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  • Thursday 16 Nov 2023
  • Friday 17 Nov 2023

Thursday 16 Nov 2023

09:40 – 10:55 Round 1

E-scooters and others

E-scooter riding: Prediction of hazards from the perspective of users and non-users

T. Jung, M. Ringhand, J. AnkeConference room

  1. Evaluation of hazard perception and prediction skills when being confronted with e-scooter-specific hazards
  2. Hazard prediction test with 18 traffic-scene clips including multiple-road-user, single-user, and non-hazardous events
  3. 772 participants with varying road user profiles; n=47 were frequent e-scooter riders
  4. Multiple road user events were more correctly predicted than those associated with the environment or road conditions
  5. Frequent bicycle use and holding a driver’s license enhances the hazard prediction performance

Thu 09:40 – 10:55

E-Scooters: Transport or leisure? Findings from naturalistic data collection

Rahul Rajendra Pai, Marco DozzaConference room

  1. E-scooters not only serve as a mode of transport but are also used for leisure activities.
  2. When used for leisure activities, e-scooters riders are 6.55 times more likely to experience a safety critical event.

Thu 09:40 – 10:55

Evaluating safety risks for micromobility users in protected bike lanes based on vertical element selection

A. M. Pérez-Zuriaga, J. Dols, M. Nespereira, A. GarcíaConference room

  • A protected bike lane is physically separated from motor-vehicles with a vertical element.
  • Risk of crashes or falls can vary depending on the vertical element type.
  • PC-Crash has been used to assess the safety for micromobility users in protected bike lanes when they collide to the vertical element.
  • HIC15 and the distance from the bike lane to the roadway that the micromobility vehicle reaches have been used for the analysis.

Thu 09:40 – 10:55

Experimental investigation on the safety performance of a new class of small wheel micro-mobility devices

M. Paudel, F.F. YapConference room

  1. Motor-assisted micro-mobility devices are becoming increasingly popular. 
  2. It is essential to experimentally evaluate the rideability and safety of micro-mobility devices. 
  3. We conducted experiments to evaluate braking, acceleration, and obstacle-overcoming performance.

Thu 09:40 – 10:55

Heavy vehicle – bicycle crashes

Bicyclist crashes with cars and SUVs: Injury severity and risk factors

S. Monfort, B. MuellerNews room

  1. Bicyclist injuries from crashes with SUVs were more severe than those from crashes with cars, particularly with respect to head injuries.
  2. The injury severity from SUVs was related to their tendency to produce injuries from ground contact or from vehicle components near the ground.
  3. The size and shape of SUV front ends are responsible for the differences in bicyclist injury outcomes.

Thu 09:40 – 10:55

In-depth analysis of scenarios and injuries in crashes between cyclists and commercial vehicles in Germany

A. Ron Schindler, B. Hanna JeppssonNews room

  • In-depth analysis of crashes between cyclists and commercial vehicles based on GIDAS
  • Most common crash scenarios are crossing and turning-off crashes
  • More than 80% of crashes happen at speeds below 30 km/h
  • Impact on the commercial vehicle is mostly to the front or right side
  • MAIS3+ injuries mainly to head, thorax and upper extremities account for 7% to 15% of injuries

Thu 09:40 – 10:55

Required field of view of a sensor for an advanced driving assistance system to prevent heavy-goods-vehicle to bicycle accidents

Ernst Tomasch, Heinz Hoschopf, Karin Ausserer, Jannik RießNews room

  1. Most frequent HGV vs. cyclists are accidents at junctions and turning to right situations followed by overtaking maneuvres
  2. Driving path of a HGV differs significantly from that of a passenger car and thus requirements of sensor differ either
  3. About one third of the trucks were accelerating from a stopped position (e.g. at a junction) and failed to see the cyclist
  4. At the time it becomes apparent that the HGV and cyclist are crossing each other’s path, it is not possible to stop in time
  5. For optimum effectiveness, the appropriate lateral zones must remain free from obstructions, i.e. parked vehicles, vegetation, etc.

Thu 09:40 – 10:55

Road safety-relevant factors in accidents between cyclists and truck drivers and the role of advanced driver assistance systems (ADAS)

K. Ausserer, J. Rieß, E. Tomasch, H. HoschopfNews room

1) Truck drivers and cyclists are aware of the problem of blind spots but cyclists underestimate the range of blind spots

2) Cyclists and truck drivers assume assistance systems have a potential to increase the road safety of cyclists

3) High acceptance of assistance systems amongst truck drivers

4) Poor or limited communication possibilities between cyclists and truck drivers are reported more frequently by cyclists

5) Separate cycling infrastructure is seen by both groups as an effective measure to increase cyclists’ road safety

Thu 09:40 – 10:55

11:15 – 12:30 Round 2

Bicycle technology

Comparison of Electromechanical Means of Stabilizing a Bicycle

Jason K. MooreNews room

  1. History of stabilizing two-wheelers for safety
  2. Simulations and comparisons of stabilization methods
  3. Discussion on whether these assistance can be useful and feasible for bicycle safety

Thu 11:15 – 12:30

Evaluation of the trial of smart bicycle lights

H. Alavi, D. Young, H. Reddan, J. Johnson, N. HaworthNews room

  1. Trialled innovative bicycle light technology from See.Sense to improve cyclist safety and mobility
  2. Established a network of committed cyclists and a new stakeholder engagement avenue to reach out to the cycling community
  3. Data from 800 cyclists for 12 months has potential to inform future strategies, investments, policies, and planning/design

Thu 11:15 – 12:30

Project Cycling Life – a large-scale RCT to evaluate the safety effect of daytime running lights on bicycles

H. Lahrmann, T.K.O. Madsen, A.B.Tallaksen, A.V. Olesen,News room

  1. In Denmark 2,000 cyclists per million inhabitants are treated every year following multi-party accidents.
  2. A randomised controlled trial has been conducted to determine the safety effect of daytime running lights on bicycles.
  3. Single-party accidents were used to compensate for demand characteristics.
  4. Daytime running lights on bicycles have a non-significant effect of minus 25 % on cyclists’ multi-party accidents with injuries.

Thu 11:15 – 12:30

Public opinion on smart bicycle technologies enhancing cycling safety: A survey study among 1354 cyclists across Europe

G. Kapousizis, Mehmet Baran Ulak, Karst GeursNews room

  1. European-based survey
  2. Smart features on e-bikes to increase cycling safety
  3. Smart features on e-bikes classified (k-means) as: 1) not useful, 2) moderately useful and 3) very useful for cycling safety
  4. Age and cycling anxiety are positive and significant variables towards smart features in the moderately useful group
  5. Males have a more positive view towards smart features than females in the very useful group

Thu 11:15 – 12:30

Infrastructure – design

Bicycle crashes with curbs

V. ZuserConference room

  1. Out of a total of 249 bicycle and e-bike crashes analyzed, curbs were involved in approximately 1 in 10 crashes
  2. 9 out of 10 curb crashes are single crashes
  3. Curb contact is mostly unintentional – intentional riding up or down the curb is less relevant as a cause
  4. Rider behavior, mainly misjudgment, is responsible for the majority of curb crashes
  5. Older crash victims are overrepresented in curb crashes

Thu 11:15 – 12:30

Design of Urban Junctions in Relation to Cycling Safety

T.S. Buch, W. Hansen, M.G.L. Jensen, M.W.J. SørensenConference room

  1. Among the examined bicycle facility designs in signal-controlled junctions, truncated cycle tracks are safest for cyclists.
  2. A set-back cycle track where duty to give way is imposed on cyclists is the safest design for cyclists in urban roundabouts.
  3. Coloured marking applied to a cycle lane or cycle track in a roundabout does not seem to benefit cyclists’ safety.
  4. Overall, mini roundabouts do not seem to be less safe for cyclists than 1-lane roundabouts in urban areas.
  5. It seems that a signal-controlled junction is safer than a roundabout for cyclists but chosen design may have great importance.

