Pedestrians and Cyclists Research Papers (original) (raw)

Being negatively impressed by the data published by the European Commission in CARE (Community database on Accidents on the Roads in Europe), where Poland is presented as the European Country with the highest rate of fatalities in road crashes involving cyclists during 4 years period (2009–2013), the Authors decided to analyse available data. Bikes become a more and more popular means of transport and the way of active recreation. In Warsaw, the share of bicycle trips rises 1 to 3% per year. The aforementioned, together with increasing traffic density, caused 4233 registered injuries among cyclists in 2018 in Poland. In 286 cases the accidents were direct reasons for the cyclists’ death. Considering these facts, it becomes extremely important to point the most influencing factors and conditions contributing to cyclists’ serious accidents. Onedimensional or two-dimensional statistics are not sufficient to find all important associations between the road conditions and the number of c...

Observations conducted by researchers revealed that the group interaction within crowds is a common phenomenon and has great influence on pedestrian behaviour. However, most research currently undertaken by various researchers failed to consider the group dynamics when developing pedestrian flow models. This paper presented a critical review of pedestrian models that incorporates group behaviour. Models reviewed in this paper are mainly created by microscopic modelling approaches such as social force, cellular automata, and agent-based method. The purpose of this literature review is to improve the understanding of group dynamics among pedestrians and highlight the need for considering group dynamics when developing pedestrian simulation models.

The number of the cyclists participating tourism activities in the world is gradually increasing. The cycle tourism, having emerged from people's travelling by bike according to their own motives, is becoming more popular, cycle routes are getting enlarged, and projects are developed for cycle tours day by day. Therefore, the elements constituting the cycle tourism have come into prominence and the motivations of the cycle tourists participating bike tours have been studied. Thus, the aim of this study is to find out the importance that cycle tourists give and the level of the interest they show for cycle tours. The central question of the study raised on is; " what is the level of interest and on cycling and how it can be an important touristic attraction for Çanakkale tourism? " For this purpose, in-depth interview technique was used on cyclist groups at different cycle tours in Çanakkale, Turkey. According to the results of the analyses, developing cycling by its philosophy and structural requirements in Çanakkale can be feasible in sustainability perspective.

- by Figen SEVİNÇ
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- Tourism Studies, Pedestrians and Cyclists, Tourism, Cycle Tourism

This study aims to explore the effect of gender role conformity on perception and display of risky pedestrian behaviours among adults. Masculinity and femininity levels were measured among 258 adults (104 men and 154 women). Effects of conformity to masculine and feminine gender role were observed on self-reported frequency of 16 pedestrian behaviours and on danger perception, risk perception and normative beliefs linked to these behaviours. Results show gender difference and effect of gender role conformity on normative beliefs related to pedestrian behaviours. Mistaken and unsafe behaviours are more disapproved by men than by women. Individual with high conformity to masculine gender role more endorse risk-taking and violations than individuals with high conformity to feminine gender role. Links between normative beliefs and behaviours and gender roles contents are discussed.

- by Marie-Axelle Granié
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- Prejudice, Gender Roles, Pedestrians and Cyclists, Dynamic Stereotypes

The intent of the present paper is to make an inventory of research trends regarding the behaviour of the child pedestrian in the urban environment and to pinpoint the role played by the socialization of risk in the construction of these behaviours. We will be looking more specifically at the differentiation between institutional regulations and social standards and the categorization of the rules of behaviour on which the child bases itself when moving around the city. Examples given include an examination of psychosocial factors that explain gender differences with respect to accidentology, or road accident research. The article concludes by noting the courses of action that have been instituted as regards road safety education, thanks to the recognition of the need for a social construction of child pedestrian behaviours.

- by Marie-Axelle Granié
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- Socialization, Pedestrians and Cyclists
- by Mostapha Al-Dah
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- Road safety, Road Traffic Crashes, Pedestrians and Cyclists, Dubai

Road safety for all categories of road users is of paramount interest to transportation planners, government and road users in general. Like many other developing countries, Ghana has serious challenges with road safety. As the dominant mode of transport, road transport is also the most hazardous in the country. Pedestrians are one class of road users often involved in road crashes, some of which are fatal. Reports indicate that two-thirds of all crashes in Zimbabwe, Botswana, and Ghana are single vehicle crashes that involved pedestrians. Walking is a basic human activity and every human being may be a pedestrian at a point in time and thus the risk of pedestrian crashes affect all, albeit to varying degrees. In most African communities where walking is often the main mode of accessing social, education and health facilities, the risk of pedestrian crashes, especially among women and children is even higher. Against the backdrop of global efforts to encourage non-motorised transport over motorised transport, the high incidence of road crashes involving pedestrians and NMT users is huge disincentive. This study uses data from the National Road Safety Commission to do a trend analysis of pedestrian and NMT user crashes in Cape Coast, Ghana. The study also explored better ways of understanding pedestrian behaviour to help minimise the high incidence of pedestrian involvement in road traffic crashes.

