Conventional Bicycle Research Articles

The Proposal of Integrated Actions in Transport as Part of a Climate Action Plan for UNICAMP

Since 2019, the State University of Campinas (UNICAMP) has been collecting data, preparing, and annually monitoring sustainability indicators submitted to the UI GreenMetric ranking, which guide improvement projects at the university in alignment with the Sustainable Development Goals (SDGs). This article aims to propose sustainable practices for managing urban mobility on its campuses, drawing inspiration from the experiences of national and international universities that ranked highest in the 2023 edition of the aforementioned ranking. The study employed both qualitative and quantitative research methods, using a descriptive approach combined with Deductive Content Analysis (DCA). This analysis was further validated by the Multi-Criteria Decision-Making (MCDM) method known as Fuzzy SWARA. Through this process, the study identified the most commonly adopted actions by universities: promoting the use of electric and/or conventional bicycles on campus (11.8%); projects in partnership with government, state, or municipal entities to develop express cycle paths and encourage bicycle use both on campus and in the city (9.2%); conventional bicycle rental on campus (9.2%); and electric car sharing on campus (9.2%). The proposals suggested for UNICAMP include encouraging carpooling, implementing a public transportation exemption or half-fare program for employees, promoting the use of bicycles while ensuring increased campus security, among other initiatives. This research is part of a proposal for a Climate Action Plan for the university, which aims to effectively integrate sustainability into the university's agenda and support the fight against the climate emergency through necessary adaptations.

Feasibility of a new bicycle ergometer with adjustable pedaling configuration for personalized lower limb rehabilitation

Muscle atrophy due to prolonged immobilization leads to severe dysfunction and progression of disease and injury. This highlights the necessity for early rehabilitation, even during the non-ambulatory stages. As manifestations vary among individuals, target-specific rehabilitation is crucial for achieving optimal outcomes. Conventional bicycle ergometers, despite their wide usage in rehabilitation and sports training, fail to adequately recruit the muscles that predominantly operate in the coronal or axial plane. This is thought to be due to the restriction of pedaling trajectory in the sagittal plane. This study introduces a new bicycle ergometer capable of tilting the pedaling plane and adjusting the pedal orientation, in order to alter muscle recruitment patterns and limb alignments. A biomechanical analysis of eight healthy volunteers suggests that our device can elicit dynamic valgus/varus alignment and alter the axial rotations of the lower extremities. An electromyography analysis revealed a significant increase in the activation of specific muscle groups, particularly the abductors and adductors, suggesting promising results for targeted muscle recruitment. We expect this ergometer to provide a new method for target-specific rehabilitation and the treatment of bedridden patients or those with weak muscles.

Efficient power factor correction in single phase AC–DC boost converter for retrofitted electric bicycle battery charging: A finite element analysis approach

This research paper describes modifying a conventional bicycle into an electric bike by retrofitting it with a single-phase boost power factor correction (PFC) rectifier for low power battery chargers. The proposed work was designed and developed in a single stage, as opposed to the traditional two-stage chargers used to charge E-bicycle, to provide the desired outcomes of enhanced efficiency, good power quality, and dependability due to the charger's lower cost. Additionally, the proposed converter uses a single switch, which reduces not necessary body diode conduction and circulating current and enhances the PFC device's thermal management. Additionally, this research makes use of the diode bridge rectifier (DBR) arrangement, which offers low current stress and is suitable for electric bicycles. The converter operates at a low cost with reduced magnetics (DCM) by operating the charger in discontinuous conduction mode at such low voltage levels. It also accomplishes intrinsic power factor at the ac mains by employing a simple control method to maintain the battery in high power density constant current (CC) and constant voltage (CV) states. A thorough state space investigation is carried out in combination with modeling and testing to ensure that the electric bicycle charger operates effectively. Consequently, low power chargers are a good fit for the proposed single stage front-end converter, and a 250 W hardware prototype is used to verify the findings.

