Bicycle Use Research Articles

Determinants of bicycle ownership and use: A case study of apartment residents in Melbourne, Australia

Cycling can offer a range of benefits for individuals and society, yet factors influencing bicycle ownership and use are not well understood, particularly among apartment residents where the provision of bicycle parking is stipulated by planning requirements. A survey of 480 apartment residents was undertaken in Melbourne, Australia, with results analysed using descriptive statistics and logistic regression modelling. Results show that households owned 0.86 bicycles on average, much higher than the current bicycle parking requirement of 0.2 spaces per household for new apartment developments. Additionally, 28% of respondents reported using a bicycle in the last week. Factors associated with bicycle ownership and use included various socio-demographics, attitudes, preferences, and built environment and transport characteristics. In general, these factors were far more extensive than previous studies that have considered all housing types together. Notably, the availability of off-street bicycle parking was found to increase the odds of an apartment household owning one bicycle, compared with none, by more than two times. The results imply that increasing bicycle ownership and use among apartment residents requires a multifaceted approach, including adequate bicycle parking requirements that vary both spatially and by apartment size, along with programs and events that can foster positive attitudes towards cycling.

Electric bikes charging anomaly detection from alternating current side based on big data

With the widespread use of electric bikes (E-bikes), charging safety incidents occur frequently, even causing serious hazards. However, detecting and warning of unsafe charging from the E-bikes side is a challenge due to the lack of full-featured battery management systems and communication means vehicles and chargers in majority E-bikes. Aim for this, a diagnosis scheme is proposed to detect E-bikes’ abnormal charging from the alternating current (AC) side of the charging pile. Initially, 91,282 charging records are collected from charging piles to analyze the correlations between the current features and the battery working principle, charging mode, and user behavior in depth. Then, ten current features and six feature sequences are formulated, and two algorithms based on the first-order difference and pattern-matching are proposed to recognize and extracted these features and feature sequences. A feature-based random forest model is presented to identify the abnormal charging. Empirical studies show that the anomaly recognition performance of the proposed framework exceeds that of the baselines, achieving a recognition precision of 0.89 and an F1-score of 0.86. The application of this scheme can provide early warning for unsafe charging from the charging pile side without modification of the existing E-bikes, and can be extended to diagnose the charging safety of other battery-powered system, such as electric vehicles. Meanwhile, the analysis of internal and external factors that lead to abnormal charging is beneficial for charging operation companies and government to develop charging security specifications and regulate charging behaviors.

An Italian case study of life cycle assessment for a drinking water dispenser

The goal of this article is the comparison of global warming potential, estimated according to IPCC 2013 methodology, between bottled water and a drinking water dispenser made of pine wood. The functional unit is 1 L of water. Two cases are considered: in the first case is considered 1 L of refrigerated water supplied by a water dispenser, in the second case, it is also considered how users come back home with their water. The global warming potential for bottled water packed in polyethylene terephthalate is taken by literature, its average value is equal to 0.16 kg CO2 eq./L. In the first case, the water dispenser has a global warming potential value equal to 6.89 × 10−2 kg CO2 eq./L, the percentage difference between bottled water and water dispenser is about 43% in 100 years. In the end, a comparison of vehicles used by users to come back home is performed. The comparison shows that the use of bikes has a lower impact than cars.

A Study on an Energy-Regenerative Braking Model Using Supercapacitors and DC Motors

This study presents an energy regeneration model and some theory required to construct a regeneration braking system. Due to the effects of carbon dioxide (CO2) emissions, there is increasing interest in the use of electric vehicles (EVs), electric bikes, electric bicycles, electric buses and electric aircraft globally. In order to promote the use of electric transportation systems, there is a need to underscore the impact of net zero emissions. The development of EVs requires regenerating braking system. This study presents the advantages of regenerative braking. This system is globally seen in applications such as electric cars, trams, and trains. In this study, the design specification, design methodology, testing configurations, Simulink model, and recommendations will be outlined. A unique element of this work is the practical experiment that was carried out using 1.5 Amps with no load and 2.15 Amps with a load. The discharge voltage was purely from the 22 W bulb load connected to the capacitor bank as we limited this study to the use of 1.5 Amps and it took 15 min for a full discharge cycle, after which no charge was left in the capacitor bank. The results showed that the discharge rate and charging rate for the regenerative braking system were effective but could be improved. The objective of this paper is to investigate how a supercapacitor works alongside a battery in regenerative braking applications. This study demonstrates that the superconductor used can deliver maximum power when required. Also, it can also withstand elevated peaks in charging or discharging current via the supercapacitor. Combining a battery with a supercapacitor reduces the abrupt load on the battery by shifting it to the capacitor. When these two combinations are used in tandem, the battery pack’s endurance and lifespan are both boosted.