Many Sub Saharan African countries still have dire transport needs. Children in particular are faced with mobility constraints in their quest to access, education, health and recreation. This study investigated the ownership and use of bicycles among children in Rural Ghana. The study was conducted in six rural communities within two ecological zones (forest and coastal). Both qualitative and quantitative data collections were employed within the context of a cross-sectional study design. A sample size of 454 was chosen among children aged between 8 and 18. Individual and households were used as unit of analysis where appropriate. Results from this study revealed that 36.4% of the households owned bicycles whilst usage was significantly higher at 63.9%.

- by Regina Obilie Amoako-Sakyi
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- Road safety, Transportation Studies, Child Development, Transportation

Transportasi mempunyai 4 (empat) yang harus terpenuhi agar transportasi dikategorikan baik yaitu aman, selamat, tertib dan lancar. Dewasa ini, Indonesia masih belum bisa mewujudkan ke-4 (empat) aspek transportasi sehingga masih banyak terjadi kecelakaan baik tanpa melibatkan pengguna jalan lain atau dengan melibatkan pengguna jalan lain. Hal ini dibuktikan dengan rapor kinerja penyelenggaran keselamatan jalan berada pada peringkat 9 (sembilan) dari 10 negara anggota ASEAN.
Banyak pejalan kaki menjadi korban kecelakaan, sebagian besar kasus ini disebabkan oleh salah satu fungsi zebra cross yaitu membuat pejalan kaki merasa aman dan nyaman pada saat menyeberang jalan yaitu dengan cara memprioritaskan pejalan kaki ketika menyeberang jalan tidak terpenuhi.
Pada umumnya para pengemudi kendaraan cenderung mengacuhkan keberadaan zebra cross. Dalam hal ini akan diteliti perpaduan zebra cross dengan speed hump yaitu desain zebra cross ditinggikan sesuai dengan tinggi trotoar. Dengan perpaduan zebra cross dan speed hump ini diharapkan dapat meningkatkan keselamatan dan kenyamanan penyeberang jalan.

The study of the injury caused by vehicle-teenage cyclist crash is presented in this paper. The results of the crash with three vehicles: sedan, SUV and Pick up are compared. Three different positions are analyzed: front, rear and lateral position. The injury on the cyclist head is examined by HIC criterion, in the way indicated by the rules. A comparison is done between the results of the simulations for Pick up, SUV and sedan, concluding that the injury of the head is more dangerous for Pickup impact than SUV or the sedan, but only at greater speed than 40 km/h. Teenage cyclist is more likely to suffer an injury to the chest in rear impacts with the sedan, because 3 ms values remain above the values obtained with the SUV and Pick up. Unlike Pick up could cause greater injury to the chest in the front and side impact because of greater height from the ground. The vehicle mass has not great importance, but only to low speed. Consideration is made that teenage cyclist has a better chance of surviving in the front impact collision than adult pedestrian, because HIC values remain consistently below the determined values. A further comparison is done between the impact points of the three vehicles concluding that both the shape of the bonnet and the height of the front part must be studied carefully in order to reduce the damage to cyclists and pedestrians. At last the throwing distance are calculated and compared with the literature data, concluding that they are strongly dependent on the relative position.

Traffic congestion is a growing problem for cities in India and around the world, causing air pollution, greenhouse gas emissions and long commuting times which together damage human health, environmental quality, urban sustainability and the economic viability of our urban centres. The question is not just how to accommodate rapidly increasing travel within, to and from cities using existing concepts and practices but also not to harm environment while using these concepts or doing such practices. India is facing a lot of problems like haphazard traffic growth and congestions in traffic streams. In most of the large and midsized cities of India, about 50% to 70% of people make short trips having trip lengths less than 5km, which offers a huge potential for bicycle use. The conversion to bicycles trips is highly likely if cycling infrastructure is made available. Urban cycling is therefore clearly a topic of immense interest to the transport research community, and this special issue captures key themes amongst the rapidly growing body of research. The main objectives of this paper is to identify the influencing factors affecting the bicycle mobility and to set a foundation for the future in-depth studies on the inclusion of cycling in existing urban transportation systems programs and their overall effectiveness. _____________________________________________________________________________________________________ Introduction The transportation sector accounts for one-third of CO₂ emissions. In recent researches by various agencies across the world, motor vehicles have proven to be the main contributor of atmospheric pollution in the world. It is observed that the short trips with motorised vehicles contribute disproportionately to transportation emissions. Major cities throughout the world have sought to reduce transportation emissions through the implementation of policies aimed to increase non-motorized transport use. The growing interest in transport cycling from the research community is matched by the increasing interest shown by city governments in beginning the process of making their urban environments more bicycle friendly. Bicycling is considered as one of the most efficient mode of sustainable transportation for shorter commutes. Also, cycling as a mode of transport is a low-cost, health-improving way to travel and offers environmental benefits for the cities that promote it. It is only recently, though, with concerns over climate change, pollution, congestion, and obesity among others, that have cities throughout the world have begun to implement policies to promote cycling. European countries such as the Netherlands, Denmark, and Germany are the global leaders in this context with their high level of bicycling for commute. They achieved it by providing safe and efficient bicycling infrastructure over the years. During recent years, we have witnessed an effort to reintroduce cycling in the life of people living in cities in various developed nations but in India, which is the second largest producer of bicycle in the world, bicycle usage is decreasing year by year and one of the major reasons is the lack of safety standards. Although it is expected to be attractive option for short commute trips in urban India are mostly lower income group people and students due to its extremely low cost of operation but it is not at all an attractive mode among commuter belonging to high and middle income group. They are predominantly captive riders. There is also a high level of safety concern among Indians regarding bicycling. In order to improve the bicycling level in India, development of bicycle friendly infrastructures and implementation of policies promoting bicycling is essential.