Who owns bikes and e-bikes? Insights from a cycling survey in Australia

IntroductionCycling provides numerous mental and physical health benefits, and owning a bike is a prerequisite for engaging in cycling activities in most cases. MethodsUsing data from a 2022 cycling survey (n = 2065), this paper examines bike ownership in Sydney, Australia, including conventional and e-bikes. ResultsWe find being male, younger age, higher education and income levels, and pos-itive attitude contribute to bike ownership, while paying rent, living in apartments and having foreign origin reduce the likelihood of owning a bike. Young adults aged 25–34 have lower conventional bike ownership than adjacent age groups, but reported highest e-bike ownership, and access to shared bikes among all age groups. E-bike ownership is higher in more urbanized parts of the city. ConclusionsFindings from this paper suggest the need for interventions through fi-nancial incentives, and improving the availability of bike storage facilities to increase bike ownership. Affordable and accessible bikeshare schemes address several barriers to bike ownership identified in this paper, and is suggested as a viable alternative to private ownership.

Assessing the E-bike trends and impact on sustainable mobility: A national-level study in the Netherlands

Over the past decade, e-bikes have become increasingly popular, sparking interest in their potential replacement for car use and benefit for the environment. However, many studies on e-bike development and their substitution effects exhibit limitations. These include a lack of modeling on e-bike trend development, inadequate assessments of their impact on national-level mobility, a predominant focus on commuting, and a lack of foresight into future e-bike substitution effects. Our research introduces an innovative approach to model e-bike development, employing a multilevel Richards growth curve model fitted within a hierarchical Bayesian framework using the Hamiltonian Monte Carlo (HMC) method. Further, we incorporate an intention-based method to delve into the potential of e-bikes in stimulating sustainable mobility in the Netherlands. Our findings highlight an ongoing increase in e-bike distance share, with marked gender and generational differences in growth patterns. Notably, women have higher e-bike usage than men, and this gap is narrowing for older age groups while widening among younger demographics, suggesting that younger people may adopt e-bike usage differently than older generation. E-bike ownership strongly reduces the conventional bicycle use and, to a lesser extent, car and public transport use, especially for commuting. This study provides insight into whether and to what extent e-bikes substitute for car use and other modes of transportation, and how the expected growth in e-bike use in coming years may impact national mobility in the Netherlands.

Comparing e-bike and conventional bicycle use patterns in a public bike share system: A case study of Richmond, VA

Bicycle-sharing systems have emerged as a viable transportation alternative in numerous urban areas, owing to their multifaceted benefits. These benefits include reduced transportation expenses, health improvements, and decreased emission levels. While extensive research has been conducted on travel behaviors in shared bicycle systems, there is currently a lack of research on travel behaviors changes with the introduction of e-bikes. This study presents a comprehensive analysis of the similarities and differences between e-bike (pedelec) and conventional bicycle use in a bike share system in Richmond City, Virginia.The results show that pedelecs are generally associated with longer trip distances, shorter trip times, higher speeds, and lower rates of uphill elevation change. The origin–destination analysis considering the business, mixed use, residential, and other uses shows extremely similar trends, with a large number of trips staying within either business or residential locations or mixed use. The roadway use analysis shows that pedelecs are used farther outside of the city than bikes.

Spatial dimension of accidents involving pedelecs 25 and conventional bicycles

The pedelec 25 (pedal electric cycle) has established itself as a popular mode of transport, with sales rising. Unfortunately, this has also led to an increase in the number of accidents. Analyses of pedelec accidents have been carried out, but most studies are based on technical variables. Neither spatial, geographical factors, for example the terrain, nor socio-geographical aspects, such as whether an accident occurred in a tourist region, have been much addressed. However, geographical exposure can vary significantly. Therefore, we assume that spatial differences contribute to regional variations in numbers of accidents and resulting injuries associated with both bicycle types (pedelecs 25 and conventional). Thus, the aim of this paper is to determine geographical factors that influence severe accidents and to evaluate this influence. We have identified relevant geographical factors and proven their influence on two types of severity: risk of severe bicycle accidents per region (RS) and probability of severe injuries in case of accident (AS). Spatial analyses indicate that for both bicycle types, severity of accident increases in rural, mountainous or tourist regions. Regression analyses of RS provided further evidence: compactness of settlement structure (thus urbanity/rurality), share of tourists, altitude differences (only pedelecs), rate of registered motor vehicles and share of elderly population (only pedelecs) influence the risk of severe bicycle accidents per region. The influence of geographical variables tended to be greater for pedelecs. Regression analyses of AS reveal that geographical factors also have an influence on the probability of severe injuries in case of an accident.

