Does experience with one type of two-wheeler affect behaviours and attitudes to other types?

Failure to give way by motor vehicles is a factor in many collisions with both powered and unpowered two wheelers (TWs). Motor vehicle drivers often report that they did not see the TW, but research has shown that motor vehicle drivers who have experience riding a motorcycle are less likely to fail to detect motorcycles. The research reported here examines whether this phenomenon extends to detection of bicycles and whether car drivers who have experience with one mode of TW show improved detection of the other mode. A driving simulator study was conducted in an Australian urban setting which incorporated some of the most common car-TW crash scenarios. Participants with car-only, car plus motorcycle, car plus bicycle, and car plus bicycle plus motorcycle experience operated a car simulator. Their interactions with both types of TWs were measured in terms of visual detection, lateral distance and speed when approaching and passing. The effects of different levels of colour and lighting of the TWs on driver responses were also examined. The attitudes of participants towards TWs were measured in a questionnaire.

How similar are two-unit bicycle and motorcycle crashes?

This paper explores the similarities and differences between bicycle and motorcycle crashes with other motor vehicles. If similar treatments can be effective for both bicycle and motorcycle crashes, then greater benefits in terms crash costs saved may be possible for the same investment in treatments. To reduce the biases associated with under-reporting of these crashes to police, property damage and minor injury crashes were excluded. The most common crash type for both bicycles (31.1%) and motorcycles (24.5%) was intersection from adjacent approaches. Drivers of other vehicles were coded most at fault in the majority of two-unit bicycle (57.0%) and motorcycle crashes (62.7%). The crash types, patterns of fault and factors affecting fault were generally similar for bicycle and motorcycle crashes. This confirms the need to combat the factors contributing to failure of other drivers to yield right of way to two-wheelers, and suggest that some of these actions should prove beneficial to the safety of both motorized and non-motorized two-wheelers. In contrast, child bicyclists were more often at fault, particularly in crashes involving a vehicle leaving the driveway or footpath. The greater reporting of violations by riders and drivers in motorcycle crashes also deserves further investigation.

Towards the retrieval of accurate OD matrices from Bluetooth data : lessons learned from 2 years of data

The Bluetooth technology is being increasingly used to track vehicles throughout their trips, within urban networks and across freeway stretches. One important opportunity offered by this type of data is the measurement of Origin-Destination patterns, emerging from the aggregation and clustering of individual trips. In order to obtain accurate estimations, however, a number of issues need to be addressed, through data filtering and correction techniques. These issues mainly stem from the use of the Bluetooth technology amongst drivers, and the physical properties of the Bluetooth sensors themselves. First, not all cars are equipped with discoverable Bluetooth devices and the Bluetooth-enabled vehicles may belong to some small socio-economic groups of users. Second, the Bluetooth datasets include data from various transport modes; such as pedestrian, bicycles, cars, taxi driver, buses and trains. Third, the Bluetooth sensors may fail to detect all of the nearby Bluetooth-enabled vehicles. As a consequence, the exact journey for some vehicles may become a latent pattern that will need to be extracted from the data. Finally, sensors that are in close proximity to each other may have overlapping detection areas, thus making the task of retrieving the correct travelled path even more challenging. The aim of this paper is twofold. We first give a comprehensive overview of the aforementioned issues. Further, we propose a methodology that can be followed, in order to cleanse, correct and aggregate Bluetooth data. We postulate that the methods introduced by this paper are the first crucial steps that need to be followed in order to compute accurate Origin-Destination matrices in urban road networks.

Comparison of Motorists’ and Cyclists’ perception of bicycle safety

Increasing the modal share of public transit systems has become paramount in aiding the reduction on the excessive reliance of personal motor vehicles. More so the need to increase the share of active modes of transport such as the use of bicycles, therefore there is an ever increasing need to use bicycles both on shared pedestrian paths and on-road cycling. The risk to cyclist, or consequently the perception of the risk from both cyclists and motorists alike, is an important factor to increase the use of this transport mode. This paper investigates perception of bicycle safety by conducting a survey and analysing the survey data to understand how participants with different backgrounds perceive the risks of cycling for transport. Contributing factors to people’s perception of bicycle safety were identified and compared across different road user groups, based upon which recommendations were made on how to improve bicycle safety.