Introduction: Even though cycling is an activity whose benefits in terms of urban mobility and health are globally recognized, its disproportional growth during the past few decades has led to some disorganized dynamics. In fact, the increasing number of traffic injuries and deaths involving cyclists has a high cost for public health systems. Considering the available empirical evidence, aberrant and positive behaviors on the road constitute relevant predictors for the injuries suffered by road users. Nevertheless, the scarcity of tools that measure and evaluate the behavior of road users, especially in the case of cyclists, constitutes a serious lack in terms of explaining, intervening and preventing traffic crashes through behavioral approaches. Objective: This study had two essential purposes: first, to describe in detail the validation of measurement of risky and positive road user behaviors of cyclists using the Cycling Behavior Questionnaire. Second, to compare he mean scores of the validated version of the CBQ according to demographic and cycling-related factors. Method: As a part of a larger collaborative research project, our data was collected from 1064 cyclists (between 17 and 80 years old) from 20 countries, who filled out an anonymous electronic survey on their riding behaviors. The data was analyzed using competitive Confirmatory Factor Analyses (CFA), thus obtaining basic psychometric values and an optimized structure for the scale. Results: The obtained results suggest that the CBQ has a clear factorial structure, items with high factorial weight, and good internal consistency. In particular, the results of the latent variable model with three factors, which were labeled errors, violations and positive behaviors, show that the CBQ is satisfactorily adjusted.

- by Sergio A Useche and +1
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- Structural Equation Modeling, Risky Driving Behaviors, Urban Cycling, Pedestrians and Cyclists
- by Matúš Šucha and +2
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- Pedestrians and Cyclists, Traffic Safety

The purpose of this doctoral study is to bring a spatial dimension into the research on urban mobilities and connect the spatial dimension to the marginalisation of cyclists in urban space. This is been done by exploring the role of urban bicycling and transport planning. The theoretical frame of space, mobilities and power is used for analysing that role through case studies in two Scandinavian cities, Copenhagen and Stockholm. Urban bicycling is a good example of showing the relation between space and mobilities, since cyclists often suffer from marginalised space in cities around the world. The philosophical foundation of the thesis is in critical realism and critical theory. For background data, observations and document studies have been conducted in Stockholm and Copenhagen. The main data collection for this thesis was done both qualitatively, in the form of interviews with planners and politicians, and quantitatively, in the form of survey studies among the citizens of Copenhagen and Stockholm. The data is analysed with the help of the theoretical framework that builds on mobility studies, spatial theory by Lefebvre, and Harvey and power theories deriving mainly from Lukes’ three dimensions of power. The materialisation of power relations is analysed with the example of modern planning in Sweden and Denmark. Overall this thesis manages to show how cycling as a mode of transport is marginalised in urban space, and that urban space wars between cyclists and car drivers and among cyclists are fought in Copenhagen as well as in Stockholm. The conclusion is that different factors, such as the economic situations in Denmark and Sweden, have affected urban and transport planning and thus have created two very different transport systems, where cycling plays a large role (Copenhagen) and a smaller role (Stockholm). Nevertheless, this thesis shows that even in cities that are very good for cycling, like Copenhagen, the motorised modes of transport create many problems and are still dominating urban space.

- by Till Koglin
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- Critical Theory, Transportation Engineering, Sociology, Social Theory

and Keywords By serving travelers and commerce, roads and streets unite people and foster economic growth. But as they develop, roads and streets also disrupt old patterns, upset balances of power, and isolate some as they serve others. The consequent disagreements leave historical records documenting social struggles that might otherwise be overlooked. For long-distance travel in America before the middle of the 20th century, roads were generally poor alternatives, resorted to when superior means of travel, such as river and coastal vessels, canal boats, or railroads were unavailable. Most roads were unpaved, unmarked, and vulnerable to the effects of weather. Before the railroads, for travelers willing to pay the toll, rare turnpikes and plank roads could be much better. Even in towns, unpaved streets were common until the late 19th century, and persisted into the 20th. In the late 19th century, rapid urban growth, rural free delivery of the mails, and finally the proliferation of electric railways and bicycling contributed to growing pressure for better roads and streets. After 1910, the spread of the automobile accelerated the trend, but only with great controversy, especially in cities. Partly in response to the controversy, advocates of the automobile organized to promote state and county motor highways funded substantially by gasoline taxes; such roads were intended primarily for motor vehicles. In the 1950s, massive federal funds accelerated the trend; by then, motor vehicles were the primary transportation mode for both long and short distances. The consequences have been controversial, and alternatives have been attracting growing interest. The social processes of which history is made depend on roads, streets, and other infrastructure. They sustain trade and travel, and their development imperfectly reflects and shapes the growth of the society that builds them. Yet roads and streets also disrupt balances of power and favor some at the expense of others, and thereby divide as well as