MODELLING AND DESIGNING OF E BIKE USING SOLAR PANLES

The rider of an E-bike has the option to rely solely on the motor, pedal while using the motor simultaneously, or pedal only, akin to a conventional bicycle. It's essential that the installation of photovoltaic (P.V.) panels on the electric bicycle does not compromise riding comfort. The idea behind solar energy integration is to equip the bicycle with a high-torque motor powered by solar energy absorbed through portable solar panels. This energy can directly power the motor if it meets requirements; otherwise, a battery serves as backup. During periods of inactivity, such as daytime, the solar panel charges the battery, enhancing the bike's efficiency. This is where electric bicycles shine, offering a green, health-conscious, and swift mode of transportation. Beyond these benefits, electric bicycles can even generate electric power through regenerative pedal power mode. The versatility of an Electric Bicycle extends to various uses. Our goal is to create an Electric Bicycle available at the most affordable rate compared to market prices.

E-cycling intention versus behavioral change: Investigating longitudinal changes in e-cycling intention and actual behavior change in daily commuting

By offering the opportunity to make longer trips at a lower level of physical activity, the e-bike provides a promising alternative to car use. Despite all advantages (e-)cycling brings to urban accessibility, the environment, physical and mental health, not all car commuters regard the e-bike as a suitable alternative yet in their daily activity patterns. This study reports on changes in behavioral intention and actual e-cycling brought about by an e-cycling incentive program in the province of Noord-Brabant, the Netherlands. The impact of the program on behavioral intention and the actual change to e-cycling were analyzed based on a longitudinal three-wave survey design on past, intended, and actual commuting behavior. To explore the changes in behavioral intentional, the differences between intention and actual behavior and the factors influencing them, descriptive and ordinal logistic regression analyses were conducted. To explore the dynamics between e-cycling intentions and behavior a longitudinal structural equation model was developed. In general, this study shows that the incentive program has a positive impact on participants’ behavioral change to e-cycling during the incentive program. Results show that two-third of the participants actually use the e-bike as much as they intended at the start of the program. People who were used to taking the conventional bicycle to work before the stimulation program, are more consistent between their intention and behavior. Results also show that personal beliefs, habits, and goal-related variables do not influence the intention–behavior consistency.

Do electric bicycles cause an increased injury risk compared to conventional bicycles? The potential impact of data visualisations and corresponding conclusions

The increasing number of bicycle crashes leading to injuries in the Netherlands is frequently related (e.g., in the media) to increased use of the electric bicycle. For this reason, policy makers face the challenge of selecting and implementing the most promising countermeasures including those focused on electric bicycles. It may be questioned, however, to what extent the electric bicycle itself is a (direct) cause of crashes leading to injuries or whether other factors are important for explaining the increased number of bicycle injury crashes. On the basis of an abbreviated list of criteria by Elvik (2011), this paper illustrates the potential influence of factor inclusions, analysis selections, and data presentations on the general impression about crash causation with the electric bicycle as an example. The aim is to provide a ‘best practice guide’ by taking into account (1) a theoretical explanation of causal mechanisms, (2) control for confounders, and (3) a statistical association of sufficient strength and consistency in the expected direction. We conclude that an apparent increased risk of electric bicycles may be explained by factors such as age, exposure, health factors, and gender of the cyclist. A relatively simple analysis, by comparing fatality numbers of conventional and electric bicycles, showed that including or excluding these factors may lead to vastly different interpretations of fatality causes and the relative risk of electric bicycles compared to conventional bicycles.

