivals" of cyclists, the latter themselves are exposed to danger and expose persons walking along bike paths in violation of traffic regulations of the Russian Federation to it. This article is devoted to methods of preventing the risk of harm to road users in relation to the designated legal relations.

Is Active Mobility Really a Sustainable Way of Travelling in Italian Cities? When and Where Injury Risk Offsets the Benefits of Riding or Walking

Even though active mobility is considered a sustainable way of travelling in urban environments, this might not always be the case because of a lack of infrastructure and poor road safety standards. This study assesses, under an economic point of view, the health benefits of a shift from private cars to active mobility for urban travels in Italy, considering both mortality and morbidity effects. The overall health effect is the result of positive (increased physical activity) and negative effects (increased air pollutant intake and increased road injury risk). Health impacts are measured using disability-adjusted life years and translated into monetary terms using either the value of a life year or the value of a statistical life. On average, the overall health effect of the modal shift is negative. This is largely due to the very high pedestrian and bike road injury rates in Italian cities. The negative effect of increased air pollution intake is negligible if compared with the effect of road injuries. In the case of bikes/e-bikes, the overall health effect is positive in cities characterised by good cycling infrastructure.

Overtaking on rural roads – Cyclists' and motorists' perspectives

Cycling is good for health and the environment, and urban traffic planning is increasingly focused on making cycling easier and safer for everyone. Cycling in rural areas also has a high potential for increased cycling, but fundamental knowledge about rural road cycling is missing. This study aims to investigate the prevalence of rural cycling and the perceptions of cyclists and motorists on rural roads, especially in overtaking situations. Cross-sectional data from three surveys with 1899 respondents in total were used, whereof one survey provides results representative for Swedish adults in terms of age, gender, income, educational level and geographical regions. In total, 38 % of the respondents use rural roads as cyclists or pedestrians, 10 % never use rural roads and the remaining 52 % use rural roads as motorists only. Out of the latter, 44 % stated that they would like to cycle on rural roads, but do not do so for various reasons. The way overtaking manoeuvres are experienced differs between motorists with and without cycling experience. Qualitative analyses revealed which factors make cyclists uncomfortable during overtaking manoeuvres on rural roads. These should be considered when developing recommendations for appropriate overtaking manoeuvres. Examples of application are legislation, motorist information campaigns, driver coaching and future vehicle automation systems.

Re-examining the role of street network configuration on bicycle commuting using crowdsourced data

Understanding the role of street network configuration on commuter cycling can aid city planners in assessing and evaluating interventions to promote regular cycling into people's routines. Studies examining this relationship generally build models on observed cycling counts. While this provides valuable information, it could still result in an incomplete picture because some routes with advantages (e.g., good accessibility, amenities etc) may not have been utilised as expected because of other confounding factors (e.g., safety issues, motorised traffic) or vice-versa, leading to incorrect conclusions especially in the absence of data on these confounding factors. Thus, in this study, we argue that observing higher cycling flows on a route should not be the sole criteria to examine the role of street network configuration on the cycling patterns, especially when certain confounding factors have not been controlled for. We utilise data from the activity tracking app Strava for the city of Glasgow and compare the observed cycling intensities with the modelled cycling intensities where all the cyclists take the shortest routes. We estimated three linear regression models for: Observed Strava Cycling Intensities, Modelled Strava Cycling Intensities, and the difference between these two measures. Street network configuration were incorporated using Space Syntax measures: Normalised Angular Choice and Normalised Angular Integration. The roles of these variables, along with route characteristics and natural environment factors, on commuter cyclists' trips are explored. Visual exploration and linear regression models indicate that cyclists deviated away from the well-integrated, straighter routes to aesthetically attractive routes with cycling infrastructure, and towards links within mixed land use and to the least deprived areas. These results are of interest to policy makers and assist in infrastructure planning.

Which street characteristics support cycling for transport among vulnerable groups in traffic: A think-aloud study in virtual reality

Although several health benefits are associated with cycling, this mode of active transport remains underrepresented. Studies have shown that individuals' preferred mode of transport is influenced by the environment in which they travel. While macro-environmental factors shape active transport, micro-environmental aspects offer adaptable solutions. In this paper, we used novel and promising Virtual Reality (VR) technology to investigate which street characteristics regarding safety and attractiveness are important for promoting cycling for transport in three vulnerable groups in traffic, i.e., adolescents, adults with a low SES, and older adults. Participants cycled through two virtual streets based on existing streets in Ghent, Belgium. The think-aloud method was used to collect qualitative data during cycling and afterward participants were asked to fill in a questionnaire about the VR experience, self-reported cycling behavior, and sociodemographic factors. Transcribed files were analyzed using content analysis, revealing 14 crucial street characteristics. Separate cycling paths, clear markings and traffic signs, even surfaces, calm streets, spacious layouts, and aesthetically pleasing environments were found to be important by all target groups. Adolescents and older adults emphasized slower traffic, visibility, wider cycle paths, high curbs, and sudden unexpected actions. Secure bicycle parking was crucial for adolescents, while older adults valued green environments and had mixed opinions on traffic-calming structures. This study underscores the significance of micro-scale street features in promoting active transport among vulnerable groups. Additionally, it demonstrates the potential of VR for inclusive urban design and citizen-based science.

Age-Friendly Cycling Infrastructure—Differences and Preferences among 50+ Cyclists

In this paper, the needs, attitudes, and perceptions of older (50+) cyclists were examined with the aim of determining the level of comfort, safety, and the way of using different types of cycling infrastructure. Considering that by 2050, 1 in 6 people will be over the age of 65, and that this category of users (particularly cyclists) still receives insufficient attention, the authors believed that in this way, a significant contribution can be made to the existing literature. Data from 389 50+ cyclists were collected through a survey, including Canada, the United States (USA), and Serbia, and analyzed using visual preference testing (VPT), ANOVA, and Kruskal–Wallis test. The countries were chosen to include certain similarities (traffic characteristics), as well as differences (cultural characteristics), in order to enable an adequate exchange of knowledge, good practice, and experience. The results indicate the existence of differences between these countries, especially regarding the perception of safety and the way of using certain infrastructure in Serbia (e.g., major urban collectors and shared space). Based on the obtained results, a set of general guidelines was proposed for countries with similar traffic and cultural characteristics on how to treat and provide sustainable infrastructure for older cyclists.

Developing two-dimensional indicators of transport demand and supply to promote sustainable transportation equity

Inadequate supply of transport infrastructure is often seen as a barrier to a sustainable future for cities globally. Such barriers often perpetuate significant inequalities in who can and who cannot benefit from sustainable transport opportunities, and as a result there is momentum for transformative urban planning to promote sustainable transportation equity. This study introduces a new set of two-dimensional indicators, merging elements of supply and demand, to identify barriers and imbalances in sustainable transport equity. The accessibility indicators, which are generated for bus, rail, and cycle infrastructure, consider the proximity of administrative areas to good quality transport infrastructure, as well as mode-specific demand, to clearly identify areas where the supply of infrastructure is inadequate to support local populations. We present a policy case study for Liverpool City Region, which demonstrates how these indicators can be used in an analytical framework to support transformative urban planning in long-term. In particular, the indicators reveal policy priority areas where demand for sustainable transport is greater than supply, as well as neighbourhoods where multiple transport inequalities are intersecting spatially, highlighting the need for specific types of infrastructure investment to promote sustainable transport equity (e.g. more frequent services, additional cycle paths). Our framework lays the foundations for improved decision-making in urban systems, through development of mode-specific sustainable transport indicators at small area levels, which harmonise elements of supply and demand for the first time.