Bike share's impact on car use : evidence from the United States, Great Britain, and Australia

There are currently more than 700 cities operating bike share programs. Purported benefits of bike share include flexible mobility, physical activity, reduced congestion, emissions and fuel use. Implicit or explicit in the calculation of program benefits are assumptions regarding the modes of travel replaced by bike share journeys. This paper examines the degree to which car trips are replaced by bike share, through an examination of survey and trip data from bike share programs in Melbourne, Brisbane, Washington, D.C., London, and Minneapolis/St. Paul. A secondary and unique component of this analysis examines motor vehicle support services required for bike share fleet rebalancing and maintenance. These two components are then combined to estimate bike share’s overall contribution to changes in vehicle kilometers traveled. The results indicate an estimated reduction in motor vehicle use due to bike share of approx. 90,000 km per annum in Melbourne and Minneapolis/St. Paul and 243,291 km for Washington, D.C. London’s bike share program however recorded an additional 766,341 km in motor vehicle use. This was largely due to a low car mode substitution rate and substantial truck use for rebalancing of bicycles. As bike share programs mature, evaluation of their effectiveness in reducing car use may become increasingly important. Researchers can adapt the analytical approach proposed in this paper to assist in the evaluation of current and future bike share programs.

Key influences on cycling for transport

Over recent years, the health, transport and environment sectors have been increasingly focused on the promotion of transport cycling. From a health perspective, transport cycling is recognised as a beneficial form of physical activity as it can be easily integrated into daily living, is done at an intensity that confers health benefits, and is associated with reductions in mortality and morbidity [1]. From a safety perspective, the risk of a serious cycling injury decreases as cycling increases [2] as having more cyclists on roads increases motor vehicle drivers’ awareness of cyclists and in turn makes cycling safer. Whereas cycling for recreation is the fourth most commonly reported physical activity among Australian adults [3], transport cycling is an underutilised travel mode. Approximately 1.3% of journeys to work in Australia are made by bicycle [4]. This low prevalence is mirrored in the UK and the US, but not in some European countries like the Netherlands and Denmark, where over 18% and 26%, respectively, of all journeys are made by bicycle [5]. In the past decade, concerted efforts have been made by Australian state and local governments to increase cycling rates [6]. Notably, Melbourne, Sydney and Brisbane have implemented policies, increased bicycle commuting infrastructure, and offered information and promotion programs to encourage commuter cycling [6,7]. Governments have also developed comprehensive longterm plans for guiding future cycling strategies, using lessons learned from around the world in developing successful cycling policy and promotion [6,7]. Changes in transport cycling rates in inner cities since these efforts have been implemented are encouraging. In Sydney, census data indicate an 83% increase in the number of people using a bicycle for commuting between 2001 and 2011 [8]. Counts of bicycles being ridden along major cycling commuter routes indicate increases in weekday morning cycling trips in Brisbane (63% increase from 2004 to 2010) [7] and in Melbourne (a 43% increase from 2006 to 2008) [9]. However, bicycle mode share to work has changed little: for example, between 2001 and 2011, it decreased slightly from 1.6% to 1.3% in Brisbane [10,11]. Researchers have been investigating factors that may be contributing to low rates of cycling for transport, to inform future policy and programming to encourage transport cycling. The aim of this paper is to overview our work to date in this area of research in Queensland.