What differentiates e-bike riders from conventional cyclists in Denmark? A user-based study

Among the many technology-related advances in two-wheeled mobility, the growing share of e-bikes stands out. Indeed, despite their increased cost and user-related constraints, e-bikes have gained ground in European cities over the last two decades. However, not much is known about the psychosocial and behavioural characteristics of e-bike users compared with conventional bike (c-bike) users. AimsTherefore, the aims of this study were: first, to explore differences between e-bike and c-bike users regarding individual features, cycling habits, and riding behaviour; and second, to identify individual characteristics, cycling habits, and behaviours predicting using an e-bike as the main cycling mode. MethodsThe study used data from 557 Danish cyclists aged over 18, proportionally distributed according to population data (13% e-bike and 87% c-bike users). The cyclists responded to an electronic survey on cycling affairs, addressing trip patterns, risk perception, cycling anger, distractions, and riding behaviours. ResultsOverall, no differences were found regarding personality, distractions, riding errors, or cycling anger. However, e-bike users self-reported significantly lower rates of traffic violations and higher rates of positive behaviours, traffic rule knowledge and road risk perception. Furthermore, structural (SEM) analyses suggest that e-bike riding can be predicted through demographic factors, psychosocial characteristics, and cycling behaviours. ConclusionThe results of this research provide insights into the characteristics and behaviours of e-bike and c-bike users in Denmark, indicating key differences between the two groups in relation to their demographic backgrounds and cycling habits. This underscores the importance of considering demographics, cycling habits, and psychosocial factors when studying and promoting the use of e-bikes.

Empowering sustainable mobility in Nigeria: A study of conversion of conventional bicycle to electric bicycle

Amid global efforts towards the United Nations Sustainable Development Goals (SDGs), Nigeria's recent decision to eliminate fuel subsidies has amplified the search for sustainable transportation alternatives. In this study, a traditional pedal bicycle was converted into an electric bike (e-bike) in order to explore it as a viable solution to promoting eco-friendly commuting and reducing carbon emissions on Nigerian roads. The conversion cost was 174,500 in Nigerian currency, with the e-bike demonstrating a range of 8.33km per charge, under a load of 136kg on a 36V, 4.8AH battery. At a speed of 15km/h, an estimated 1.44 volts per kilometer were consumed. Notably, the study revealed a 99.49% correlation between voltage depletion and distance covered per kilometer, indicating a highly predictable relationship between energy consumption and travel distance. These insights highlight the e-bike's potential advantages, particularly in terms of cost-effectiveness, presenting a compelling case for the adoption of electric bicycles as a means to decarbonize transportation in Nigeria.

Investigation of the driving characteristics of electric bicycles by means of multibody simulation

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.

Cycling in older adults: a scoping review.

Regular physical activity provides many health benefits to older adults. As a well-known form of physical activity, cycling can be an appropriate means for older people to meet WHO recommendations and to improve their health. In addition, cycling can help to protect the environment and reduce greenhouse gas emissions. The primary aim of this scoping review is to identify the currently available scientific evidence and gaps of research in this field. A systematic search in seven databases resulted in 7,192 studies. After the exclusion of duplicates, studies were screened by two independent reviewers in a two-stage process. Based on previously defined inclusion criteria, 123 studies were included. Data extraction was based on a descriptive analytical method, and seven categories for the main topics of studies were developed. Data were extracted by three reviewers to analyze different characteristics of included articles such as age range, study design, data type, gender, type of bicycle, and country of origin. The included studies covered the following topics: (1) traffic safety, (2) cycling as physical activity or for transport, (3) health benefits, (4) environmental factors, (5) facilitators and barriers, (6) application of technology and (7) promotion of cycling. Results show that the majority of studies were performed in both younger (60-79 years) and older (80+ years) adults. Most studies had an observational study design, used conventional bicycles, and were based on quantitative methods. Researchers from the United States, Netherlands, and Japan published the highest number of studies related to cycling. Traffic safety was the most prevalent focus of the included studies. Gaps were identified with regard to studies focusing on the promotion of cycling, application of technology, as well as facilitators and barriers of cycling. While research on traffic safety should continue to be a high priority for public health, potentially more research should focus on how to get older people to bicycle more. This is warranted by the proven individual and planetary health benefits of cycling and the urgency of combating climate change.

