Bicycle Type Research Articles

DEVELOPMENT OF AN ELECTRIC TRICYCLE FOR SERVICE COMPANIES AND LAST-MILE PARCEL DELIVERY

In many city centres and some large urban areas, access restrictions are imposed on trucks and vans. On the other hand, the number of e-commerce packages to be delivered daily is increasing rapidly, and service companies of all kinds also have to serve their customers in these areas. The use of cargo bikes is seen as a possible solution. The direct reason for this research is the observation that there is still room for a new type of cargo bike that meets the needs of the outlined target groups. This article summarises how the quality function deployment (QFD) method has been used for the systematic development of an electric cargo tricycle that meets these needs. The developed tricycle distinguishes itself from existing cargo bikes mainly by its loading capacity, stability and manoeuvrability. The prototype tests performed by professional couriers were so positive that a pilot series was built.

Empirical analysis of cycling distances in three of Europe’s most bicycle-friendly regions within an accessibility framework

In this paper, we study observed cycling distances within an accessibility framework, using data from the Netherlands, the Copenhagen Metropolitan Area and the Freiburg Region. As a scope, we look at outbound trips in home-based tours which include a single destination. We relate these observed cycling distances to a rich set of explanatory variables using both quantile and ordinary least square regression models. The results provide evidence that cycling distances are similarly distributed in all three regions. Most cycling distances are rather short, with a median of only two and a mean of three kilometers. These values vary depending on the type of activity at the destination, gender and age of the traveler and the type of bicycle that has been used. Moreover, a few remarkable differences have been found between the three regions, such as substantially different effects of age and e-bike use on observed cycling distances. Noteworthy is the missing effect of urban density. The findings of this research provide urban planners with differentiated information about how far people cycle to daily-life destinations. As shown for the example of the “15 minutes city,” the outcomes can also be used to refine existing concepts of bicycle accessibility. Finally, this research offers valuable insights into three of Europe’s most developed bicycle cultures.

PROPOSING A MATHEMATICAL MODEL OF BALANCING THE INVENTORY OF MULTI-ZONE BICYCLE SHARING SYSTEMS WITH MOBILE STATIONS AND APPLYING MAINTENANCE CONSTRAINTS

Regarding the necessity of developing transportation infrastructures and its increasing importance in urban issues, nowadays in different cities, bicycles are considered the main and sustainable vehicle along with walking and drawing more attention day by day. The case considers highly paramount since preservation of the environment, natural resources, and energy is one of the significant pillars of sustainable development, and urban transportation intensively influences it. Thus, Bicycle Sharing System (BSS) is recognized as an innovative urban transportation option that meets the citizens’ demand for commuting during the day. The BSS can highly affect the level of citizens’ health, and it can be counted as one of the leading health programs whether it’s added to the public transportation system, it can help the culture to be created to use bicycles instead of cars in most of the internal trips, and also it can be so influential in decreasing the air pollution and in the following its harmful effects on health issues. The mathematical model of rebalancing multi-zone BSS with mobile stations and applying maintenance constraints in a static status is considered in this research. The objective function of this research is a single-objective one, which is modeled with the aims of reducing the costs of traveled distances by the tracks within and outside the zones, reducing the costs of intact and defective bicycles transportation within and outside the zones, and eventually, reducing the costs of surplus bicycles depot at the stations. This issue is a multi-product one that includes different types of bicycles and balancing tracks. Computational results confirm the model’s efficiency. Also, sensitivity analysis has been done to prove that the model is affected by both parameters of storage costs of surplus bicycles and transportation costs within and outside the zones.

The relationship between perceived built environment and cycling or e-biking for transport among older adults-a cross-sectional study.