- by Peter Norton
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- American History, Mobility/Mobilities, History of Technology, United States History

Lane changing of traffic flow is a complicated and significant behavior for traffic safety on the road. Frequent lane changing can cause serious traffic safety issues, particularly on a two-lane road section of a freeway. This study aimed to analyze the effect of significant traffic parameters for traffic safety on lane change frequency using the studied calibrated values for driving logic "conscious" in VISSIM. Video-recorded traffic data were utilized to calibrate the model under specified traffic conditions, and the relationship between observed variables were estimated using simulation plots. The results revealed that changes in average desired speed and traffic volume had a positive relationship with lane change frequency. In addition, lane change frequency was observed to be higher when the speed distribution was set large. 3D surface plots were also developed to show the integrated effect of specified traffic parameters on lane change frequency. Results showed that high average desired speed and large desired speed distribution coupled with high traffic volume increased the lane change frequency tremendously. The study also attempted to develop a regression model to quantify the effect of the observed parameters on lane change frequency. The regression model results showed that desired speed distribution had the highest effect on lane change frequency compared to other traffic parameters. The findings of the current study highlight the most significant traffic parameters that influence the lane change frequency.

- by Janos Juhasz
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- Road safety, Pedestrians and Cyclists, Driver Behavior

L'objectif de cette étude est d'explorer, chez les jeunes adolescents au moment du second pic d'accidents piéton, les compétences mobilisées (choix de site de traversée, analyse du trafic, estimation des espaces intervéhiculaires et perception des intentions d'autrui) et les facteurs pouvant affecter leur comportement en utilisant la méthode qualitative de l'autoconfrontation et de l'hétéroconfrontation. Les participants sont 9 adolescents en classe de 6ème (1ère année de collège), 5 filles et 4 garçons. Il ressort de l'analyse des entretiens d'explicitation de leur propre comportement que les participants sont conscients de la nécessité d'être visibles des conducteurs, prélèvent des informations sur le trafic et utilisent à la fois la distance et la vitesse d'approche des véhicules dans la prise de décision de traverser. Par contre, les résultats montrent que les règles sont contextualisées et que les individus n'ont que des connaissances très partielles sur les indices issus de l'environnement routier et du véhicule qui permettraient de comprendre et d'anticiper l'action du conducteur. De façon générale, le comportement piéton de ces jeunes adolescents est guidé par le contexte social et par une représentation du conducteur comme infractionniste et peu respectueux du piéton. De plus, la conscience qu'ont les adolescents de l'influence de certains facteurs sur leur comportement n'engendre pas pour autant un contrôle, ni du comportement, ni de ses déterminants. Ces résultats, ajoutés au peu de contenus éducatifs délivrés par les parents et l'école, amènent en conclusion à s'interroger sur la distinction nécessaire entre déplacement piéton indépendant et déplacement autonome.

- by Marie-Axelle Granié
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- Child Development, Children's Voices, Pedestrians and Cyclists

When children ride bicycles in and near traffic, they engage in a complicated task of combining motor skills and cognitive skills. In addition to developing bicycle-handling skills, bicycle safety education programs teach children how to ride safely in and near traffic. However, to what extent are bicycle education programs effective in improving safe, bicycle-riding behavior and reducing injuries? The purpose of this literature review is two-fold. First, this report describes the nature of children and adolescents’ bicycle injuries in addition to understanding the types of programs that exist and their effectiveness. Second, this report explores the psychological domains related to riding a bicycle in childhood and adolescence such as motor skill development, cognitive development, brain development, and risk-taking and social influences. Understanding how each of these interacts with children’s abilities to learn and ride a bicycle safely in traffic allows researchers and safety practitioners to design more effective bicycle education programs to teach children and adolescents how to safely negotiate traffic as bicyclists.

- by Peter Norton
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- History of Technology, Traffic Engineering, Pedestrians and Cyclists

Detecting pedestrians in low resolution videos is a challenging task, due to the small size of pedestrians in the images and the limited information. In practical outdoor surveillance scenarios the pedestrian size is usually small. Existing state-of-the-art pedestrian detection methods that use histogram of oriented gradient (HOG) features have poor performance in this problem domain. To compensate for the lack of information in a single frame, we propose a novel detection method that recognizes pedestrians in a short sequence of frames. Namely, we take the single-frame HOG-based detector and extend it to multiple frames. Our detector is applied to regions containing potential moving objects. In the case of video taken from a moving camera on an aerial platform, video stabilization is first performed to register the frames. A classifier is then applied to features extracted from spatio-temporal volumes surrounding the potential moving objects. On challenging stationary and aerial video datasets, our detection accuracy outperforms several state-of-the-art algorithms.