Blur, eye movements and performance on a driving visual recognition slide test

Purpose Optical blur and ageing are known to affect driving performance but their effects on drivers' eye movements are poorly understood. This study examined the effects of optical blur and age on eye movement patterns and performance on the DriveSafe slide recognition test which is purported to predict fitness to drive. Methods Twenty young (27.1 ± 4.6 years) and 20 older (73.3 ± 5.7 years) visually normal drivers performed the DriveSafe under two visual conditions: best-corrected vision and with +2.00 DS blur. The DriveSafe is a Visual Recognition Slide Test that consists of brief presentations of static, real-world driving scenes containing different road users (pedestrians, bicycles and vehicles). Participants reported the types, relative positions and direction of travel of the road users in each image; the score was the number of correctly reported items (maximum score of 128). Eye movements were recorded while participants performed the DriveSafe test using a Tobii TX300 eye tracking system. Results There was a significant main effect of blur on DriveSafe scores (best-corrected: 114.9 vs blur: 93.2; p < 0.001). There was also a significant age and blur interaction on the DriveSafe scores (p < 0.001) such that the young drivers were more negatively affected by blur than the older drivers (reductions of 22% and 13% respectively; p < 0.001): with best-corrected vision, the young drivers performed better than the older drivers (DriveSafe scores: 118.4 vs 111.5; p = 0.001), while with blur, the young drivers performed worse than the older drivers (88.6 vs 95.9; p = 0.009). For the eye movement patterns, blur significantly reduced the number of fixations on road users (best-corrected: 5.1 vs blur: 4.5; p < 0.001), fixation duration on road users (2.0 s vs 1.8 s; p < 0.001) and saccade amplitudes (7.4° vs 6.7°; p < 0.001). A main effect of age on eye movements was also found where older drivers made smaller saccades than the young drivers (6.7° vs 7.4°; p < 0.001). Conclusions Blur reduced DriveSafe scores for both age groups and this effect was greater for the young drivers. The decrease in number of fixations and fixation duration on road users, as well as the reduction in saccade amplitudes under the blurred condition, highlight the difficulty experienced in performing the task in the presence of optical blur, which suggests that uncorrected refractive errors may have a detrimental impact on aspects of driving performance.

Final report of Working Group 2: Traffic psychology [A COST Action TU1101 / HOPE collaboration]

BACKGROUND The workgroup of Traffic Psychology is concerned with the social, behavioral, and perceptual aspects that are associated with use and non-use of bicycle helmets, in their various forms and under various cycling conditions. OBJECTIVES The objectives of WG2 are to (1) share current knowledge among the people already working in the field, (2) suggest new ideas for research on and evaluation of the design of bicycle helmets, and (3) discuss options for funding of such research within the individual frameworks of the participants. Areas for research include 3.1. The patterns of use of helmets among different users: children, adults, and sports enthusiasts. 3.2. The use of helmets in different environments: rural roads, urban streets, and bike trails. 3.3. Concerns bicyclists have relative to their safety and convenience and the perceived impact of using helmets on comfort and convenience. 3.4. The benefit of helmets for enhancing visibility, and how variations in helmet design and colors affect daytime, nighttime, and dusktime visibility. 3.5. The role of helmets in the acceptance of city-wide pickup-and-drop-off bicycles. 3.6. The impact of helmets on visual search behaviour of bicyclists.

International survey of bicycling exposure, crash involvement, behaviors, and attitudes: Preliminary results

This paper presents some results from preliminary analyses of the data of an international online survey of bicycle riders, who reported riding at least once a month. On 4 July 2015, data from 7528 participants from 17 countries was available in the survey, and were subsequently cleaned and checked for consistency. The median distance ridden ranged from 30 km/week in Israel to 150 km/week in Greece (overall median 54 km/week). City/hybrid bicycles were the most common type of bicycle ridden (44%), followed by mountain (20%) and road bikes (15%). Almost half (47%) of the respondents rode “nearly daily”. About a quarter rode daily to work or study (27%). Overall, 40% of respondents reported wearing a helmet ‘always’, varying from 2% in the Netherlands to 80% in Norway, while 25% reported ‘never’ wearing a helmet. Thus, individuals appeared to consistently either use or not use helmets. Helmet wearing rates were generally higher when riding for health/fitness than other purposes and appeared to be little affected by the type of riding location, but some divergences in these patterns were found among countries. Almost 29% of respondents reported being involved in at least one bicycle crash in the last year (ranging from 12% in Israel to 53% in Turkey). Among the most severe crashes for each respondent, about half of the crashes involved falling off a bicycle. Just under 10% of the most severe crashes for each respondent were reported to police. Among the bicycle-motor vehicle crashes, only a third were reported to police. Further analyses will address questions regarding the influence of factors such as demographic characteristics, type of bicycle ridden, and attitudes on both bi-cycle use and helmet wearing rates.