The built environment plays a key role in promoting active mobility for healthy aging. Encouraging active mobility among older adults, however, can be especially challenging in more rural areas where distances tend to be longer and infrastructure is favoring car traffic. The association of older adults’ perception of attributes of the built environment with cycling and e-biking for transport was investigated. The potential moderating effects of age, sex, and mobility impairments were explored. A cross-sectional survey was conducted in towns and communities of <100,000 inhabitants, including 2,144 participants (mean age: 74; 53% men). Three different cycling outcomes (any cycling/e-biking, frequency (≥3 days/week) and amount (minutes/week)) were analyzed among all cyclists and e-bike users separately, resulting in six dependent variables. The impact of ten environmental attributes on these outcomes was analyzed in separate models. Overall, street connectivity, and the proximity and number of destinations were most important. Only street connectivity and traffic safety were related to minutes cycling or e-biking per week. Cycling amount was higher overall for e-biking but fewer environmental attributes showed an association compared to any cycling, regardless of bicycle type. Traffic safety was not associated with four out of the six cycling outcomes and was inversely associated with minutes cycling or e-biking. Density was not related to any of the variables investigated. Several interaction effects of sex, age, and mobility impairments were found. Further research is needed on environmental attributes influencing e-bike use, the most important types of destinations, and a more differentiated assessment of perceived traffic safety in older adults.

Design and Development of Elliptical Bicycle

Abstract: This project deals with the design and development of the elliptical bicycle. Now-a-days due to the societal and personal burden, we don’t have time for Physical activity. Physical activity including exercise, walking, running, etc. The treadmills are used as exercise machines for running or walking in one place, we are utilizing same principle with some modifications for travelling a shorter distances. A new type of bicycle is introduced which has its advantageous impact on human life which is called as the “Elliptical Bicycle”. This bicycle can be helpful for peoples to travel short distances as well as used for exercise. Using this elliptical bicycle, allotting a separate time for their exercise is not needed. Keywords: Treadmill, Bicycle, Elliptical, Exercise, Short distance

Epidemiology of Fractures Sustained during Bike Accidents

Aim: To assess the epidemiological aspects of fractures sustained during bike accidents. Study design: Retrospective study Place and duration of study: Department of Orthopaedic, M Islam Medical &amp; Dental College Gujranwala from 1st June 2020 to 31st December 2021. Methodology: Five hundred patients of bike accidents were assessed through severity scoring system. Various bike types, fractures sustained, rate of mortality, helmet usage was assessed. Results: There were 54.6% males and 45.4% females. The mean age of the patients was 33.5±5.75 years. Ninety percent of patients wear no helmet. The presentation of the injuries showed that majority of the cases as 28.2% had facial injuries. Spinal and thoracic injury was common in multi trauma injuries. Conclusion: Bike accidents cause severe life threatening injuries which can be reduced through wearing helmets. Keywords: Bike accidents, fractures, multi trauma

Positioning of the brand SingleTrack bicycle workshop in the Quirinal neighborhood of Bogota: Strategies for the year 2023

This article shows the results of the research conducted to a group of people invited to the SingleTrack bicycle workshop, in order to detect the current status of the brand positioning in the Quirinal neighborhood in the city of Bogota through the data collection instrument of an interview conducted directly to 7 previously selected customers; and from the analysis of the results, identify challenges and opportunities to determine and create a positioning strategy that manages to consolidate the brand in the town of Teusaquillo for the year 2024. SingleTrack is a brand located in the Quirinal neighborhood of the city of Bogota, offering maintenance services, enlistment, pre-enlistment, depinning, washing and sale of accessories for all types of bicycles.

Mastering balance: The use of balance bicycles promotes the development of independent cycling

Children who learn to cycle at a young age do this by using training bicycles that simplify control requirements compared with regular bicycles, such as bicycles with training wheels or balance bikes without pedals. The primary purpose of the current study was to investigate whether the two types of training bicycles result in a different age of onset of independent cycling on a regular bicycle. We asked parents of 4‐ to 6‐year‐old children (n = 173) to complete a questionnaire regarding their child's bicycling history. The results showed that children who had practised with a balance bicycle started practising at a younger age, had shorter practice duration, and were able to cycle independently at a younger age in comparison to children who had practised with a bicycle with training wheels (or with both training bicycles). We argue that the observed advantage of balance bicycle is associated with the balance bicycle actively challenging postural control. Further research is needed to uncover the impact of training bicycles on the further development of the foundational skill of cycling.