Despite having been subject to a strong and many-sided critique, instrumental rationality persists as paramount in transport planning practice and research. This paper argues that it is crucial to acknowledge the prescriptive and normative facet of instrumental rationality in order to understand its impact on transport planning. The aim is to explore to what extent pedestrian planning – within a specific geographical context – has subscribed to the methods employed within
the limits of instrumental rationality. The study draws on data from interviews with urban and transport planners in three municipalities in the southern part of Sweden (Malmö, Lund, and Helsingborg) together with those municipalities’ urban and transport planning strategies. The material is analysed through three aspects related to (1) who the road user is in the realm of instrumental rationality, (2) what kind of knowledge is of interest within instrumental rationality and (3) how instrumental rationality takes physical form. The analysed material displays walking as increasingly being included in planning exercises and general design guidelines. However, these efforts do not form a consistent and thought-out strategy proceeding from instrumental rationality. Walking remains seemingly excluded from many methods defining this concept. Furthermore, the means are not described as explicitly related to certain ends, or vice versa.

- by Till Koglin and +1
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- Transportation Engineering, Sustainable Transportation, Mobility/Mobilities, Transportation Studies

Motor vehicle crashes are the leading cause of death among young children, and 20% of these fatalities among ages 5-9 represent child pedestrians. Recent discussions in the literature on child pedestrian education have argued the effectiveness of education approaches versus engineering approaches for increasing child pedestrian safety. One of the main arguments against education is that children rarely show increases in safe street-crossing behavior after education interventions. A majority of child pedestrian education in the United States utilizes videos and classroom instruction to teach young children. Often, these programs find an increase in children’s knowledge of pedestrian safety but do not show similar gains in increasing children’s safety behaviors. One possible explanation for this consistent finding is that psychological theories of learning and more updated child development theories are not often used when developing programs. Interventions based on relevant learning theories and child development might be more effective in increasing safe pedestrian behaviors in young children. This report scientifically reviews the literature on child pedestrian education and discusses possible child pedestrian safety programs that could be more effective in keeping child pedestrians safe.

- by Jenny Ellis
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- Pedestrians and Cyclists, Child Pedestrian Safety

The study examined gender differences in compliance with pedestrian rules among preschool children. Two groups of 5-year-old boys and girls containing a total of 162 children participated in the study. First, the children’s compliance was assessed during crossing and walking by observing their pedestrian behaviors. Then, each child was interviewed on pedestrian-danger appraisal, rule knowledge, rule compliance, and rule internalization. As hypothesized, the results showed that girls’ behaviors were more compliant than those of boys. However, boys were more compliant than girls in looking at the surrounding environment as they traveled and before crossing. Girls said they were more compliant with rules, had better knowledge of rules, and exhibited greater rule internalization than boys. Danger appraisals, however, were found to be comparable for boys and girls. Moreover, declared compliance was linked to behavioral compliance among girls but not among boys. These findings suggest that girls and boys have different motives for obeying safety rules. The results are discussed in regard to the origins of gender differences in traffic-rule compliance.

- by Marie-Axelle Granié
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- Sex and Gender, Pedestrians and Cyclists

In recent decades, many transportation authorities have been responding to traffic-flow concerns through the construction of 'footbridges' on both major roadways and lower-velocity streets. Notwithstanding some exceptions, much of this (infra) structure poses major safety and accessibility challenges for active commuters. Building on calls for socially just approaches to sustainable transitions, this paper advocates for greater critical analysis of urban 'footbridges' that privilege pervasive and uninterrupted motor-vehicle traffic. Latin American examples illustrate the role of 'pedestrian bridges' in reinforcing mobility injustices, and the role of civil society in mobilizing counter discourses to unsustainable transportation development. This paper argues for increased attention to pedestrian-rights activism in infrastructure studies, offering insightful traffic-calming proposals and sustainabletransportation alternatives.

Until now, research into child road safety has ignored social variables, both as external explanatory factors and as factors responsible for the internal construction of knowledge. Road socialization does not only involve simple imitation by the child of what he/she sees or hears about safety. Our aim in this research is to understand children’s construction of safety behaviours while taking account of the complexity of their living environment. Interviews of children aged five and eight years in the framework of an evaluation of the different types of road safety education activity on seat-belt wearing in cars are analyzed. The results show that children do not merely reproduce the visual or oral messages received from their parents or school. They reconstruct a discourse which justifies their behaviour and the behaviour they observe. They construct their own representation of road safety by comparing the value systems which belong to the different living environments they encounter. The relevance of the findings is discussed for road safety, for the reproduction of violating behaviour and for the role of the personalization process with regard to breaking and conforming to road safety rules.