Exploring the production of spatial inequality in dockless bicycle sharing in Shenzhen

There have been rising concerns over the unequal geographical distribution of bicycle sharing services in cities. Previous research on inequalities of urban bikeshare has often focused on quantitatively mapping inequalities with big data from travel records. It has thus been unable to examine the causes, reproduction mechanisms, and consequences of observed spatial inequalities in detail. Using the case of Shenzhen, a Chinese megacity with strong governmental control on mobility and a historical legacy of urban segregation, this study aims to achieve a nuanced understanding of the mechanism through which operators, regulators, and users of dockless bicycle sharing interact to produce and reproduce inequalities in accessing and using the service. To achieve this, this study adopts a mixed-method approach consisting of GIS mapping analysis, survey, and interviews with cyclists and experts. The result shows that both the use frequency and perceived accessibility of dockless bicycles are higher in wealthier and more central neighbourhoods. Moreover, strong governmental regulation in the form of a designated parking system, fleet quota distribution and point-based service evaluation have reproduced and enhanced spatial inequalities in dockless bicycle use and access. The findings contribute to the literature by demonstrating how preexisting urban infrastructure and certain regulatory arrangements interact to form a reproduction cycle of inequalities in accessing and using dockless bicycles that favours more central and well-off neighbourhoods at the expense of marginalized communities in Shenzhen.

BIKE RENTAL SYSTEM

Abstract The Bike Rental Management System is an innovative web application designed to revolutionize the rental process of bicycles for short-term urban use. It offers a comprehensive solution that caters to both customers and administrators, ensuring a seamless experience for all users.At its core, the system boasts a user-friendly interface that simplifies the process of searching for available bikes, selecting preferred options, and completing rentals. Real-time availability information is provided, empowering customers to make informed decisions. The secure payment processing feature guarantees a safe and convenient transaction experience, instilling trust and reliability in the system.For administrators, the system includes a robust admin panel that allows for efficient management of bikes, user accounts, and rentals. This panel provides a comprehensive overview of the rental operations, enabling administrators to make informed decisions and optimize the rental process for better efficiency.The technology stack behind the system is equally impressive, utilizing Java Servlet for backend logic, JDBC for database connectivity, JavaScript for client-side interactivity, and Bootstrap for responsive design. This ensures a smooth and seamless user experience across different devices and platforms.One of the key advantages of the Bike Rental Management System is its contribution to promoting eco-friendly urban mobility. By encouraging the use of bicycles for short-distance travel, the system helps reduce traffic congestion and carbon emissions, ultimately leading to a cleaner and greener environment. Additionally, the system promotes healthier lifestyles by encouraging physical activity through cycling.In conclusion, the Bike Rental Management System is a comprehensive and innovative solution that offers a wide range of benefits for both users and the environment. Its user-friendly interface, secure payment processing, efficient admin panel, and eco-friendly initiatives make it a standout choice for urban mobility solutions. Index Terms – Bike Rental, JDBC, User Authentication, Product Management, Admin Panel, Payment Processing, Scalability, Rental Process.

Predicting cycling flows in cities without cycling data

Cycling is a potential tool to mitigate many of the problems faced by urban populations today. Encouraging the use of bicycles as a legitimate mobility tool, however, demands adequate knowledge of current mobility patterns, such as locations of trip generation and attraction. Unfortunately, cities usually do not gather enough data to adequately understand cycling demand. We propose models based on spatial econometrics and gradient boosted regression trees which can be trained with data from cities with mature cycling cultures and then applied to cities still in their cycling infancy to supply city officials with a better estimate of potential future OD matrices. We perform a case study in the Boston Metropolitan Area and show results comparing both types of models.