Increased injury severity and hospitalization rates following crashes with e-bikes versus conventional bicycles: an observational cohort study from a regional level II trauma center in Switzerland

BackgroundAs electric bicycles (e-bikes) become increasingly popular, reports of injuries associated with e-bike usage are also rising. Patterns, characteristics, and severity of injuries following e-bike crashes need further investigation, particularly in contrast to injuries from conventional bicycle crashes.MethodsThis prospective observational study included 82 patients treated at a Level II trauma center for injuries resulting from an electric or conventional bicycle crash. Data were collected over one year (05.09.2017–19.09.2018) during in- and outpatient visits. A study-specific case report form was used to identify the bicycle type, cycling behavior (e.g., use of a helmet, safety gear, alcohol), and circumstances of the crash (e.g., road conditions, speed, cause of the incident, time of day, season). Additional information about patient demographics, treatment, and injury characteristics, such as the Injury Severity Score (ISS) and body region injured, were documented. Results were analyzed using chi-square, Fisher’s exact, or Wilcoxon tests. Simple logistic or linear regression models were used to estimate associations.ResultsOf the 82 patients, 56 (67%) were riding a conventional bike and 27 (33%) were using an e-bike. Most incidents were either single-bicycle crashes (66%) or automobile collisions (26%), with no notable difference in prevalence rates between groups. Although a higher proportion of conventional bikers were male (67% vs. 48%), the difference was not significant. E-bikers were older (median 60 years (IQR 44–70) vs. 45 years (IQR 32–62); p = 0.008), were hospitalized more often (48% vs. 24%, p = 0.025), and had worse ISS (median 3 (IQR 2–4) vs. 1 (IQR 1–3), p < 0.001), respectively. Body regions most affected were the extremities (78%) and external/skin (46%), and these were distributed similarly in both groups. Concomitant injury patterns of the thorax/chest with external/skin were higher among e-bikers (p < 0.001). When we controlled for the difference in the median age of the two groups, only the injury severity score of e-bikers remained significantly worse.ConclusionsHospitalization and chest trauma rates were higher among e-bikers. After controlling for the older age of this group, the severity of their injuries remained worse than in conventional cyclists. Initial clinical assessments at trauma units should include an evaluation of the thorax/chest, particularly among elderly e-bikers.Level of evidenceLevel III.

Exploring Unobserved Heterogeneity in Cyclists’ Occupying Motorized Vehicle Lane Behaviors at Different Bike Facility Configurations

Cyclists occupying motorized vehicle lanes disrupt road traffic order and increase collisions. Exploring the contributing factors could help develop countermeasures to regulate such behaviors. The purpose of this study is to explore the intrinsic features influencing the behavior of cyclists in occupying motorized vehicle lanes at different bicycle facilities. We investigated a total of 34,631 cycling behavior samples in the urban area of Pingdingshan, China. A Bayesian random parameter logit model was used to account for the unobserved heterogeneous effects. The experimental results of all bike facilities demonstrate that the bike type, dividing strip type, bike lane width, temporary on-street parking, and whether it is a working day significantly affect cyclists’ occupying motorized vehicle lane behaviors. Factors associated with unobserved heterogeneity are age, barriers dividing strip, vehicle lane numbers, bike volume, vehicle volume, and daily recording time intervals. Comparing the estimated model of five type bike lane facilities across different dividing strips, we find that cyclists have a significantly different occupying probability and the heterogeneity factors of the various bike facilities also have their focus. When the non-motorized road conditions become more open, the cyclist behavior becomes more random and the heterogeneity factors become broader.

Influence factors on injury severity of bicycle-motor vehicle crashes: A two-stage comparative analysis of urban and suburban areas in Beijing

Objective More attention should be given to bicycle-motor vehicle (BMV) crashes, as cyclists are at a higher risk of suffering injuries than motor vehicle users in a crash. This study aims to explore the factors influencing the injury severity of bicycle-motor vehicle (BMV) crashes in Beijing (China) and discusses the commonalities and differences between the urban and suburban areas. Methods Information regarding 1,136 crashes between bicycles and motor vehicles were collected using police reported data from 2014 to 2015. A two-stage approach integrating random parameters logit (RP-logit) model and two-step clustering (TSC) algorithm was proposed to investigate the significant influence factors and their combination characteristics. Specifically, the RP-logit model was first used to identify the significant influence factors of urban and suburban areas, and then the TSC algorithm was applied to reveal the combination characteristics of significant influence factors for the fatal crashes. Results Five factors were found to be statistically significant and had random effects on the injury severity in urban areas, i.e., type of motor vehicle, motor vehicle license ownership, type of bicycle, signal control mode and lighting condition; and seven factors were found to be statistically significant on the injury severity in suburban areas, i.e., type of motor vehicle, motor vehicle license ownership, physical isolation facility, signal control mode, weather, visibility and lighting condition. Based on TSC, the combination of significant factors showed different characteristics for fatal crashes in urban and suburban areas, in which two types of the scene including five factors should be concerned in urban areas while one type of scene containing four factors in suburban areas. Conclusions The results suggest that different influence factors and individual heterogeneity exist in the RP-logit model for injury severity analysis of BMV crashes in urban and suburban areas. It shows that in urban areas, heavy truck, light truck and bus significantly increase the likelihood of fatal injury than that of suburban areas. These findings can provide valuable reference information for BMV crashes response, such as heavy truck restriction, to facilitate regional safety measures for urban and suburban areas.

