The Telescope Stand Inspiration for Marcel Duchamp’s Bicycle Wheel Readymade

This article is the result of research following on from the author’s previous article on the same subject, ›The Inspiration for Marcel Duchamp’s Bicycle Wheel Readymade‹ written in 2007. In that article the author argued by process of deduction that Duchamp’s Bicycle Wheel was inspired by an improvised telescope stand and was not the product of the artist’s imagination as the artist claimed. This article presents new supporting evidence of a Great War period photograph of an improvised telescope stand made with a bicycle wheel and forks. This article also examines the dating of the first version and construction of the authorised versions of Bicycle Wheel and presents new evidence for the source of the forks component of the 1916 version.

The Influence of Self-efficacy and Compensatory Health Behavior in Bicycle Helmet Use

Individuals show compensatory health behavior (e.g. safer cycling without helmet) to compensate for risky behavior. Compensatory health behavior is facilitated by high self-efficacy. A total of 134 cyclists with different helmet wearing frequencies (occasionally (OH) or never helmet (NH)) were asked to fill out a questionnaire on their compensatory health behavior when cycling without a helmet and on their general self-efficacy. An interaction between self-efficacy and use of a helmet on compensatory health behavior was found. OH-users with high self-efficacy showed more compensatory health behavior than OH-users with low self-efficacy. This effect was not present in NH-users. We assume that OH-users engage in compensatory health behavior, whereas NH-users remain unprotected by behavioral adaptation. These persons are vulnerable and may require specific attention in preventive actions.

Cycling habits and other psychological variables affecting commuting by bicycle in Madrid, Spain

To develop effective cycling policies, decision makers and administrators should know the factors influencing the use of the bicycle for daily mobility. Traditional discrete choice models tend to be based on variables such as time and cost, which do not sufficiently explain the choice of the bicycle as a mode of transportation. Because psychological factors have been identified as particularly influential in the decision to commute by bicycle, this paper examines the perceptions of cycling factors and their influence on commuting by bicycle. Perceptions are measured by attitudes, other psychological variables, and habits. Statistical differences in the variables are established in relation to the choice of commuting mode and bicycle experience (commuter, sport-leisure, no use). Doing so enables the authors to identify the main barriers to commuting by bicycle and to make recommendations for cycling policies. Two underlying structures (factors) of the attitudinal variables are identified: direct benefits and long-term benefits. Three other factors are related to variables of difficulty: physical conditions, external facilities, and individual capacities. The effect of attitudes and other psychological variables on people's decision to cycle to work-place of study is tested by using a logit model. In the case study of Madrid, Spain, the decision to cycle to work-place of study is heavily influenced by cycling habits (for noncommuting trips). Because bicycle commuting is not common, attitudes and other psychological variables play a less important role in the use of bikes.

Cycling habits and other psychological variables affecting commuting by bicycle in city of Madrid

To develop effective cycling policies, decision makers and administrators should know the factors influencing the use of the bicycle for daily mobility. Traditional discrete choice models tend to be based on variables such as time and cost, which do not sufficiently explain the choice of the bicycle as a mode of transportation. Because psychological factors have been identified as particularly influential in the decision to commute by bicycle, this paper examines the perceptions of cycling factors and their influence on commuting by bicycle. Perceptions are measured by attitudes, other psychological variables, and habits. Statistical differences in the variables are established in relation to the choice of commuting mode and bicycle experience (commuter, sport–leisure, no use). Doing so enables the authors to identify the main barriers to commuting by bicycle and to make recommendations for cycling policies. Two underlying structures (factors) of the attitudinal variables are identified: direct benefits and long-term benefits. Three other factors are related to variables of difficulty: physical conditions, external facilities, and individual capacities. The effect of attitudes and other psychological variables on people’s decision to cycle to work–place of study is tested by using a logit model. In the case study of Madrid, Spain, the decision to cycle to work– place of study is heavily influenced by cycling habits (for noncommuting trips). Because bicycle commuting is not common, attitudes and other psychological variables play a less important role in the use of bikes.

The effects of bicycle accommodations on bicycle/motor vehicle safety traffic operations. Final report.

Federal Highway Administration, Washington, D.C.

The effect of right-turn-on-red on pedestrian and bicycle accidents. Final report.

National Highway Traffic Safety Administration, Washington, D.C.

A comparative analysis of bicycle lanes versus wide curb lanes: final report.

Federal Highway Administration, Office of Safety and Traffic Operations, Washington, D.C.

Bicycle lanes versus wide curb lanes: operational and safety findings and countermeasure recommendations.

Federal Highway Administration, Office of Safety and Traffic Operations, Washington, D.C.

Bicycle-safe grate inlets study. Volume 2 - hydraulic characteristics of three selected grate inlets on continuous grades.

Federal Highway Administration, Office of Research and Development, Washington, D.C.