Kryteria projektowania sieci dróg rowerowych z wykorzystaniem GIS, niwelacji topograficznej i analizy przestrzennej

The current need for the creation of cycleways in traditional cities often presents problems. Converting existing roads into cycleways frequently creates serious traffic issues without leading to the expected increase in bicycle use. In order to overcome some of these problems, this paper presents a composite methodology using GIS, topographic levelling and spatial analysis. Upon application of this methodology in a case study in the city of Patras, Greece, problems with the city’s existing, recently-constructed cycleway are identified. After applying topographical, qualitative and population criteria, an alternative network of cycleways is proposed. This proposed new network does not create traffic congestion, as the basic criterion for selecting roads is their low traffic load. At the same time, topographic leveling is employed to select routes with a very low gradient (<2%), which is a determining factor in making the network attractive to users. Using spatial analysis, the network is spread in order to serve all areas of the city, making it available to the vast majority of residents. Finally, the findings of a social research poll (through the use of a questionnaire) indicate that the creation of such a network could increase bicycle use by a factor of up to18, which would make bicycles the main mode of transport for 22% of residents.

A Qualitative Enquiry of On-Farm Rules About Quad Bikes (ATVs): How Rules Are Determined and Implemented at a Farm Level in Rural Australia

ABSTRACT Objective Quad bikes are a leading cause of death and incident-related injury on farms, yet little is understood about rules used by farmers to ensure their safe operation. This study explored rules about quad bikes set by those who live or work on farms. Through the case of quad bikes, this study sought to understand how rules are determined and implemented at the farm level. Setting A mix of farm types and locations in rural Australia including Queensland, South Australia, and New South Wales. Participants Eight farmers were interviewed and recruited from information sheets at farmers’ markets, through a local health organisation, and a media release. Design Thematic analysis was used to transform data from eight semi-structured interviews with farmers in rural Australia. Results Data were distilled into two themes – “Rule content” described the explicit rules farmers had set on their properties, while the theme “Underlying rule principles” explored the values and norms which underpinned the creation and implementation of these rules. Conclusions Through the case of quad bike rules, this study illustrated how rules are determined and implemented at the farm level. Perceptions of risk were tied to farmers being experts in their own environment and therefore able to mitigate risk. In contrast to injury data, reckless use of quad bikes was perceived to cause incidents, and this was the basis of rules for adults and children.

Head injuries related to bicycle collisions and helmet use – an observational study

Objectives In Denmark, the use of bicycles is widespread, and head injuries are often seen in cyclists involved in collisions. Despite the well-known effects of using a helmet to reduce head injuries, using helmets is not mandatory in Denmark. The primary objective of this study was to provide data regarding injury outcomes and helmet usage. Methods Participants were bicyclists who sustained head injuries in bicycle collisions and were assessed by the Copenhagen Emergency Medical Services between 1 January 2016; and 15 June 2019. Patients with suspected head injury were identified in an electronic prehospital patient record. Data were linked to the Danish National Patient Registry to retrieve the diagnosis and were categorized into head injury or no head injury based on the diagnosis. Adjusted logistic regression analyses were reported with odds ratios and corresponding confidence intervals to assess the risk of head injury while adjusting for risk factors like age, sex, alcohol consumption, occurrence during weekends and traumatic brain injury. Results A total of 407 patients were included in this study. Within this entity, 247 (61%) had sustained a head injury. The use of a helmet was reported in one-third of the included patients. Among the head-injured patients, 13% sustained moderate to severe head injuries. Patients with suspected alcohol involvement were significantly less likely to report the use of a helmet. Helmet use reduced the risk of head injury with an odds ratio of 0.52, (95% CI 0.31 − 0.86). In high-energy trauma, the use of a helmet showed a significant reduction in the risk of sustaining a head injury with an odds ratio of 0.28, (95% CI 0.12 − 0.80). Conclusions In this study, using a helmet was associated with a significantly decreased risk of head injury; this association was even more significant in high-energy trauma.