Review of Current Practice and Research on E-Bikes in Transport Models

E-bike sales have been growing strongly across the globe in recent years. Despite the differences between e-bikes and conventional bicycles, bicycle traffic is typically considered a uniform mode in macroscopic transport modeling. This is problematic because such models do not allow for dedicated e-bike analysis and could therefore have adverse impacts on accuracy. In this study, we therefore investigated whether and how e-bikes are presently modeled in practice and how e-bikes should be modeled to improve data validity and usefulness. To this end, we conducted a review of 14 exemplary strategic transport models and carried out a structured exploratory literature review of existing empirical research. We queried four fields of research and investigated 29 relevant and unique sources covering influences on e-bike ownership and use as well as the characteristics of e-bike mode and route choice. Based on this work, we identified three key findings: (1) purchase choice and mode choice models must allow for scenario setting; (2) generalized costs should also include factors other than travel time, and the factors’ weighting parameters should be estimated separately between conventional bicycles and e-bikes; and (3) it is especially important for e-bike modeling to differentiate between person groups. Future research is needed to investigate route choice parameters for e-bike users, especially concerning the aversion to slopes, and methods to collect e-bike-specific data. Our findings demonstrated that, although modeling e-bikes is worthwhile, appropriate modeling approaches still need to be developed and applied to demonstrate their practicability and usefulness.

What is on the Bicycle Paths? A Detailed Vehicle Taxonomy with Mode Share Data for Off-Street Paths in Metropolitan Vancouver, Canada

The trend of increasingly multi-modal urban transportation has accelerated with the advent of low-power vehicles such as electric-assist bicycles, scooters, and skateboards. Despite increased attention, little is known about the actual usage of these vehicles, such as their mode shares in off-street and cycling facilities. The objectives of this study are to: (1) catalog all motorized and non-motorized vehicles in use on cycling facilities in metropolitan Vancouver, Canada; (2) create a taxonomy of the vehicles using visually identifiable features; and (3) determine volumes and mode shares for each vehicle type. We develop and validate a field data collection method using pneumatic tubes synchronized with video cameras, and collect classified volume data at 12 strategically selected locations over four seasons. A total of 25,282 vehicles are classified from more than 450 h of video data, categorized into 27 types using 10 features, such as number of wheels, number of axles, and existence of a battery/motor. Conventional (non-shared) bicycles are still the dominant vehicle in use, with a mode share of 90%. Although a variety of motorized personal mobility devices are present in cycling facilities, their mode shares are still extremely small. Electric bicycles are the most common motorized vehicle, with a mean mode share of 4% (ranging from 0% to 20% by location-date). The proposed taxonomy enables consistent empirical data collection to evaluate mode share trends and patterns, and to study the impacts of regulatory changes, incentive programs, and new infrastructure.

Analysis of Conventional Bicycle Assembly Transformed into an Electric Bicycle Using a BLDC Electric Motor

Along with the increasing problem of oil price volatility, vehicles with alternative fuels are the right vehicles to use at this time. Electric bicycles are one of the vehicles that use alternative fuels. Electric bicycles use battery power as a power source. Electric bicycles consist of two main parts, namely bicycles and electrical components. Bicycles are made through a sequence of planning processes and then assembling bicycle components. Electrical components consisting of batteries, controllers, gas grips, and electric motors are assembled and connected to one bicycle.