Thu 11:15 – 12:30

Essential safety elements concerning infrastructure of cycle paths; a risk based approach in cycling safety

G. J. Wijlhuizen, E. de KievitConference room

  1. One of the key elements in road safety policy in The Netherlands is the implementation of a ‘risk-based’ approach, also for cycling safety by the Knowledge Network for the Strategic Road Safety.
  2. Design principles for sufficiently safe cycle paths should:
  3. Enable cyclists to maintain their balance and be wide enough to enable cyclists to overtake or pass other cyclists, and provided forgiving shoulders.

Thu 11:15 – 12:30

What turns a bicycle street into a street for cyclists? A multimodal study on subjective safety of infrastructure measures on bicycle streets using an approach in virtual reality.

M. Schwarzkopf, A. Dettmann, M. Kreußlein, J. Trezl, A. C. BullingerConference room

  1. Using VR to assess the subjective safety of cycling infrastructure
  2. Expectations for safe cycling lanes and identification of the status quo
  3. Evaluate typical infrastructure measures of bicycle streets
  4. Adressing people who do not cycle (due to safety concerns)
  5. Comparison of online surveys and VR-based surveys

Thu 11:15 – 12:30

12:30 – 13:00 Poster pitches Day 1

A Data-driven Approach to the Safety Management of Active Mobility Users

Moira EE, KOH Puay Ping, Linda NEOConference room

  • With more people using active mobility, Singapore’s Land Transport Authority had undertaken a multi-pronged approach to enhance path safety
  • A data-driven approach was adopted to systematically track and monitor accident trends spatially and temporally via GIS
  • Through spatial clustering, potential blackspots were identified which were analysed and identified for treatment
  • Potential treatments were prescribed where required, taking into account the localized features of each blackspot
  • This targeted outcome of treatment aims to reduce the number of accident occurrence at these locations

Thu 12:30 – 13:00

A Matter of Space and Perspective – Cyclists’ and Car Drivers’ Assumptions about Subjective Safety in Shared Traffic Situations

R. von Stülpnagel, H. RintelenConference room

  • We investigate the subjective safety cyclists and drivers associate with specific road designs with a large online survey.
  • Mixed traffic is considered unsafe not only by cyclists, bur by car drivers as well.
  • A prominently designated cycling boulevard appears to impress the intended priority of cyclists over cars.
  • On wide cycling lanes, cyclists feel almost as safe as car drivers, even when riding next to parked cars.
  • Narrow cycling lanes feel safe for drivers, but very unsafe for cyclists, especially next to parked cars.

Thu 12:30 – 13:00

Assessing Cycling Infrastructure and Bike-Transit Accessibility Through Shortest Path Routing

R. Passmore, K. Watkins, R. GuenslerConference room

  1. Modeled least impedance cycling routes using a shortest time and an attribute impedance.
  2. Produced visuals and metrics to communicate the increase in accessibility from new cycling infrastructure.
  3. Future work will be on developing a method for calibrating impedances from cycling ridership data.
  4. Methods intended for use in areas where cycling for transport hasn’t reached mass adoption and/or the cycling network is disconnected/nonexistent.

Thu 12:30 – 13:00

Autonomous Vehicles and the Future of Bicycle Urbanism: Insights from Contemporary Living Labs

A. GaioConference room

  1. Empirical data on cycling with autonomous vehicles
  2. Specific look into bicycle users as a distinct vulnerable road user group when interacting with autonomous vehicles
  3. Lived-experience accounts from participants who interact with regularly operating autonomous vehicles in their everyday lives
  4. Synthesis of impacts on bicycle urbanism and behavioural outcomes from living lab experiments with autonomous vehicles

Thu 12:30 – 13:00

Bicycle Exposure Models Using Bayesian Updating

R. T. Panik, K. E. Watkins, I. TienConference room

  1. Monitoring bicycle traffic is difficult due to agency limitations, noisy data, and highly variable bike travel patterns.
  2. This work investigates the feasibility of using a Bayesian framework for estimating cycling volumes.
  3. The models use crowd-sourced, segment level data to inform priors and strategic counts for updating.
  4. Results will indicate whether Bayesian approaches might improve modeling when observed data is limited.

Thu 12:30 – 13:00

Bicycle safety experienced by cyclists within city limits in The Netherlands

Jeanette van ‘t ZelfdeConference room

  • Over 6000 Dutch cyclists, both pedelec and non-electric bicycle riders, joined a research on cycling safety within city limits
  • Both groups stand out in the judgement of their own way of cycling, rated with an 8.4 for safety and an 8.6 for confidence
  • Respondents with a pedelec tend to take more safety measures themselves than other cyclists
  • Differences in speeds and sizes on cycle paths make 23% of cyclists always or often feel unsafe
  • Infrastructural improvements, law enforcement and new or adjustment of legislation are the top 3 safety measures

Thu 12:30 – 13:00

Bicycle simulator validation study: A methodological approach

M. Suing, P. Seiniger, M. Bierbach, A. C. Kiehl, H. Ma, S. Pliquett, F. SurgesConference room

The aim of the validation study is to examine both the physical-technical validity and the behavioral validity. Objective and subjective measurement will be used to assess how accurately the simulator replicates a real-world bicycle dynamic and cycling experience. A special focus is placed on aspects such as acceleration, braking, steering, lean angle, as well as the cognitive load when performing the cycling tasks. In the presentation of the study, the focus will be placed on the methodological approach.

Thu 12:30 – 13:00

Bicyclists’ attitudes and perceptions towards self-driving cars: A mixed methods approach

E. Hollauf, C. Luger-Bazinger, V. Hornung-PrähauserConference room

  1. As vulnerable road users, the expectations and needs of bicyclists must be considered when developing autonomous vehicles.
  2. We followed a mixed methods approach (survey N=889; focus groups N=19) to gain insights into perceptions and attitudes of bicyclists.
  3. Perceived safety and trust are essential factors in the acceptance of AVs, as affinity for technology, gender and age are significant predictors of those factors.
  4. Using external human-machine interfaces to facilitate communication between bicyclists and AVs is a promising approach.

Thu 12:30 – 13:00

Coexisting on the Road: A Study on Drivers’ Attitudes Toward Cyclists in Czechia

E. Adamovská, Z. Dytrt, J. Kočková, P. Skládaná, M. ŠimečekConference room

  • Study investigates car drivers’ attitudes toward cyclists, using qualitative and quantitative research methods.
  • Findings confirm drivers’ negative attitudes towards cyclists stem from perceived unpredictability and vulnerability.
  • Negative perceptions of cyclists include perceived careless behaviour and a lack of legitimacy on the road.
  • Results emphasize need to address negative attitudes for promoting sustainable mobility and enhancing road safety.