DIRECTIONS FOR THE DEVELOPMENT OF CYCLING INFRASTRUCTURE IN CITIES

When forming bicycle infrastructure development programmes, it is necessary to consider the peculiarities of a particular city and the population’s propensity to improve physical and health conditions. It is also essential to explore the possibility of introducing the bicycle into the urban transport system and using it to travel around the city and transport small loads. In most major cities around the world, the objectives of bicycle infrastructure development are often the tasks of easing the traffic load on the road network and reducing traffic congestion. The article aims at analysing the international experience of forming and developing cycling and infrastructure in cities and cycling tourism. The experience of using bicycle traffic most often begins in cities where cycling is very active, among them Amsterdam and Copenhagen. In the Netherlands, the bike has historically been popular due to the frugality of the Dutch, as well as the flat terrain and small size of the country. Amsterdam has brought the bicycle use level in urban travel to 40% of total trips. Montreal is the most bicycle-friendly city in North America. Cars still dominate there, but despite the hilly terrain and cold and snowy winters, the city is actively developing bicycle infrastructure and culture. The programme to bring bicycling back to the streets of Beijing deserves special attention. As recently as 45 years ago, the bicycle was a primary means of transportation in China. In the 1990s, the automobile became a symbol of success and affluence, and city governments began restricting bicycle traffic to allow cars to pass. A 2002 report by the Beijing Institute of Transportation included special measures to limit the use of bicycles and other forms of ‘inadequate transportation’. By 2009, the city banned non-motorised vehicles from 10% of its streets. The document ‘Sustainable Future of Cycling’ in the UK presents the results of the Cycling England programmes, which aim to promote cycling and increase the number of cyclists. There are separate cycling infrastructure development strategies for England, Wales, Scotland, and Northern Ireland. Many cities in Ukraine have developed a concept of bicycle infrastructure development. The main direction is the creation of a complete bicycle infrastructure in cities, which will improve traffic safety, lower traffic jams in large cities, and certainly contribute to reducing hazardous harmful emissions into the air. Keywords: urban planning, transportation, cycling infrastructure, traffic safety, environment, health improvement.

Investigation of private and public bikes usage patterns considering GPS trajectory based cycling features

Understanding bike usage patterns is essential for increasing bike demand, evaluating the effectiveness of bike facilities, and improving the quality of the bike system. This study aims to identify factors that influence bike usage for zone-based departure and arrival trips. It also seeks to address knowledge gaps by comparing private and dock-based public bikes, as well as use on weekdays and weekends. This study employed GPS trajectory data from 12,106 private bikes and 29,776 dock-based public bikes over one week in Seoul, South Korea. The dataset comprises zone-based physical characteristics and cycling patterns for 19,153 census zones. To tackle the problem of excessive zero values for bike demand in many zones, zero-inflated negative binomial models were employed for analysis. The findings suggested that realized detours, arising from natural barriers and a lack of infrastructure, are associated with a reduction in arrival trips on weekends but an increase in departure trips on weekdays. Behavioral detours, linked to route preferences, tended to decrease usage of public bikes on weekdays. Departure and arrival trips increased in districts with a higher level of mixed land use and larger commercial areas on weekdays. Moreover, bicyclists tended to prefer districts with longer separated bikeways, while bike usage was likely to decrease in districts with a high floating population and vehicle lanes. These findings provide valuable insights into cycling usage patterns and associated factors, encouraging more extensive use of bikes.

Shedding light on cycling in the dark: Some evidence from Flanders (Belgium)

Darkness is a barrier to cycling because the risk of an accident is higher and the feeling of social safety is lower. Factors influencing the choice to cycle (e.g., socio-demographic factors) have already been studied extensively, but rarely in relation to darkness. To implement strategies for increasing bicycle use (also when it is dark), we need to know what decision factors play a role for people to cycle or not when it is dark. A mixed method approach is adopted; applying a logistic regression using data of 842 surveyed cyclists in the province of East Flanders (Belgium), supplemented a qualitative analysis using 26 in-depth semi-structured interviews. Results show that knowing and using a route frequently has a positive effect on the likelihood of cycling in the dark. Elderly (and retirees) are less likely to cycle in the dark compared to youth and young adults. The latter group (ranging between 11 and 17 years old) often cycle to school while it is still dark (either or not accompanied by a parent). Whether or not one cycles alone or in group has a lower or higher propensity to cycle during the dark. People with a racing bike often cycle in groups and are less likely to cycle in the dark. Recreative and sportive cycle tours are mostly done during the day. Cyclists with an e-bike and speed pedelec have a higher likelihood to cycle in the dark compared to those who cycle on a regular bike. Women have 84% lower odds to cycle in the dark compared to men because they perceive darkness as less socially safe. Lastly, living in a rural environment has a positive impact on the odds to cycle in the dark compared to more urban environments. Establishing a cycling culture with inclusive infrastructure is essential for addressing the diverse needs of vulnerable groups and ensuring the provision of safe routes. A holistic approach is critical to effectively integrate these elements into urban planning and transport policies.