MULTI-CRITERIA DECISION-MAKING FOR ELECTRIC BICYCLE SELECTION

Electric bicycle is a vehicle which is used widely in all the citys and provinces of Vietnam. However, it’s hard to choose “the most suitable” or “the best” type of electric bicycle because each type has different criteria (parameters). To choose out the best option, we need to consider all the alternatives at once. That is called multi-criteria decision-making. This research used three multi-criteria decision-making methods include SAW method, MARCOS method and PSI method to choose from seven best-selling types of electric bicycle on the market in 2022. All the methods which were used chose out the same best electric bicycle type and the same worst bicycle type. And so, among seven types of electric bicycle which include M133 mini, M133 Sport 2022, Aima 133AM, Nijia – PA4, DK 133M, Yadea iGo and Yadea i3, the best type is Aima 133AM, in contrast, Yadea iGo is considered the worst type. Things that need to be done in the folowing researches were proposed in the last part of this paper.

Static bike repositioning problem with heterogeneous distribution characteristics in bike sharing systems

Bike sharing is one of the recent trends in urban areas as a solution for the mobility problem, where it is seen as a significant component of local transportation due to the need to ensure last-mile transportation. Bike sharing systems enable bicycles to be rented at a station for a ride and be dropped off at another station which provides flexibility to users. However, incorporating a bike sharing system into the transportation network of a city involves its own challenges including balancing the supply and demand within stations, and scheduling bikes’ repositioning.The bike repositioning scheduling problem arises due to the variable demand for various types of bicycles that can be rented from and left to any station. In order to ensure sustainability in bike sharing operations, bikes should be redistributed to the stations considering the demand, during for example a day or night. In this context, with the ultimate motivation of proposing a bike sharing system to meet within-day demand dynamics in a metropolitan city, we address the Static Bike sharing Rebalancing Problem (SBRP) with multiple capacitated vehicles for redistribution of bicycles. On purpose, we formulate a mixed-integer linear program in which the objective is minimizing the total cost subject to a set of constraints including truck capacity, demand satisfaction, inventory balance, and flow preservation. We have obtained the results from solutions to the SBRP through a real case study discussing the tendency on bike sharing systems before and during Covid-19 pandemic, in which total distance traveled according to the repositioning schemes for different months in a year, repositioning, and the truck type requirements for different days in a week, and the unsatisfied demand concerning the actual demands are analyzed. Computational experiments have shown that the distance traveled by trucks varies for the days of the week in different months of the year depending on the change in demand.

Air biking as a new way for stress testing

Stress testing is an integral part of assessing cardiorespiratory fitness. Air bike is a cardio machine that has lately become quite popular among both professional athletes and general public. It is a type of stationary bike equipped with two handles allowing also upper-body activity. The aim of this study was to verify efficiency of stress ramp test to failure using air bike and to assess correlation between air bike performance and strength, endurance, and anthropometric parameters. The experimental group comprised 20 physically active individuals (average age: 22.1). The spiroergometric test protocol on air bike consisted of 3-minutes levels with no break. The testing led to high physiological values (HRmax = 189.7 bpm, RERmax: 1.12), the average test duration was 14 minutes. The most statistically significant connection (p = 0.01) with air bike performance was identified in fat-free mass (FFM) (0.86), back squat (0.83), bench press (0.84), 2 km row (−0.85). A less significant connection was discovered with VO2peak (0.68). Air bike was proven a suitable method for stress testing. Air bike performance depends mostly on FFM and strength parameters. Due to its specific usage (lower cadence, more strength focused work) that differs from running or stationary bike, it can be a suitable alternative for certain individuals or specific groups.