Thu 12:30 – 13:00

Comparison of different cargo transport concepts on bicycles and their influence on cycling stability in open and closed loop

C. Groß, J. Vortanz, S. MüllerConference room

  1. In this work, we model different bicycles: a reference bike, one equipped with a rack, one with a trailer, and a cargo bike.
  2. We assess these different cargo transport concepts on bicycles by the means of a stability index that incorporates steering and lean work.
  3. In our work, we compare open and closed loop stability of bikes with racks, bikes with trailers and cargo bicycles against a reference bicycle as a baseline.
  4. With respect to the chosen stability index, the cargo bicycle performs best at high speeds. At low speeds, all cargo transport concepts are worse than the unloaded baseline bike. The trailer is preferable at low speeds.

Thu 12:30 – 13:00

Comparison of driving characteristics between e-scooters and e-bikes

M.Suzuki, K.EndoConference room

  • In Japan, some e-scooters are beginning to be recognized as a type of pedestrian, just as bicycles are considered a type of pedestrian. 
  • I introduce many classifications of e-scooters and their complex rules.
  • I investigated the specifications of e-scooters and analyzed their hazards and subjective evaluations.
  • The same road surface conditions can cause vibration in a bicycle, but the vibration is not transmitted to the rider, making the bicycle more comfortable to ride. On the other hand, electric scooters transmit vibrations directly to the rider, making the rider feel very uncomfortable, especially on downhill slopes.

Thu 12:30 – 13:00

Hitting the Target: What 75% travel means for cyclists

M. Olyslagers, S. T. LucchesiConference room

  • UN Global Road Safety Performance Target 4 is that by 2030, more than 75% of travel on existing roads is on roads that meet technical standards for all road users considering road safety.
  • Where there is a lack of data for bicyclist trips, mapping where 75% of travel might bias the investments toward prevalent travel modes for which there is more data, namely large motorised vehicles.
  • This study aims to identify the 75% of travel routes for cyclists, and compare if they differ from the other modes by gender, and determine if cyclists are riding on safe roads. 
  • The analyses are built on origin-destination survey data collected in the city of São Paulo (RSMP) in Brazil, the second-largest metropolitan region in Latin America, and home to 22 million people.
  • The bicyclist trip maps were generated for men and women and compared to existing 75% of travel maps, and bicyclist safety Star Ratings data for the city.

Thu 12:30 – 13:00

How is cycling safety affected by micro-level built environment variables? A case study using a deep learning approach

A. Lurong Xu, B. Shuli Luo, C. Steve O’ Hern, D. Alexa DelboscConference room

  • Novel framework evaluates cycling safety using deep learning & Street View Images (SVI), overcoming data limitations & geographic barriers
  • Cycling safety influenced by micro-level built environment (BE) variables’ interaction
  • Physical disorder is a significant, previously neglected factor in evaluating cycling safety
  • Spatial heterogeneity’s impact on cycling safety warrants consideration when assessing built environment variables

Thu 12:30 – 13:00

How Smooth is Your Ride? A Comparison of Sensors and Methods for Surface Quality Assessment using IMUs

M. Beeking, H. Wies, M. Steinmaßl, K. RehrlConference room

  1. Quantization of the performance gain of roughness estimation when using an industrial grade IMU instead of a smartphone
  2. Comparison of both numerical and ordinal well-established roughness and comfort assessment methods from literature
  3. Evaluation of the stability of each sensor-method-combination, using the dispersion of results on the same segment
  4. Evaluation of the reliability of each sensor-method-combination, using the agreement between combinations
  5. Recommendation for the number of test rides required for a reliable result per sensor-method combination

Thu 12:30 – 13:00

Incomparable Results: Exploring the Challenges of Measuring Lateral Passing Distance

Z. Janoška, M. BílConference room

  • Lateral passing distance during overtaking is an important measure of safety.
  • The definition of the lateral passing distance influences the measured distance during the passing event. 
  • The difference in definitions makes results of majority of studies incomparable.

Thu 12:30 – 13:00

Interactions among cyclists riding the wrong way on the bicycle path

C. Leschik, I. Irizar da Silva, K. Gimm, M. JunghansConference room

  • cyclist-cyclist interactions, while one was traveling in the wrong direction differed from each other and can be clustered
  • mostly, the wrong-way cyclists and normal riding cyclists rode already separately on footpaths and bicycle paths
  • wrong-way cyclists had lower speeds than “normal” cyclists

Thu 12:30 – 13:00

Kick-plate test for assessing bicycle dynamics and tyre effect

G. Dell’Orto, L. Alizadehsaravi, R. Happee, J. K. MooreConference room

  • Tyres may affect bicycle dynamics
  • The kick-plate may be a helpful test bench to provide repeatable lateral perturbation
  • A nonlinear model has been implemented to simulate the kick-plate test.

Thu 12:30 – 13:00

Odds of self-reported minor cycle crashes with conventional and electric assisted cycles adjusted for cycling frequency in Dutch and Belgian adults. A prospective study

B. de Geus, T. Ampe, J. Van Cauwenberg, P. SchepersConference room

Results will be available by November 2023

Thu 12:30 – 13:00

Older and Younger Cyclists: Exploring the relationship between neuropsychological task performance and inner-city cycling behaviour

F. Westerhuis, D. De WaardConference room

  1. Behaviour of older and younger cyclists is compared and relationships between cognitive scores and cycling manoeuvres were explored
  2. Participants performed three neuropsychological tasks and cycled 6km through the city of Groningen with a small GPS action camera on their bicycle
  3. Lateral Position, swerving, and speed were compared on various road types and correlations between tests and traffic manoeuvres were analysed
  4. Preliminary analyses show speed differences between older and younger cyclists while approaching an intersection on which they turned left
  5. Only in older cyclists, a correlation was found between the approaching speed before the intersection and time to complete the TMT-B test

Thu 12:30 – 13:00

Overtaking in Stuttgart – Analysis of the lateral distances between motor vehicles and bicycle traffic with reference to traffic volume and cycling infrastructure

Hochschule für Technik StuttgartConference room

  • 42 % of overtaking processes between motor vehicles and cyclists in Stuttgart are proceeded with too narrow lateral distances
  • Cycle lanes result in lower lateral distances in overtaking processes between motor vehicles and cyclists than mixed traffic
  • Lateral distances in overtaking processes between motor vehicles and cyclists are not affected by motor vehicle traffic volume
  • Lateral distances in overtaking processes between motor vehicles and cyclists are not affected by the time of day

Thu 12:30 – 13:00

Perception of cyclists while being overtaken by motorized vehicles: A semi-naturalistic field study in urban mixed traffic

F. H. Strelow, M. VollrathConference room

  1. Conducting a field study in mixed urban traffic
  2. Use of an on-ride method to capture cyclists’ mental comfort while being overtaken by motorised traffic
  3. Measurement of overtaking distances maintained by motorised traffic towards cyclists

Thu 12:30 – 13:00

Review of the literature on the safety of micromobility

Virginia PetrakiConference room

  • An investigation of the most recent safety trends of e-scooters and e-bikes internationally, through a review of 81 micromobility safety studies.
  • Surrogate safety studies unveil valuable insights into the risk factors associated with e-scooters and e-bikes.
  • The transformative impact of micromobility on travel patterns is examined as well.
  • Micromobility safety results are not black and white; they depend on infrastructure, traffic volumes, speed, and safety culture.
  • Policy recommendations are discussed based on the identified safety issues.