Learning to cycle: a constraint-led intervention programme using different cycling task constraints

ABSTRACT Background Cycling is a foundational movement skill which represents an important motor milestone to achieve in children’s lives. The use of a bicycle with training wheels is the most common approach for learning how to cycle, although some evidence suggests that this approach is counterproductive. Purpose Underpinned by an ecological dynamics and Constraints-led approach, this study investigated whether learning how to ride a conventional bicycle in childhood can be shaped by the specific task constraints related to the kind of training bicycle used beforehand (i.e. balance bike or bicycle with training wheels). This comparison could guide pedagogical practice to facilitate children’s learning in cycling and their independent riding. Methods The Learning to Cycle intervention programme was introduced to 25 children (M = 6.08 ± 1.19 years) who could not previously cycle, divided into two treatment groups. One group trained with a bicycle with training wheels (BTW) and another with a balance bicycle (BB) for six sessions, followed by four sessions with a conventional bicycle (CB). The acquisition of independent cycling was assessed, based on established cycle learning milestone achievements, without help: (i) self-launch, (ii) riding for at least 10 (consecutive) metres, and (iii) braking. To be considered an independent rider, participants needed to achieve all these milestones, without any external help. During the CB sessions, the number of sessions that each child needed to acquire each learning milestone and independent cycling were recorded. Results The programme led to a success rate of 88% for achievement of independent cycling on a conventional bicycle, differentiated by 100% success in the BB group and 75% in the BTW group. The BB participants were significantly faster in learning to self-launch, ride, brake, and cycle independently, compared to BTW participants. Conclusions The Learning to Cycle programme was effective for facilitating learning in children from three years of age onwards. Using the BB instead of the BTW seems to lead to a more effective and efficient acquisition of independent cycling at earlier ages.

Fractures of the Lower Extremity after E-Bike, Bicycle, and Motorcycle Accidents: A Retrospective Cohort Study of 624 Patients.

Electric bicycles (e-bikes) have gained enormous popularity in recent years, and as a result, they have successively become more involved in traffic accidents. The aim of the present study was to assess differences in severity and localization of injuries to the lower extremities after accidents with e-bikes, conventional bicycles, and motorcycles. A retrospective cohort-analysis of patients who sustained traumatic accidents with two-wheeled vehicles transferred to a level 1 trauma center in Switzerland was performed. We assessed patient demographics, injury pattern, and trauma severity (ISS), with a subgroup analysis of outcomes stratified by vehicle. In total, 624 patients (71% male) with injuries to the lower extremities after bicycle (n = 279), electric bike (n = 19), and motorcycle (n = 326) accident were included. The mean age of all assessed patients was 42.4 years (SD 15.8), with a significantly higher age in the e-bike cohort (p = 0.0001). High-velocity injuries were found significantly more often in the motorcycle and e-bike group. The motorcycle group had a significantly higher mean ISS (17.6) than the other groups (p = 0.0001). E-bike accidents produce a different injury profile to the lower extremities compared to motorcycle or bicycle accidents. Higher age, higher velocity, and different protective equipment seem to have an impact on these fracture patterns.

Comparing E-Bike Users’ Perceptions of Safety: The Case of Lausanne, Switzerland

Electrically-assisted bicycles (E-bikes) may broaden cycling to a wider spectrum of users, territories, and trips. But what are e-bike users’ experiences of safety in a low-cycling city, and how do they vary among different users? This paper conceptualizes perceived safety based on vélomobility as the meeting point between users with specific characteristics (age, gender, etc.) and an environment more or less amenable to cycling. It is based on data from a survey of 1260 e-bike users who received a subsidy in Lausanne, Switzerland. We use 13 variables to measure perceived safety, finding 3 components: comfort for cycling in different situations, satisfaction with cycling conditions, and barriers to e-bike use. Based on these components, we identify four groups of e-bike users: (1) confident all-rounders, (2) recreational on-roaders, (3) worried traffic-avoiders and (4) unconfident path-users. We find gender and age to be the main factors associated with being a member of a group with lower perceived safety. Low weekly frequency of e-bike use, reduced winter e-bike use, and cycling for recreational trips exclusively also reduce perceived safety. Despite the benefits of electrical assistance compared to conventional bicycles, low safety due to unwelcoming road conditions remains a major concern for many e-bike users.