Comparison between Hybrid and Fuel Injection Motorbikes

As the technology is evolving and upgrading, more ways are being founded to tackle global warming and the emission of greenhouse gases. Introducing hybrid cars in 1997 was a milestone towards this initiative, which not only decreased fuel consumption but also lowered the on-road emission of harmful gases. However, in developing countries where masses are using motorbikes as a primary source for commuting. Industries are in process to manufacture hybrid motorbikes which are eco-friendly and light in build. This paper will be addressing the comparative analysis of both types of bikes i.e. the new hybrid bikes and fuel injection motorbikes with associated pros and cons.

Movement Patterns of Electric Cargo Bike Commuters – First Insights from Field Experiments and Trajectory Analyses

Abstract. In addition to and parallel to the SERVUS project, the requirements for a new, agile, urban cargo bicycle with electric drive are identified through a targeted, scientific application potential analysis in the project "E-Cargo Bike - Accompanying Research" described here. These findings are then implemented in the SERVUS project in an agile development and production process. Several prototypes are built in the process. The new e-cargo bicycles should be able to be used both privately and commercially. They will be presented to users for the first time at events (IAA 2021) and rated by them. In addition, the longer-term allocation of the bikes to selected users enables a cross-comparison with existing e-cargo bicycle models. Finally, the substitution potential of journeys in motorized individual transport is estimated and projected using the example of Munich. A key for gathering further information on the abilities of specific electric cargo bike types is tracking experiments with various sensor setups of which the first attempts are presented in this research. Additionally, and by enabling a certain spatial accuracy of gathered GNSS data, we are able to match selected maneuvers of these vehicle types to selected types of the Munich transportation infrastructure. Besides trajectory shapes of maneuvers, we are able to incorporate travel time and delay variations depending on investigation areas and times of the day at selected urban locations for every inspected maneuver (at for examples differing intersection geometries with and without traffic light signals). Another aspect is the presence of bicycle infrastructure and its relation to the option of using mixed traffic modes.

Training programmes to learn how to ride a bicycle independently for children and youths: a systematic review

ABSTRACT Background: The bicycle is a popular means of transportation, exercise, recreation and also socializing for children worldwide, allowing them several physical and psychological benefits. Several methodologies and types of bicycles have been used for learning how to cycle, however, the best approach is still unclear. Purpose: The purpose of this study was to review and summarize the existent studies of programmes that aim to teach children how to ride a bicycle independently, in order to identify which possibilities lead to a more efficient intervention. Methods: A comprehensive search was performed in seven electronic databases (TRID, CENTRAL, Web of Science, SCOPUS, EBSCO, ProQuest Dissertations and Theses and Google Scholar), including grey literature and the citations of relevant articles, from their inception to April 2020. Studies were included according to the eligibility criteria: children and youths aged 18 or less, with and without disabilities; intervention programmes that aimed to teach how to ride a bicycle with a pre- and post-intervention assessment regarding the ability to ride. The Downs and Black checklist was used for quality assessment. Results: Nine intervention studies, including a randomized controlled trial, were included. The mean quality score was 11.8 ± 3.6 points. Just one of the included studies was targeted at children without disabilities. Different facilitating constraints and barriers were identified, which resulted in a list of tips for future intervention programmes to teach children how to ride a bicycle. The facilitating constrains were using a progressive learning strategy; using an individualized approach; making bicycle adjustments; having motivated children and having family support throughout the learning process. The barriers were: the fear of falling; lack of parents’ support; and lower leg strength. Learning to cycle was also associated with a decrease in sedentary time, increase in physical activity, improvement in leg strength, and a positive influence on body composition, indicating that it can be a solution to disrupt the cycle of consistent weight gain over time in children with disabilities. Conclusions: There is a gap concerning intervention studies to teach children without disabilities how to cycle. The best strategy is probably a progressive learning strategy by using simpler training bicycles that enable the child to explore balance from the beginning, and simpler exercises first. Teaching programmes should adopt an individualized intervention, feedback and motivation, considering each child’s specific characteristics.