Thu 12:30 – 13:00

Safety of active mobility device users on Singapore roads

P.P.Koh and ChandrasekarConference room

  • Active mobility has been rising as a popular mode of transport over the past few years
  • With more cyclists on roads, potential conflicts with other road users can arise
  • Targets to examine fatal accidents involving active mobility device users in details and propose suitable countermeasures
  • Descriptive and detailed analysis of the accidents were conducted to highlight key accident issues
  • The potential of infrastructure intervention to reduce fatal accidents from occurring is estimated

Thu 12:30 – 13:00

Share the road – International experiences with recommendations and laws on lateral distance to cyclists

A. Eriksson, S. U. JensenConference room

  • We have collected experiences from several countries on overtaking distance for cars when passing cyclists.
  • Several countries have laws stating a minimum passing distance, others do not.
  • Investigations show that not all drivers are aware of the laws on passing distance.
  • The police challenge: How do you control and prove that drivers pass too closely?
  • All this and more will be presented in the poster.

Thu 12:30 – 13:00

Shared E-Scooter Crashes and Probe Data Exposure: A Case Study for Nashville, Tennessee

A. Sameer Aryal, B. Nitesh Raj Shah, C. Christopher, R. CherryConference room

  • In the USA, shared e-scooter crashes with cars occur at a rate of approximately 2 per 100,000 trips
  • Crash rates vary by time of day, but little is known about crash rates on specific streets
  • This study pairs shared e-scooter crash data in police reports with exposure data provided by scooter companies
  • We assess crash rates on specific street segments in Nashville, Tennessee USA
  • Similar to Vision Zero oriented “high injury networks”, scooter crashes tend to occur on high exposure streets

Thu 12:30 – 13:00

Visual attention and riding behaviour of e-scooter and cyclist users in shared paths – system development and in field experiment

G. Pappalardo, S. Cafiso, J Wachnicka, O. Giudice, R. Leotta, S. BattiatoConference room

  1. Micro-mobility is the sustainable and healthy but also the most vulnerable mode of transport in urban mobility
  2. A hardware architecture and processing system have been developed which acts as a data logger for different types of sensors
  3. Collecting data from different users with an instrumented e-scooter to define visual attention and rider behavior
  4. Visual analysis demonstrate that the explorative analysis with multiple data streams leads to an efficient overview of the collected data.

Thu 12:30 – 13:00

15:30 – 16:45 Round 3

Behaviour and education

Designing public education campaigns to reduce dehumanisation of cyclists

N. Haworth, A. Delbosc, A.Schramm, N.HaslamConference room

  1. More than half of non-riders and almost 10% of riders rated portrayed cyclist as less than completely human
  2. Photographs led to lower levels of dehumanisation than graphical representations
  3. Showing the back of the cyclist instead of the front did not affect dehumanisation
  4. Traditional campaign metrics may not capture effects on dehumanisation

Thu 15:30 – 16:45

Evaluation and acceptance of an online cycling training for adults to master complex traffic situations

M.A. B. van Eggermond, N. Studer, L. Johnson, L. Knecht , D. SchaffnerConference room

  1. The study at hand developed and implemented an online cycling training program that was designed to develop cycling skill for adults.
  2. The effect of the training on cycling skills was measured by participants’ subjective assessment of cycling skills before and after the training.
  3. Acceptance is evaluated through the constructs: performance expectancy; effort expectancy, hedonic motivation, and facilitating conditions.
  4. Model results reveals that, considering self-assessed cycling skills, participants with lower levels of cycling benefit from the training.
  5. The study reveals that motivating groups that benefit the most from the training turn out to be the most difficult to persuade to participate.

Thu 15:30 – 16:45

Reliability of cooperative ADAS and the importance of the acceleration function for cycling safety

M. Junghans, M. Zhang, H. Saul, A. Leich, P. WagnerConference room

  1. Cyclists disarm critical encounters with right-turning motorists while motorists disarm uncritical encounters
  2. Reliable conflict prediction possible at about 11m before conflict point
  3. In critical situations motorists behave similarly to unaffected situations
  4. Entropy may be suitable measure of surprise or anticipation

Thu 15:30 – 16:45

Why (e-)cyclists don’t wear high-visibility vests. Comparison between Doers and Non-Doers

A. Uhr, P. HertachConference room

  1. A survey was conducted among (e-)cyclists to identify barriers that prevent them from wearing a high-visibility vest.
  2. The most important reason for not wearing hi-vis vests is the fact that people have never thought about it.
  3. Respondents considered hi-vis vests to be useful mainly in twilight/darkness, less so in daylight.
  4. Generally, hi-vis vests are seen as something rather cumbersome (e.g. time consuming to put on, cumbersome to take along).
  5. The comparison between Doers and Non-Doers revealed several differences between the two groups.

Thu 15:30 – 16:45

Bicycle simulator and simulation

Cognitively distracted cycling – a bike simulator study

M. Møller, F.L. Berghoefer, M. VollrathNews room

  1. Behavioural effects of secondary cognitive tasks among cyclists were assessed in a controlled bicycle simulator experiment
  2. Participants were randomly assign to one of three distraction groups: None, Acoustic speech task, Podcast task
  3. Events with different level of predictability were included to assess the behavioural effect of cognitive distraction
  4. Practical implications for headphone use and safe cycling are suggested
  5. The study is a collaboration between the Technische Universität Braunschweig and the Technical University of Denmark (DTU).

Thu 15:30 – 16:45

Evaluating (Protected) Bike Lanes in a Bicycle Simulator

M. Naujoks, M. Vollrath, A. K. HuemerNews room

  1. Cyclists-cyclists overtaking maneuvers on partially protected bike lanes were tested in the TU Braunschweig bicycle simulator.
  2. Bike lane width, buffer type, surface color, and the position of a cyclist ahead were varied.
  3. Dependent variables were the perceived safety and the objective driving and overtaking behavior of cyclists.
  4. An increase in perceived safety and larger overtaking clearances, as found on wide protected bike lanes with physical separators.
  5. Narrow bike lanes with wide line markings (1.85 m) lead to irregular and risky overtaking maneuvers.

Thu 15:30 – 16:45

How does an Electrically Propelled Bicycle Trailer influence the driving properties of a Bicycle-Trailer-Combination? – Simulation and Driving Experiments

B. Bourauel, P. Seiniger, J. GailNews room

  • Electrically propelled bicycle trailers: A new technology.
  • Challenges and issues for active safety.
  • Theoretical investigations and simulations to analyse the limits of a combination of bicycle and propelled trailer.
  • Driving experiments with an exemplary trailer.

Thu 15:30 – 16:45

Implicit Communication between Cyclists and Turning Automated Vehicles – A Low-Level Simulator Study

A. M. Harkin, A. Mangold, K. A. Harkin, T. PetzoldtNews room

  • Interactions between cyclists and (automated) vehicles were investigated.
  • Different dynamics of turning vehicles as a means of implicit communication were examined.
  • A low-level simulator study was conducted, where participants were seated on a bicycle in front of a large screen.
  • Driving dynamics remain the basis of cyclists’ crossing evaluations, while automation status has a negligible effect.
  • Driving dynamics derived from real human behavior are a good starting point to model automated vehicle behavior.