- by Marie-Axelle Granié
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- Child Development, Compliance, Pedestrians and Cyclists

Data obtained in teenage cyclist impact against three vehicles (sedan, SUV and Pick Up), tested in previous works, are analyzed to verify the theoretical results by the coupling of momentum conservation principle and energy conservation principle. The speed of vehicle and thorax are compared with theoretical ones, obtaining an excellent agreement. Following the results found in the literature, particular emphasis is done on teenager cyclist thorax and head speeds, indicating that the cyclist speed can be theoretically until 1,41 times the impact speed, while greater values, until 2, are obtained in the simulations. A small slowing of the vehicle is found theoretically and in the simulations, due to kinetic energy transfer. A small component of the vehicle speed exists in the orthogonal plane to the motion, due, for example, to the compression of the rider body on the bonnet. A parameter is determined using all the data in term of thorax speed, in all the impact speeds and in all the relative positions; its value does not appear depending on the vehicle mass. It allows the subsequent determination of the best values of three geometric actual parameters identified in front of the vehicle: bumper height, bonnet height and bonnet inclination angle, by interpolation with a second order curve, by making the conclusion that the frontal part of the vehicle may be designed in order to reduce the injury.

- by Ariane Tom
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- Psychology, Behavior, Visual perception, Transportation

The increasing number of registered road crashes involving cyclists during the last decade and the high proportion of road crashes resulting in severe injuries and fatalities among cyclists constitutes a global issue for community health, urban development and sustainability. Nowadays, the incidence of many risk factors for road crashes of cyclists remains largely unexplained. Given the importance of this issue, the present study has been conducted with the aim of determining relationships between infrastructural, human factors and safety outcomes of cyclists. Objectives: This study aimed, first, to examine the relationship between key infrastructural and human factors present in cycling, bicycle-user characteristics and their self-reported experience with road crashes. And second, to determine whether a set of key infrastructural and human factors may predict their self-reported road crashes. Methods: For this cross-sectional study, a total of 1064 cyclists (38.8% women, 61.2% men; M = 32.8 years of age) from 20 different countries across Europe, South America and North America, participated in an online survey composed of four sections: demographic data and cycling-related factors, human factors, perceptions on infrastructural factors and road crashes suffered. Results: The results of this study showed significant associations between human factors, infrastructural conditions and self-reported road crashes. Also, a logistic regression model found that self-reported road crashes of cyclists could be predicted through variables such as age, riding intensity, risky behaviours and problematic user/infrastructure interactions. Conclusions: The results of this study suggest that self-reported road crashes of cyclists are influenced by features related to the user and their interaction with infrastructural characteristics of the road.

- by Sergio A Useche and +2
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- Road safety, Human Factors, Road Traffic Crashes, Pedestrians and Cyclists

La multiplicación de las políticas peatonales en el mundo llevan los actores de la intervención urbanística y de la investigación científica a volver a cuestionar la configuración de la calle (acera, funciones y distribución espacial y temporal). El seminario bilateral, reuniendo universitarios y actores políticos de América Latina y Europa se propone reflexionar sobre los cambios políticos, sociales y espaciales de la construcción del espacio público contemporáneo por y para les desplazamientos a pie. Las intervenciones tendrán un enfoque que articulara el nivel micro (acera) al nivel macro (sistema político).

- by Jérôme M J Monnet and +1
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- Urban Geography, Mobility/Mobilities, Urban Planning, Urban Studies

Urban mobilities are produced through different relations, interactions and materialities. Different combinations of these factors lead to different mobilities, some of which are more sustainable than others. Moreover, mobilities are influenced, shaped and produced through the materialities that create power relations between mobilities and people and that reinforce certain unsustainable ways of moving in the urban space. This paper focuses on the Western Harbour in the city of Malmö, Sweden, which is an area that has been developed during the era of sustainable development and thus the production of mobilities as part of the development should have been sustainable. However, it is shown in this paper that this has not been the case. In particular, peoples’ movements and how they use urban space have not been in focus during the development of the Western Harbour area. While cycling through the Western Harbour, the experience is that obstacles are often in the way and that the network within the area is not connected and is confusing. Moreover, the dominance of cars is very distinct. In this paper, I argue that these materialities influence mobilities and that this can lead to the dominance of unsustainable forms of mobility. By analysing urban mobilities in the Western Harbour, I show that urban planning, even though it might have sustainability as its foundation, can lead to materialities that produce unsustainable mobilities.

- by Till Koglin
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- Critical Theory, Transportation Engineering, Sociology, Geography

Traffic safety, once neglected within the larger history of the automobile in the United States, has finally been getting the attention it always deserved. Nevertheless historians still sometimes misappraise traffic safety in one era by the standards of another. Ahistorical assumptions have contributed to misinterpretations—for example, that Americans of the 1920s were extraordinarily tolerant of traffic casualties because they did not respond to them as more recent traffic safety paradigms would prescribe. As a corrective, four paradigms, approximately sequential, are proposed: Safety First, Control, Crashworthiness, and Responsibility. Historians are invited to borrow, modify, or replace them, and to consider their applicability to other countries. Whether these particular paradigms survive review or not, historians who are alert to safety paradigms will produce more reliable scholarship on the history of traffic safety.