Bike Rental System

facing the growth of urban mobility in the city of Sfax and the problems of traffic, congestion and pollution, the development of active transportation has become an unavoidable solution. In this context, a study on the promotion of the bike use at Sfax City is launched for the first time. The study is based on a survey done with a sample of 500 citizens. The first part of this work is addressed to know the traveling habits of citizens in order to better understand the state of the current use of the bike at Sfax. The second part is dedicated for the identification of factors influencing the choice of bike’s rental through LOGIT model. Keywords— Shared transportation, sustainable urban mobility, active transportation, bike rental system, LOGIT model

Experiences with the Use of Video Bikes and Virtual Reality in Nursing Homes - a Qualitative Study.

The aim of the study was to explore how health personnel experience use of video bikes and VR (Virtual Reality) in nursing homes. The study had an explorative design with a qualitative approach. Nine individual interviews were conducted with health personnel. Analysis of the data yielded four categories: 1. the activity promoted engagement and well-being; 2. the activity promoted a sense of community; 3. the activity contributed to person-centred practice by being proactive and adaptive to the resident's preferences and needs; 4. the activity was promoted and hindered by several factors. This study illuminates that activity with video bikes and VR promoted moments of engagement, and a sense of well-being and community between the nursing home resident and the staff member. It seems reasonable to assert that the activity resembles person-centred processes and yielded person-centred outcomes. However, it is essential to have the right personnel in place and effectively allocate responsibilities.

A modelling framework to support the development of last-mile urban freight distribution systems based on the use of cargo bikes

Nowadays there is a growing interest in cargo bikes to mitigate the detrimental effects of urban freight transport, since the last-mile segment of freight delivery process is being challenged to reduce the number of vehicles, the distance travelled and the environmental impacts. This paper presents a modelling framework that, starting from the key reference units (freight demand, deliveries, and vehicles) and defining the relationship among stakeholders and choice dimensions, can support the implementation of freight distribution systems based on cargo bikes. In detail, the work follows a general approach and is focused on the estimation of the share of demand that can be satisfied by cargo bikes, freight flows in terms of number of deliveries and trips, obtained by assigning freight demand to the transport network. The model has been applied to the test case of the city of Ravenna by implementing several scenarios.

A modelling framework to support the development of last-mile urban freight distribution systems based on the use of cargo bikes

Nowadays there is a growing interest in cargo bikes to mitigate the detrimental effects of urban freight transport, since the last-mile segment of freight delivery process is being challenged to reduce the number of vehicles, the distance travelled and the environmental impacts. This paper presents a modelling framework that, starting from the key reference units (freight demand, deliveries, and vehicles) and defining the relationship among stakeholders and choice dimensions, can support the implementation of freight distribution systems based on cargo bikes. In detail, the work follows a general approach and is focused on the estimation of the share of demand that can be satisfied by cargo bikes, freight flows in terms of number of deliveries and trips, obtained by assigning freight demand to the transport network. The model has been applied to the test case of the city of Ravenna by implementing several scenarios.