The impact of weather conditions on everyday cycling with different bike types in parents of young children participating in the CARTOBIKE randomized controlled trial

Knowledge about how weather conditions affect travel behavior in different user groups and contexts is relevant for planners and policymakers to facilitate sustainable transportation systems. We aimed to assess the influence of day-to-day weather on cycling for transportation among parents of young children with access to different bike types (e-bike vs non e-bike) in a natural study setting over nine months. We hypothesized less impact of weather variability on cycling when using an e-bike compared with a non e-bike. A randomized, controlled trial was conducted in Southern Norway. The intervention group (n = 18) was in random order equipped with an e-bike with trailer for child transportation (n = 6), a cargo (longtail) bike (n = 6) and a traditional bike with trailer (n = 6), each for three months. These 18 participants reported cycling on 832 out of 3276 person-days (25%). We used dynamic structural equation modeling for intensive longitudinal data to examine the relations between daily weather conditions, bike type (e-bike vs traditional bike), and cycling (dichotomized daily at yes or no). Air temperature (positively) and wind speed (negatively) were both credible predictors of cycling, whereas the other predictors (precipitation in the morning (yes or no) and presence of snow (yes or no) were not. We added interaction terms between bike type and weather conditions, but none of the interaction terms had a credible effect on cycling. Thus, the relations between weather conditions and cycling were not moderated by bike type among parents of young children.

Safer cycling in older age (SiFAr): a protocol of a randomized controlled trial

BackgroundCycling has positive effects on health and the proportion of older cyclists is rising. However, the risk for older adults to be injured or killed by a bicycle accident increases. The aim of the ongoing project “Safer Cycling in Older Age (SiFAr)” is to promote safer cycling in community-dwelling older adults with a structured, multi-component exercise training.MethodsSiFAr is a randomized, controlled trial with a duration of 3 months for the intervention and a 6–9 months follow-up. We address community-dwelling persons aged 65 years and older living in the area Nürnberg-Fürth-Erlangen (Germany) who are either 1) beginners with the e-bike or 2) feeling self-reported unsteadiness when cycling or 3) uptaking cycling after a longer break. Long-term, experienced cyclists without subjectively reported limitations or worries when cycling are excluded. Participants are either randomized 1:1 to an intervention group (IG; receiving multi-component exercise program related to cycling, MEPC) or an active control group (aCG; receiving health and bicycle-related presentations, HRP). The purpose of this study is to investigate if the cycling competence of the IG will improve compared to the aCG. The cycling competence as primary outcome is tested not blinded in a standardized cycle course prior and after the intervention period, which consists of variant tasks requiring motor and cognitive skills related to traffic situations in daily life. Additional assessments such as physical functioning, quality of life, fear of falling, questionnaires regarding cycling behavior are obtained.To investigate the primary objective, regression analyses with difference of errors in the cycling course as independent variable and group as dichotomous dependent variable adjusted for covariates (sex, bicycle type) will be performed.The trial design is described in the present manuscript, using the extended CONSORT checklist for reporting pragmatic trials.DiscussionSince there is a lack of cycling-related interventions for older people, SiFAr aims to evaluate a standardized intervention to enhance cycling safety. The results of the SiFAr trial could contribute to the implementation of an evaluated cycling course concept promoting mobility and independence of older adults.Trial registrationThis study was registered with clinicaltrials.gov: NCT04362514 on April 27, 2020

Survey-Based Accident Analysis for Human-Powered Three-Wheeled Vehicles

The causes of accidents involving nonconventional bicycle types have hardly been investigated in the literature to date. However, these vehicles could play an important role in reducing the CO2 emissions generated by traffic. As a basis for improving the driving safety of these environmentally friendly vehicles, this article presents the results of a survey on accidents and near-accidents of multitrack bicycle vehicles. More than 120 critical or accident situations of 86 drivers were analyzed. The situations are investigated with respect to the circumstances, the causes, and the consequences of the accidents using manual analysis and multiple correspondence analysis. A distinction is made between single accidents and accidents with another party. The aim of the survey is not to make statistically accurate statements on the frequency and probability of accidents, but rather to analyze the accident or near-accident circumstances. It is shown that the causes of single accidents are usually too high cornering velocities in combination with other factors such as road conditions. In the case of accidents with external involvement, the person who caused the accident is usually the other party involved. The accident opponent is in most cases a passenger car. Here the overlooking of the vehicles is the most frequent cause of accidents. Finally, possibilities to reduce the probability of accidents are briefly discussed for the different situations. As the research shows, most of the situations described occur on the road. This indicates that there are deficits in the bicycle infrastructure for the vehicles considered here. The results also indicate that there are deficits with regard to the perceptibility of the vehicles by other road users.