- by Peter Norton
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- Transportation Engineering, History, American History, Transportation Studies

The study aimed to establish the differences between
cyclists and runners in terms of the frequency of them
actively spending their leisure time and the frequency
of them participating in various mass sports events. At
the same time, we analysed the habits and experience of
participants in such events and explained the correlation
between their participation in mass sports events
and their lifestyle. The study sample was made up of
recreational cyclists (194) and runners (664). It included
participants in two of the largest mass sports events in
Slovenia, namely the Ljubljana Marathon and the Franja
(Cycling) Marathon. The study was underpinned by
quantitative and qualitative research. We established
that the cyclists are more frequently active and attend
more events than the runners. Moreover, the share
of those classified as ‘serious’ participants is larger
among the cyclists. We established that a person’s active
lifestyle is influenced by their participation in past
events and experience gained. Many of them see their
participation as a way of asserting themselves, a social
event and a reason for physical activity. For the ‘serious’
participants, who still account for the smallest share
of individuals attending the events, participation in a
multitude of events represents a special lifestyle with
sport occupying the central place of their leisure time.

Chůze po dvou umožnila enormní rozvoj využívání rukou a lidského mozku. Díky mozku jsme nakonec překonali i chůzi jakožto náš hlavní způsob dopravy. Svou vynalézavostí jsme dospěli až do období spalovacího motoru, jehož masové používání však dnes ohrožuje lidské zdraví i samotnou naší existenci na Zemi. Města dnes tvoříme víc pro auta než pro lidi. Kromě lokálního znečištění ovzduší spalováním fosilních paliv automobilová doprava značně přispívá také ke vzniku klimatické krize. Celosvětově zodpovídá za 16 % vyprodukovaného oxidu uhličitého. Nacházíme se ve fázi, kdy se lidstvu povážlivě tenčí uhlíkový rozpočet zbývající do oteplení nad 1,5 °C oproti období před průmyslovou revolucí, které způsobí nezvratné změny v klimatickém systému s nedozírnými dopady na zemské systémy a lidskou civilizaci. Emise je proto nutné dramaticky snižovat. Zároveň se však ukazuje, že chůze a další bezemisní druhy dopravy mohou ve městě převážit pouze pokud nejen přestaneme města plánovat primárně pro auta, ale změníme také celkový způsob našeho života. Musíme překonat růstové a konkurenční zaměření naší civilizace, které nás neustále nutí zvyšovat svůj výkon, efektivitu, produktivitu, konzum a konkurenceschopnost. Aby se po městě dalo chodit, musíme se přestat neustále honit za úspěchem, ale také silně regulovat funkční využití měst a trh, který život ve městech neustále zdražuje. Nemocný systém tak život z města de facto vytlačuje a dělá z něj mrtvý prostor pro investiční aktivity nejbohatších obyvatel světa. Nutnou podmínkou toho, aby se město stalo místem přátelským pro chůzi, je vytvoření sociálně spravedlivého systému, který dokáže zajistit finančně dostupné bydlení a obdobně kvalitní podmínky pro život v různých částech města. Systém, který dokáže lidem zabezpečit základní jistoty, díky nimž se pak nemusí každý den v dopravních zácpách honit za co možná největším výdělkem. Možná nám to nyní připadá nepředstavitelné. Ale vzpomeňme na náš vlastní mozek. Tak jako nám naše představivost a kreativita dovolila vytvořit pro naše prapředky nepředstavitelný svět stojící na obrovské spotřebě fosilní energie, který se s každou další krizí může rozpadnout jako domeček z karet, může být i klíčem k odhalení cest k úniku z pasti naší nemocné civilizace.

- by Michaela Pixová
- •
- Social Justice, Transportation, Imagination, Affordable Housing

Since the 1960s, research on urban transport and mobilities has evolved within the pages of Technology and Culture. The work reviewed is of growing significance amid the necessity of a transition to more sustainable and inclusive... more

- by Peter Norton
- •
- History, Modern History, Sustainable Transportation, Mobility/Mobilities

The study of the injury caused by the vehicle-teenage cyclist crash is presented in this paper. The
vehicle is a SUV, with high frontal part, in order to compare the results with those obtained previously in the
sedan- teenage cyclist crash and begin a study of the influence of the frontal shape of the vehicle. No variation
is executed on the model of the teenage cyclist and the bike. Three different positions are analyzed: front, rear
and lateral position. The injury on the cyclist head is examined by HIC criterion, in the way indicated in the
rules. Correlation HIC – AIS is used to calculate the lethality of the injuries. The principal conclusion is done
that the injury of the head is more dangerous for the SUV impact than the sedan, but only at the maximum
speed (50 km/h). The injury to the chest is analyzed by 3 ms criterion; the injury is greater for the SUV impact
than the sedan, but the entity is strongly dependent on the cyclist position. A comparison is executed with both
the teenage and adult pedestrian concluding that the pedestrian is subjected to greater injury, because the bike
absorbs a part of the energy in the front and side crash. The more dangerous injury is the telescoping. A further
comparison show that the shape of the bonnet and the height of the frontal part have to be studied in an accurate
way to reduce the injury to pedestrians and cyclists.