Thu 15:30 – 16:45

Friday 17 Nov 2023

10:30 – 11:45 Round 1

Cyclist behaviour

A comparison of models using both sources

Miguel Costa, Felix Wilhelm Siebert, Carlos Lima Azevedo, Manuel Marques, Filipe MouraConference room

  1. We employ a pairwise image comparison survey to analyze cycling safety perceptions
  2. We score cycling environments based on pairwise comparisons
  3. We map cycling safety perceptions throughout a city based on this perception safety score

Fri 10:30 – 11:45

Acceptance in numbers? – Determinants of cyclists’ choices on where to cycle in mixed traffic situations

S. Hantschel, B. Schröter, R. GerikeConference room

  • Video observation of 47,009 cyclists on 334 street sides in 13 German cities
  • A binary logistic regression was chosen to explain the likelihood that cyclists ride on the road (acceptance)
  • Acceptance increases with higher bicycle volumes
  • Low speeds and low volumes of motorised traffic have a positive influence on acceptance
  • Road spaces with high attractiveness for cycling also show high acceptance

Fri 10:30 – 11:45

Study on Quantitative Expression of Cycling Workload

J. Hu, S. Qu, R. WangConference room

  1. A cycling workload definition for dynamic cycling was proposed to reflect cyclists’ feelings of safety and comfort while considering their formation mechanism;
  2. A corresponding subjective scale was put forward;
  3. In accordance with the existing literature, the measurement techniques used for workload conditions causing physiological reactions were analyzed and finalized LF/HF values as a cycling workload quantification measurement and indicator;
  4. A quantification model was built to quantify cycling workload;
  5. The classification thresholds of three cycling workload levels were obtained using a CART algorithm by a field cycling experiment.

Fri 10:30 – 11:45

Infrastructure – interaction

Analysis of cyclists’ safety on “bicycle streets” in four large Dutch municipalities: A crash risk and conflict study

M.J.M. Odijk, M. Nabavi Niaki, M.B. Ulak, K.T. GeursNews room

  1. A comparison of traffic safety of bicycle streets and other bicycle facilities using crash cost rate is made.
  2. Tobit regression models show that the crash cost rates on bicycle streets are highest.
  3. The conducted conflict study gives more insight into how and why unsafe events on bicycle streets occur.
  4. Conflict frequencies are highest on bicycle streets with high bicycle volumes and very low motor vehicle volumes.
  5. Bicycle pairs and motor vehicles are nine times more likely to be involved in a conflict on bicycle streets than single cyclists.

Fri 10:30 – 11:45

Examining the crash risk factors associated with cycling: findings from four Dutch cities

T. Uijtdewilligen, M.B. Ulak, G.J. Wijlhuizen, F. Bijleveld, K.T. Geurs, A. DijkstraNews room

  1. A fine spatial and temporal resolution in exposure and bicycle crashes is employed
  2. Data from the four largest Dutch cities are combined for better generalisability
  3. Utilising an hourly temporal resolution outperforms the daily average models
  4. Despite the large variety of data sources, the results are robust across the cities

Fri 10:30 – 11:45

How do professional and non-professional drivers interact with cyclists at unsignalized intersections? Results from naturalistic data

A. Mohammadi, M. DozzaNews room

Fri 10:30 – 11:45

Introducing Right Turn on Red for Cyclists – A Before-After Study on Behavioural Adaption in Germany

B. Schröter, S. Hantschel, M. Niestegge, H. Schüller, R. GerikeNews room

  1. Before-after video observation at 43 intersection approaches in nine German cities
  2. Analysis of the acceptance of the traffic regulation as well as qualitative and quantitative evaluation of the conflict level
  3. 80% of cyclists already turned right at red lights before the introduction of RTOR (and 93% after the introduction of RTOR)
  4. Only minor behavioural changes were observed, such as a lower proportion of critical time gaps (PET)
  5. The lowest PET values were observed between cyclists turning right on red and users coming from the left

Fri 10:30 – 11:45

11:55 – 12:25 Poster pitches Day 2

“¡Vamos en Bici!”: Exploring the Relationship between Spanish Cyclist Characteristics and Crashes

Sergio A. Useche, Francisco Alonso, Mireia Faus, Oscar Oviedo-TrespalaciosConference room

  • This study examined the association between fundamental user characteristics and self-reported cycling behaviors in Spain.
  • 335 Spanish cyclists were involved in this research on cycling behavior and safety.
  • A higher self-rated cycling performance was positively linked to the frequency of riding errors and traffic violations.
  • There are significant relationships between Spanish riders’ characteristics, their cycling behaviors, and their crashes.
  • This study highlights the role of mental health issues and risk perception on cyclists’ crash involvement.

Fri 11:55 – 12:25

A Systematic Review on Significant Factors Contributing to the Bikeability

Yang Ligu, Kum Yung Juan, Tan Chek Tien, Yap Hui JinConference room

  • Geographical Location of Bikeability Studies
  • Bikeability Measures
  • Factors and Components for Measuring Bikeability
  • Coefficient Ranking for Various Factors
  • Safety: the most Important Factors?

Fri 11:55 – 12:25

Analysis of High School Students’ Safety Behavior Change through Workshops with Exploratory Learning by Using Naturalistic Cycling Data

Fumiya ISHIGAMORI, Nagahiro YOSHIDA, Yuto KITAMURAConference room

  • Demonstrating the effectiveness of exploratory learning in road safety by focusing on the process of bicycle behavior change.
  • Naturalistic cycling data were collected to examine behavioral changes and its habituation through workshops.
  • Analysis of actual behavior showed a 17% reduction in failure to stop behaviors at unsignalized intersections.
  • With an increase in background factors such as motivation, commitment (p<0.05), and intention to change behavior (p<0.01).
  • To spontaneously change safe behavior, “showing a distinction between undesirable and desirable behavior” was more effective.

Fri 11:55 – 12:25

Analysis of Selective Conflicts between Multiple Bicycles and Left-Turning Vehicle at Signalized Intersections by using Video Tracking Data

Koya Goshona, Nagahiro YoshidaConference room

The characteristics of dangerous conflicting patterns caused by multiple bicycles entering simultaneously at the corner of a signalized intersection with two-way bicycle traffic were clarified through an observational survey and video-tracking analysis using the Time to Collision index.

As a bicycle traffic pattern that is overlooked by drivers of left-turning vehicles, the number of cases is clearly higher for forward traffic than for oncoming traffic, and countermeasures against so-called left-hook collisions should be considered.

The most dangerous bicycle traffic pattern was when two bicycles enter different crossing points at the same time, especially in the case of short-cut bicycle through the nearside of the intersection corner.

Fri 11:55 – 12:25

Development of a new zone-based cycling safety metric to determine the crash risk associated with work trips

M. Asadi, M. B. Ulak, K. T. Geurs, W. WeijermarsConference room

  • Consideration of route choice characteristics of cyclists in cycling safety analysis is crucial.
  • The proposed zone-based crash risk metric integrating cyclists’ route choices in the cycling safety analysis is applicable in analysing impacts of built environment factors such as accessibility on cycling safety.
  • The cyclists traveling to work from the city center areas in Utrecht are less at crash risk in comparison to to the Northeast and Northwest.