Suitable solutions and EU regulatory framework of electric light mobility vehicles for last-mile delivery: an overview

Due to current environmental European regulations in terms of pollutant emissions, electric cargo cycles are receiving growing interest compared to heavy-duty vehicles as a cheaper and healthier alternative for last-mile delivery of goods in urban and suburban areas. Within the PNRR Next Generation EU program, the Sustainable Mobility Center aims to design innovative e-cargo bikes considering technical features along with rider behaviour and infrastructure characteristics. The market offers plenty of solutions, which may differ in technical and design features. Nowadays a standardized terminology, widely shared among researchers for those light mobility vehicles does not exist. Several authors employ different terms or introduce classifications based upon the vehicle type of use or even on the vehicle layout (e.g., payload position or number of wheels). Concurrently, EU regulatory framework is undergoing rapid changes and appears unclear. Certain categories of light mobility vehicles might be ruled out from the type-approval system established by the regulation EU 168/2013. For those vehicles, harmonised standards are under drafting or approval. This situation requires a considerable effort among manufacturers in the identification of the proper product directives or regulations and the associated mandatory requirements and testing procedures for the introduction of a new vehicle model in the market. Within this context, an overview of the EU regulatory framework for these light mobility vehicles is presented. A literature evaluation with a structured and coded methodology of scientific databases, company websites and commercial reports is performed, evaluating commercial and prototype solutions of e-cargo bikes from a technical and legislative perspective. Furthermore, a case study is addressed, deepening the national legislation which rules the use of e-cargo bikes in Italy. The information provided in this work may be useful among manufacturers as a starting point for the design process of these types of vehicles. Moreover, this paper lays the foundations for a widely recognized taxonomy of e-cargo bikes based upon distinctive features.

Bicycle use in the university community: Empirical analysis using MobiCampus-UdL data (Lyon, France)

Promoting sustainable mobility systems by encouraging the use of the bicycle as a transport mode is now a public policy objective. This political will is also pursued in France where the modal share of cycling is relatively low. However, young people and those with a high level of human capital, such as members of the university community, are observed to be more advanced in their adoption of cycling. An understanding of how cycling is used by university students and staff would therefore help to inform public decision-making and support more efficient targeted policies to develop this mode of transport. Using original data from the MobiCampus-UdL project, the aim of this article is to analyze the determinants of bicycle use by the university community at the University of Lyon, France. Two multivariate logistic regression models are estimated on the subsamples of students and staff: one explaining the probability of using the bicycle as an exclusive mode of transport to get to the campus and the other explaining the probability of using the bicycle in combination with other modes. Our results suggest that while socio-demographic characteristics have little influence within our two relatively homogeneous subsamples, access to mobility resources and the spatial characteristics of the campus and place of residence are crucial. We also find that access to bicycles is an important determinant of the utilization of cycling. Given that the adoption of cycling is still very low, our findings justify policies to increase the availability of bicycles and subsidize their purchase. More specifically, our results suggest that access to a shared bike station on campus encourages the exclusive use of bicycles by students and staff but has no effect when used in combination with other modes. On the other hand, good accessibility to public transport, whether from home or from campus, does not reduce the use of bicycles by either sub-population, either exclusively or in combination. Furthermore, while living far from the city center is an obstacle to the exclusive use of the bicycles, especially for staff, it does not in any way prevent their use in combination with other modes, such as the train. These results open up new avenues for anticipating the development of intermodality between public transport and cycling.

A study on the improvement of bicycle transportation in Sivas city using hybrid multi-criteria model based network analysis

AbstractThe bicycle stands out as a sustainability-friendly vehicle due to its benefits for health, the environment, and the economy. However, the deficiencies and inadequacies in the cycling infrastructure prevent a safe and comfortable riding environment, in addition to indirectly preventing the widespread use of bicycles. This study aims to integrate a few disconnected bicycle routes in a city and create a bicycle road network that will allow the efficient use of bicycles in the urban area by using a Hybrid Multi-Criteria Model-Based Network Analysis. In the study, considering the physical, social, and visual criteria that should be used when determining bicycle paths, the suitability weight of each road line for bicycle transportation was determined. In this step, the bicycle path network was created using the weighted roads between the important points of the city in terms of tourism, trade, education, health, culture, transportation, and recreation areas. The most suitable bicycle routes were generated by network analysis considering the weighted roads that were determined by a model hybridized with the analytic hierarchy process (AHP) and analytic network process (ANP) methods and minimum distances. When the eligibility checks of the obtained routes were made, it was determined that while 99.7% of the roads passed through moderately suitable, suitable, and very suitable roads, only 0.3% of the new routes passed through unsuitable roads. The findings revealed that both efficient and less costly bicycle lines can be created using the proposed method.