This article deals with the scientific factors that have contributed to the dominance of motorised transport and the development of theoretical approaches in transport planning. Connections are made to modernism and to the theories within the field of transport planning that have created today’s transport systems. Connections are then made to the field of bicycle planning. It is argued that there is a lack of theoretical research in bicycle planning that built on empirical studies. This has contributed to the bicycle often being marginalised in transport systems. Moreover, it is argued that new theoretical research could have a similar effect on bicycle planning as it has had on motorised transport planning. Although there is theoretical research about bicycling, such as vélomobility research, such research does not tend to theorise about bicycle planning. The idea put forward in this article is that theoretical knowledge from the field of mobility studies could be a first step in that direction. This article draws on the politics of mobility and research in vélomobility and develops a theoretical ground for transport planning that takes bicycling into consideration.

- by Till Koglin
- •
- Critical Theory, Transportation Engineering, Sociology, Social Theory

This paper develops a framework for understanding pedestrian mobility pattern from WiFi traces and other data sources. It can be used to forecast demand for pedestrian facilities such as railway stations, music festivals, campus, airports, supermarkets or even pedestrian area in city centers. Scenarios regarding the walkable infrastructure and connectors, the scheduling (trains in stations, classes on campus, concerts in festivals) or the proposed services in the facility may then be evaluated. It is inspired by activity-based approach. We assume that pedestrian demand is driven by a willingness to perform activities. Activity scheduling decision is explicitly taken into account. Activity-based approach for urban areas is adapted for pedestrian facilities, with similarities (scheduling behavior) and differences (no “home” in pedestrian facilities, thus no tours). This is a first attempt to define a integrated system of choice models in the context of pedestrian facilities.

The objective of this study is to explore the effects of sex-stereotype conformity and the internalization of traffic rules on risk-taking among adolescent pedestrians. Sex-stereotype conformity, danger perception, internalization of traffic rules and risky behaviors self-reported by 278 adolescent pedestrians (130 boys and 148 girls) aged 12 to 16 were measured. The results show an effect of sex-stereotype conformity on the internalization of traffic rules and risky behavior. Furthermore, the results show an effect of internalizing traffic rules on the risky pedestrian behaviors. Thus, it appears that, more than biological sex, it is the level of masculinity and the level of internalization of the rules that explain gender differences in risk-taking among adolescent pedestrians.

Generalizations about 'car culture' in the United States, and about American's 'love affair with the automobile', have concealed persistent values and practices among millions of Americans that do not suit such stereotypes. Car culture and the car's attractions are not denied. American society, however, is a complex of numerous subcultures, including many that resented and resisted the automobile's growing priority during the twentieth century. Such groups' resistance to automobile domination has been neglected. Persistent advocacy for pedestrians' interests is illustrated through numerous examples from the 1920s to the 1960s, the decades when 'car culture' rose to its apogee.

- by Peter Norton
- •
- History, Mobility/Mobilities, Transportation Studies, Public Transport

The investigation of crowd behaviours in normal and emergency situations has been greatly facilitated by various agent-based pedestrian models. Those models are built upon different assumptions in order to represent or mimic reality. One of the key challenges in pedestrian modeling is the verification of those assumptions or the best model specification by using existing datasets and suitable calibration approaches. This paper illustrates a case study where we calibrate different pedestrian model specifications with an open pedestrian trajectory dataset from Edinburgh Informat-ics Forum and select the best model according to various model selection criteria. Two floor field cellular automaton models with Euclidean and modified Euclidean distance metrics are presented for the static floor field. Our study shows that the modified Euclidean distance metrics can provide better fitting for the navigation environments without obstacles.

- by Ruggiero Lovreglio and +1
- •
- Pedestrians and Cyclists, Fire safety evacuation, Pedestrian Movement, Pedestrian and crowd

Child pedestrians are highly represented in fatal and severe road crashes and differ in their crossing behavior from adults. Although many children carry cell phones, the effect that cell phone conversations have on children's crossing behavior has not been thoroughly examined. A comparison of children and adult pedestrians' crossing behavior while engaged in cell phone conversations was conducted. In a semi-immersive virtual environment simulating a typical city, 14 adults and 38 children (11 children aged 7–8; 18 aged 9–10 and 9 aged 11–13), experienced road crossing related traffic-scene scenarios. They were requested to press a response button whenever they felt it was safe to cross. Eye movements were tracked. Results have shown that all age groups' crossing behaviors were affected by cell phone conversations. When busy with more cognitively demanding conversation types, participants were slower to react to a crossing opportunity, chose smaller crossing gaps, and allocated less visual attention to the peripheral regions of the scene. The ability to make better crossing decisions improved with age, but no interaction with cell phone conversation type was found. The most prominent improvement was shown in 'safety gap'; each age group maintained a longer gap than its predecessor younger age group. In accordance to the current study, it is safe to say that cell phone conversations can hinder child and adult pedestrians' safety. Thereby, it is important to take those findings in account when aiming to train young pedestrians for road-safety and increase public awareness.