Fri 11:55 – 12:25

Development of a VR bicycle simulator for assessment of a new ADAS in interaction with vehicles and cyclists: departing intention case study.

Meysam Imanipour, Alexandre Barbier, Sebastien Saudrais, Bertrand BarbedetteConference room

  • Despite of the advantages of cycling for health and the environment, the use of the bicycle is still low due to safety risks.
  • A new communication-oriented ADAS system is proposed to increase the safety of cyclists when interacting with vehicles.
  • A bike simulator was designed to evaluate the safety impact of the ADAS system via cycling behaviour analysis.
  • Subjective measurement is considered to ensure realistic cycling in VR compared to real cycling.

Fri 11:55 – 12:25

Digital Support Systems for Cyclists: Early Hazard Notifications and their Implementation Challenges

Tamara von Sawitzky, Thomas Grauschopf, Andreas RienerConference room

  1. Hazard notifications informing bicyclists about potential hazards could be a measure to improve cyclist safety.
  2. Such notifications should indicate the hazard type, its relative direction and the elapsed time (approach to hazard).
  3. Participants rated cycling with hazard notifications significantly higher in terms of perceived safety than unassisted rides.
  4. One major challenges to overcome is over-reliance on the notifications, which could lead to inattention to other hazards.
  5. Notifications only indicate that a hazard may occur, not that it will, and could be misinterpreted as “false positives”.

Fri 11:55 – 12:25

Exploring the Spatiotemporal and Behavioral Patterns of Utilitarian E-Bike Users in North America

Mojdeh Azad, John MacArthur, Christopher R CherryConference room

  • Travel behavior patterns are important to understand net safety effects of e-bikes
  • This study describes a longitudinal machine-learning enabled travel behavior study using a smartphone app that runs passively
  • Data collected can assess travel behavior shifts, including mode substitution and trip purpose
  • Data collected also assesses rider behavior, including speed traveled and route choice
  • Emerging data collection methods can provide insights into user-oriented travel behavior that can assess e-bike rider impacts on traffic safety.

Fri 11:55 – 12:25

How to design road safety campaigns for e-scooter riders – a mixed-method study

J. Anke, M. Ringhand, T. GehlertConference room

  1. The study aimed to provide a data-based and theory-driven road safety approach for e-scooter mobility.
  2. An online survey (N = 99) and six online focus groups (N = 20) with frequent e-scooter riders were conducted.
  3. Based on the results, an e-scooter road safety matrix for road safety campaigns was developed.
  4. The matrix contains practical information regarding prevention aims, format requirements, and strategies.

Fri 11:55 – 12:25

Impact of road safety to enhance cycling culture in Sub-Saharan Africa

A. Azeb T. Legese , B. Prof. Angela Francke , C. Prof. Mitullah Winnie, D. Feleke Gebremariam, E. Namakula HidayahConference room

  1. More than one-third of Africans use active mobility as a daily mode. Walking is the primary mode of travel for 78% of Africans.
  2. However, active mobility in most African cities is one of the riskiest modes of mobility mainly due to the poor infrastructure. 
  3. The poster will present findings from a quantitative mobility survey conducted in three Sub-Saharan African countries.
  4. The main aim of the project is to understand the perceptions, preferences, and daily experiences, of cyclists in African cities’ context.
  5. Findings: lack of subjective safety, unfair space allocation, and poor law enforcement are among the obstacles to a safe cycling environment.  

Fri 11:55 – 12:25

Increasing safety through geofencing based regulations for e-scooter parking: Evaluation of impact and acceptance among e-scooter users in Munich

S.-T. Graupner, J.-H. Müller, J. Schade, R. AlfahelConference room

  • New geofencing based e-scooter parking regulation in Munich improved parking compliance, with positive effects for safety
  • Survey among e-scooter users reveals that the regulation is perceived as effective for reducing e-scooter parking problems
  • The survey also reveals that important aspects of e-scooter usage have worsened (e.g. flexibility, convenience)
  • There is a low acceptance for extending the regulation to other city areas and the risk of trip replacement by car in future
  • Improvements with GPS accuracy and parking zone visibility (physical and in provider apps) can potentially foster acceptance

Fri 11:55 – 12:25

Investigating the Safety Behaviour of Cyclists in Construction Sites

M. Klosterkamp, E. Rothauge, P. Papendieck, A. FranckeConference room

  1. Research project: “BRAVOUR” improves cyclist safety in construction areas, funded by the German Federal Ministry of Digital and Transport.
  2. Uncovering factors influencing path choices of bicyclists.
  3. Exploring potential conflicts in construction sites.
  4. Comparing a traffic counting systems vs. camera for optimizing cyclist volume evaluation.
  5. Contribute to enhancing public health by improving cyclist safety.

Fri 11:55 – 12:25

Keep Me Safe – Evaluating the Safety Perception of Different Bicycle Facilities

T. Stoll, D. Hagmann, M. HackenfortConference room

  • Interviews investigating safety perception at a high-conflict area in Zurich (Switzerland)
  • Comparison of four different cycling facilities
  • Additional physical separation was not perceived as significantly better than only the coloured bike lane
  • The bike lane equipped with speed bumps was associated with the highest safety feelings

Fri 11:55 – 12:25

Large cities are “enlargers” of cycling distractions: common technological and non-technological distractions in >300 cities of different sizes

Sergio A. UsecheConference room

  1. No previous research analyzed bicycle riding-related distracting behaviors related to the use of new technologies in relation to city-size patterns. 
  2. This study aimed to compare the prevalence of common technology-related distractions among cyclists riding in >300 cities of different sizes.
  3. Cyclists from more extensive urban areas tend to report more cycling distractions of both technological and non-technological nature.
  4. City size had a statistical effect on the usage of handheld devices, headphone-wearing, and non-technological generic distracting sources.
  5. These outcomes highlight the need for further actions aimed at discouraging the use of technological distracting sources among cyclists.

Fri 11:55 – 12:25

Mental workload of cyclists in different urban road layouts : towards a study with a bicycle simulator

K. Li, S. Saudrais, L. Desire, B. Barbedette, C. MorelConference room

  • The mental workload of cyclists in an immersive virtual reality environment was studied.
  • Participants used a bicycle simulator to ride across different road layouts.
  • Mental workload assessment relied on a subjective scale, the performance to a secondary task and eye-tracking measures.
  • Most participants performed differently on the different road layouts.
  • The bicycle simulator is a promising tool for assessing road layouts.

Fri 11:55 – 12:25

Near-misses Involving Cyclists – A Neglected Problem?

A. L. Bhaskaran-Kenny, B. A.P. Morris, and C. L. BrownConference room

  1. There is still a long way to go to change the behaviours and attitudes of vehicle drivers.
  2. This is especially for near misses that involve close passes, particularly on straight roads.
  3. Close passes account for 44% of all near-miss events in this study.
  4. Near-misses are not only a common occurrence for cyclists, but they are also preventable if other parties take different actions.
  5. Under-reporting of near-miss events also poses a significant problem.

Fri 11:55 – 12:25

Proactive Safety Assessment for Single Bicycle Crashes: A Dynamics-Informed Cyclist Tracking Approach

K. Gildea, A. LaureshynConference room

  1. Single bicycle crashes (SBCs) account for the majority of serious cyclist injuries.
  2. SBCs are an under-addressed, road safety issue, and work on collision/injury prevention has been limited.
  3. Therefore, a dynamics-informed algorithm is proposed for tracking SBC-related bicycle/rider features from in-the-wild video footage.
  4. This may be used for proactive site-specific safety assessments, and inform safer cycling infrastructure design.