How to write a passable technical paper

In my job I see many students who have not learned to write a technical paper. When they do competent work, I want them to be able to write passable reports. This article is for them. There are well established principles for citing the relevant work of others; for not copying things without giving credit; for not stealing. If a reader feels you have copied anything, a figure, even a phrase, from elsewhere without citing its source, then you are guilty of plagiarism in the eyes of that reader. Committing plagiarism is so bad that I cannot do justice to it here. So I merely say: never do it. On, then, to writing your own honest and original material. Art requires talent. In contrast, through discipline and persistence alone, you can learn how to differentiate functions and ride bicycles. Similarly, you can write a passable technical paper. You just have to realize that your job does not end with research. Writing a passable paper involves extra work.

Myopia, spectacle wear, and risk of bicycle accidents among rural Chinese secondary school students: the Xichang Pediatric Refractive Error Study report no. 7.

OBJECTIVE: To study the effect of myopia and spectacle wear on bicycle-related injuries in rural Chinese students. Myopia is common among Chinese students but few studies have examined its effect on daily activities. METHODS: Data on visual acuity, refractive error, current spectacle wear, and history of bicycle use and accidents during the past 3 years were sought from 1891 students undergoing eye examinations in rural Guangdong province. RESULTS: Refractive and accident data were available for 1539 participants (81.3%), among whom the mean age was 14.6 years, 52.5% were girls, 26.8% wore glasses, and 12.9% had myopia of less than -4 diopters in both eyes. More than 90% relied on bicycles to get to school daily. A total of 2931 accidents were reported by 423 participants, with 68 requiring medical attention. Male sex (odds ratio, 1.55; P < .001) and spectacle wear (odds ratio, 1.38; P = .04) were associated with a higher risk of accident, but habitual visual acuity and myopia were unassociated with the crash risk, after adjusting for age, sex, time spent riding, and risky riding behaviors. CONCLUSION: These results may be consistent with data on motor vehicle accidents implicating peripheral vision (potentially compromised by spectacle wear) more strongly than central visual acuity in mediating crash risk.

Gleichgewichtsregelung von Fahrrädern durch Lenkdrehmoment, Gleichgewichtsträgheit und Raddrehmomenten zur Mobilitätsverbesserung von in der Bewegung eingeschränkten Personen

Fahrradfahren ist für viele Menschen ein wichtiger Mobilitätsfaktor. Sie können sich mit eigener Kraft in einem Umkreis von mehreren Kilometern bewegen. Im Alter wird das Fahrradfahren jedoch durch nachlassende Kraft und eingeschränkte Motorik zum Gleichgewichthalten eingeschränkt. Erschwerend kommt hinzu, dass diese Personen aus Vorsicht in der Regel kleinere Fahrgeschwindigkeiten bevorzugen. Bei niedrigen Geschwindigkeiten nimmt aber die Gleichgewichtsstabilität des Fahrrads ab und der Fahrer muss intensiver mit dem Lenker das Gleichgewicht kontrollieren. Moderne E-Bikes können die nachlassende körperliche Kraft kompensieren. Es bleibt aber das Problem des Gleichgewichthaltens beim Radfahren. Im folgenden Beitrag wird die Gleichgewichtsregelung von Fahrädern betrachtet. Dabei werden verschiedene Möglichkeiten der Gleichgewichtsregelung behandelt. Die Beurteilung der Verfahren erfolgt anhand der Stabilität und der Eigenschwingungen des geregelten Systems. Besonderes Augenmerk wird dabei auf die Stabilisierung des Bereichs geringer Fahrgeschwindigkeiten gelegt, da mit der nachlassenden Motorik oft auch eher geringere Fahrgeschwindigkeiten gewählt werden.