Fri 11:55 – 12:25

Road infrastructure risk factors in bicyclists’ safety along major non-motorized transport corridors in Nairobi, Kenya

R. O. Oyoo, S. K. Mwea, O. O. MeshackConference room

  1. Bicyclists are vulnerable due inadequate road design along major Non-Motorized Transport (NMT) corridors
  2. Unsafe road infrastructure increases bicyclists’ exposure to crashes along major non-motorized transport NMT corridors
  3. Bicyclists are exposed to speeding motorists on main road carriageway due to unsafe cycle paths or disjointed NMT routes
  4. Major NMT corridors still lack dedicated cycling lanes exposing cyclists to higher traffic speeds and volumes by other motorists hindering cycling
  5. Inadequate traffic control devices and poor lighting on road infrastructure increases risk of bicyclists crashes

Fri 11:55 – 12:25

Road users’ attitudes about present and future active mobility in Munich, Germany

S. Ruf, S. AumannConference room

  • We implemented an online survey regarding road users’ attitudes about current and future mobility in Munich.
  • Respondents were especially frustrated about the lack of cycling infrastructure and space for cyclists in Munich.
  • Respondents wished for a greener, car-reduced and more active mobility with better public transport in the future.
  • These wishes were significantly correlated with concerns about the climate crisis.
  • Contrary to the literature, technological developments like autonomous driving were hardly mentioned in our sample.

Fri 11:55 – 12:25

Safe and Risky Behaviours of Group Cyclists

O. M. Heeremans, E. M. Rubie, O. Oviedo-TrespalaciosConference room

  1. Cycling in a group is replete with unwritten codes of safety critical behaviour.
  2. Many cyclists choose to ride in groups due to a heightened sense of safety and security.
  3. Group cycling safety behaviours may be conceptualised using a teamwork framework.
  4. Shared Mental Models is the most important teamwork factor for group cyclist safety.

Fri 11:55 – 12:25

Safe cycling routes: Seven road safety indicators for cycling routes

S. E. Gebhard, W.A.M. WeijermarsConference room

  1. Cycling safety is not only about providing the safest infrastructure for the road; sometimes the safest option is an alternative route.
  2. Ideally a cycling network has its own hierarchy which prioritises separation from high-speed and high-mass vehicles.
  3. Seven indicators of cycling route safety have been identified relating to minimising exposure and conflicts with motorised traffic.
  4. Cycling routes can be evaluated based on the indicators and compared with route alternatives.
  5. Insight into route safety can be used to make safe routes more attractive, improve the safety of popular routes, or design new safe routes.

Fri 11:55 – 12:25

Towards Understanding the Safety-in-Numbers Effect – A Road-Based Approach

R. von Stülpnagel, J. Ehlers, A. LiebscherConference room

  • We investigate the Safety-in-Numbers (SiN) effect on a street-based level in two mid-sized German cities
  • Crash statistics are qualified by cycling volume, car traffic volume, and infrastructure characteristics
  • We look into a possible “subjective” SiN effect through crowdsourced reports about subjectively dangerous locations

Fri 11:55 – 12:25

Trends in US Bicycle Crash Geometries and Cyclist Age

DH. GoodConference room

  1. Frailty and Aging are a major contributor to the increase in US cycling fatalities
  2. Several confounding factors are also relevant, alcohol, helmet use, location of crash
  3. Errors in cyclist judgement are likely a function of age, especially in crossing crashes
  4. Education programs from trusted sources are a potential help. HHS/ACL on the federal level, AARP a nonprofit, and local parks and rec.

Fri 11:55 – 12:25

Using body sensors for evaluating experiences with smart cycling technology

M. R. Boot, M. B. Ulak, K. T. Geurs, P. J. M. HavingaConference room

  1. Impact of smart cycling technologies on cycling experience is increasing and should be evaluated, and evaluations preferably include data from body sensors.
  2. Studies that use data from body sensors are limited in number and scope.
  3. The conceptual framework in this study guides choices on factors and methods about the use of body sensor data in future evaluations of experiences with SCTs.
  4. Knowledge gaps remain about reliability of sensor data, moving towards sensor networks, diversity of experiences, and causal analysis.  

Fri 11:55 – 12:25

Video-Based Safety Evaluation of Interactions Between Cyclists and Motorized Vehicles

Stefano Albanello, Torben Lelke, Federico Orsini, Walid Fourati, Aleksandar Trifunović, Bernhard Friedrich, Riccardo RossiConference room

  1. There is a lack of established procedures to extract safety-relevant indicators from standard on-field surveys
  2. Trajectories of cyclists and motorized vehicles were obtained from video recordings using computer vision
  3. Interactions between cyclists and vehicles were identified and assigned to scenarios (longitudinal or lateral interaction)
  4. Relevant parameters for each scenario are presented and calculated using trajectories

Fri 11:55 – 12:25

13:25 – 14:40 Round 2

Bicycle crashes

Bicycle crashes involving commuters – a special group of crash victims. Results of a detailed survey of crash victims.

V. ZuserConference room

  • 571 persons who had had a bicycle commuting accident recognized by social security took part in a detailed online survey
  • Slightly more than half of the crashes were single single-bicycle crashes
  • Road conditions were critical in 3 out of 4 single crashes, while poor visibility was important in crashes with third parties
  • Nearly a third of the cyclists involved in a crash stopped cycling to work as a result

Fri 13:25 – 14:40

Comparison of emergency response records with police collision reports for improving cyclist safety

Niamh O’Reilly; Brian Caulfield; Mark MulvilleConference room

  • Study demonstrates how effective emergency response records (ERRs) can supplement cyclist collisions in official reports 
  • Majority (86.6%) of collisions attended by Emergency Ambulance Services (EAS) are Single Bicycle Collisions
  • As ERRs are georeferenced details about the road environment are established using the spatial tools available in a GIS
  • Almost half (46.6%) of injured cyclists attended by EAS are at midblock road locations
  • EAS’s attend more children aged under 12 and older persons aged over 65 with cyclist injuries than are reported to the police

Fri 13:25 – 14:40

Injuries with e-bikes: young cyclists at risk

K. Klein Wolt, I. KrulConference room

  • Safety of cyclists: results of a large study among injured cyclists
  • Youngsters and e-bikes: a safe combination?

Fri 13:25 – 14:40

Sickness absence and disability pension among bicyclist after an accident, a nationwide register-based study comparing bicyclist with other road user groups with matched references

L. Kjeldgård, H. Stigson, K. Farrants, E. FribergConference room

  • Study demonstrates how effective emergency response records (ERRs) can supplement cyclist collisions in official reports 
  • Majority (86.6%) of collisions attended by Emergency Ambulance Services (EAS) are Single Bicycle Collisions
  • As ERRs are georeferenced details about the road environment are established using the spatial tools available in a GIS
  • Almost half (46.6%) of injured cyclists attended by EAS are at midblock road locations
  • EAS’s attend more children aged under 12 and older persons aged over 65 with cyclist injuries than are reported to the police

Fri 13:25 – 14:40

Methods & modelling

Assessing Micromobility Safety on Horizontal Curves of Bike Lanes: A Video Motion Analysis Methodology

M. H. Sabbaghian, D. Llopis-Castelló, A. G. GarcíaNews room

  1. Video motion analysis uncovers risky patterns on bike lane curves.
  2. Variations in Micromobility users’ trajectories on curves revealed.
  3. Left-turn bike users frequently violated lanes on curves.
  4. Highest lane violations were observed on midpoint, up to 52%.
  5. Similar speed patterns for cyclists, differences for e-scooters.

Fri 13:25 – 14:40

Can crowdsourced large-scale near-crash data replace crash data?

K. Y. Chou, A. F. Jensen, K. H. Janstrup, M. Paulsen, O. A. Nielsen, T. K. RasmussenNews room

  1. Large-scale crowdsourced bicycle accelerometer and GPS data for bicycle near-crash analysis in Metropolitan Copenhagen
  2. Identifying similarities and differences of occurring conditions between crowdsourced near-crash and police crash
  3. Modeling near-crash and crash rate in infrastructure aspects with exposures
  4. Near-crashes occur frequently on pedestrian-oriented roads, while crashes occur frequently at intersections and roundabouts
  5. Bicycles crowdsourced near-crash data can reveal risky locations that cannot be identified solely by police crash data

Fri 13:25 – 14:40

Experimental evaluation of Rideability Index as a Handling quality indicator

J. Ronné, L. Dubuis, T. RobertNews room

  1. Handling is a highly desirable quality designers should take into account when designing a bike.
  2. Yet, there is a lack of validated handling quality indicators
  3. Rideability index is a promising one
  4. Our experimental approach aims to assess it
  5. We show similar trends between Rideability Index and participants’ subjective handling quality

Fri 13:25 – 14:40

Experimentally validated models that predict cyclist falls.

M.M. Reijne, F.H. van der Meulen, F.C.T van der Helm and A.L. SchwabNews room

  • The goal of this work is to predict the threshold of perturbations for which the cyclist will fall and the dependency of this threshold on forward speed and bicycle-cyclist system specific characteristics.
  • For this we developed two models, a statistical model and a Newtonian mechanics model.
  • Preliminary results show that the models can predict this threshold for a wide range of bicycle-cyclist combinations.

Fri 13:25 – 14:40

15:10 – 16:25 Round 3

Special groups of cyclists

An Investigation into the Road Interactions Experienced by Bicycle Food Delivery Riders with Other Road Users

O. Oviedo-Trespalacios, L. Martinez-Buelvas, N. HaworthConference room

  1. The gig economy and COVID-19 have led to a surge in bicycle food delivery riders (BFDRs) globally.
  2. BFDRs face challenges with car drivers, including lack of acknowledgment, intimidation, and physical/sexual harassment.
  3. Interactions with pedestrians involve difficulties navigating footpaths due to distractions and occasional hostility.
  4. E-scooter riders are unpredictable, posing safety hazards, while interactions with motorcyclists and cyclists are generally unproblematic.
  5. Improved infrastructure, communication channels, and awareness can enhance BFDRs’ safety and promote cooperation on the road.

Fri 15:10 – 16:25

Cyclists’ Gaze Patterns and Driver Detection when Encountering Manual and Driverless Vehicles: A Field Study

S. H. Berge, J. C. F. de Winter, D. Dodou, N. Reddy, Y. Dong, N. Raju, A. P. Afghari, E. Papadimitriou, H. FarahConference room

  1. The study explores the gaze patterns of cyclists interacting with a vehicle driven by a ghost driver.
  2. Cyclists had the task of detecting driver presence or absence during interactions with the vehicle.
  3. Computer vision methods enabled automatic gaze analysis.
  4. Gaze analysis revealed focused attention on the driver region during the task, shifting to the front without it.
  5. Contrary to existing literature, near-perfect results challenge the notion that cyclists struggle to detect drivers.

Fri 15:10 – 16:25

Road safety of delivery riders on pedelecs in the Netherlands – An online survey

C. Mons, A. Stelling-Kończak, K.G. KamphuisConference room

  1. Explorative comparison between riding behaviors of delivery and non-delivery pedelec riders
  2. Delivery riders spend on average more time in traffic than non-delivery riders
  3. On average delivery riders more often display ‘positive’ riding behaviors than non-delivery riders
  4. The vast majority of delivery riders wear helmets, the opposite holds for non-delivery riders
  5. A higher percentage of delivery riders than non-delivery riders report crash involvement

Fri 15:10 – 16:25

The safety of group compared to individual cyclists when cars pass on urban roads in Queensland, Australia

E. M. Rubie, N. Haworth, N. YamamotoConference room

  1. Examined the safety of groups compared to individual cyclists being passed on two urban roads using video recordings
  2. Lateral passing distances were greater when cars passed group compared to individual cyclists
  3. Motor vehicle speeds when passing group and individual cyclists were similar on the low-speed road
  4. Group versus individual cycling status did not significantly influence driver choice of following versus passing a cyclist
  5. Cars passed riders in cycling clothing faster than casually clothed cyclists

Fri 15:10 – 16:25

Tools and crash data

Enhancing Cycling Safety with Advanced Analysis of Accident Data: Techniques for Evaluating the Pre-Crash-Phase

Angela Schubert, Marcus Petzold, Thomas Unger, Henrik LiersNews room

  1. Data from the German In-Depth Accident Study (GIDAS) is used to analyse bicycle accidents in high detail
  2. The Pre-Crash-Phase includes the movement behavior of the involved participants and a replication of the environment
  3. Identification of the ten most frequent conflict situations in car-to-bicycle accidents and their injury severity
  4. Methodology to calculate the Time-To-Collision based on the current movement behavior and to evaluate the criticality of a situation
  5. Presentation of a software-based method for signal reception strengths for radio-based communication between road users

Fri 15:10 – 16:25

On-Site Measurements and Model for Gust Loads on Cyclists induced by Vehicles in Overtaking Manoeuvres

C. Gromke, B. RuckNews room

  • Vehicle-induced loads on cyclists in overtaking maneuvers were measured under realistic conditions for the first time
  • Full-scale street measurements were done for different cyclist and vehicle types at various overtaking speeds and distances
  • A cyclist experiences a pressure load and a suction load at the beginning and at the end of the overtaking, respectively
  • The change from pressure to suction load happens very rapidly and is considered relevant for cyclist safety
  • A mathematical model was derived for determination of the pressure and suction load and their time separation

Fri 15:10 – 16:25

Positioning Human Body Models in Cyclists’ postures based on experimental data

M. Oikonomou, A. Lioras, L. Rorris, J. Iraeus, A. MihailidesNews room

  1. Examination of Vulnerable Road Users’ level of safety.
  2. Definition of cyclists’ postures, via the position of their anatomical landmarks, using skin markers techniques.
  3. Development of an automated articulation procedure that positions Human Body Models on the desired cyclists’ postures.
  4. Study cyclists’ behavior in different crash scenarios.

Fri 15:10 – 16:25

ReCyCLIST – a new powerful tool to register and locate bicycle and e-scooter accidents

T. Bjørnskau, K. Karlsen, R. Ingebrigtsen, I. Hesjevoll, K.V. Weyde O. MjålandNews room

  1. Underreporting
  2. Accident localisation
  3. Map and street view
  4. Local countermeasures

Fri 15:10 – 16:25