Rede de mobilidade sustentável de Beja: viabilidade de implementação de um sistema de bicicletas elétricas

Trabalho Final de Mestrado para obtenção do grau de Mestre em Engenharia Civil

4,5-Dihydro-1,3-dioxepine als chirale Bausteine in der enantioselektiven organischen Synthese

Durch asymmetrische Doppelbindungsisomerisierung mittels Me-DuPHOS-modifizierter Dihalogen-Nickel-Komplexe als Katalysatorvorstufen lassen sich aus 2-Alkyl-4,7-dihydro-1,3-dioxepinen hochenantiomerenreine 2-Alkyl-4,5-dihydro-1,3-dioxepine erhalten. Ein Ziel dieser Arbeit war es, die bisher noch unbekannte Absolutkonfiguration dieses Verbindungstyps zu bestimmen und darüber hinaus ihre Einsatzfähigkeit in der enantioselektiven organischen Synthese zu untersuchen. Zu diesem Zweck wurden enantiomerenangereichertes 2-Isopropyl- und 2-tert-Butyl-4,5-dihydro-1,3-dioxepin mit m-Chlorperbenzoesäure epoxidiert. Dabei bildeten sich die entsprechenden 3-Chlorbenzoesäure-(2-alkyl-5-hydroxy-1,3-dioxepan-4yl)-ester in hohen Ausbeuten und Diastereoselektivitäten. Von den vier zu erwartenden Diastereomeren wurden jeweils nur zwei mit einer Selektivität von mehr als 95:5 gebildet. Im Fall des 3-Chlorbenzoesäure-(2-isopropyl-5-hydroxy-1,3-dioxepan-4yl)-esters konnte das Haupt-diastereomer kristallin erhalten werden. Durch röntgenspektroskopische Untersuchung war es möglich, die Relativ-Konfiguration dieser Verbindung zu bestimmen. Die Ester lassen sich unter Ringverengung in 2-Alkyl-1,3-dioxan-4-carbaldehyde umlagern. Ausgehend von diesen Carbaldehyden stehen zwei Synthesewege zur Verfügung, welche zu Verbindungen führen deren Absolutkonfiguration bereits bekannt ist. So erhält man durch Reduktion 2-Alkyl-1,3-dioxan-4-yl-methanole, welche sich in 1,2,4-Butantriol überführen lassen. Oxidation ergibt die 2-Alkyl-1,3-dioxan-4-carbonsäuren, aus denen 3-Hydroxytetrahydrofuran-2-on gewonnen werden kann. Messung des Drehwertes dieser beiden literaturbekannten Verbindungen liefert nicht nur Information über deren Enantiomerenreinheit sondern ebenfalls über die Konfiguration ihres Stereozentrums. In Kombination mit der Relativ-Konfiguration des Esters ist somit ein Rückschluss auf die Absolutkonfiguration der eingesetzten 4,5-Dihydro-1,3-dioxepine möglich. Die auf den beschriebenen Wegen gewonnenen Substanzen finden Anwendung in der stereoselektiven organischen Synthese. Löst man die Chlorbenzoesäureester in Dichlormethan und behandelt sie mit wässriger Salzsäure, so entstehen die bicyclischen 2-Alkyltetrahydrofuro[2,3-d][1,3]dioxole. Auch bei diesen Verbindungen konnten hohe Enantio- und Diastereoselektivitäten erzielt werden. Der intermolekular verlaufende Reaktionsmechanismus der Bicyclus-Bildung, welcher unter Abspaltung eines den Alkylrest tragenden Aldehyds und dessen Neuanlagerung unter Ausbildung eines Acetals verläuft, konnte in dieser Arbeit durch ein Kreuzungsexperiment bestätigt werden. Umacetalisierung der Bicyclen liefert 2-Methoxytetrahydrofuran-3-ol, aus dem durch Acetalspaltung Tetrahydrofuran-2,3-diol erhalten wird, das die Halbacetalform der entsprechenden Desoxytetrose darstellt, die auf diese Weise in einer de novo-Synthese hergestellt werden kann.

Pèrdua d’ energia de pedalada en una MTB de doble suspensió

L' objectiu d' aquest projecte és crear un sistema de càlcul per estudiar el desplaçament dels amortidors al llarg del cicle de pedalada, que són la causa de la dissipació d' energia. Tot el projecte s' ha desenvolupat de forma teòrica i l' estudi que s' ha dut a terme ha estat estàtic. Els resultats obtinguts són una aproximació del que seria de s' hagués estudiat dinàmicament