Master of Regional and Community Planning / Department of Architecture / Jason Brody / This report examines the use of bicycling as a transportation alternative to the personal automobile in the United States. It begins with a review of historical trends that caused Americans to move away from bicycling for transportation and choosing to adopt automobiles as the primary mode of transportation. A review of articles, reports, and studies is used to consider the benefits connected with utilitarian cycling and electing to bicycle for transportation. The report focuses on three prominent barriers that affect an individual‟s decision to bicycle: bicycle safety, bicycle consciousness, and bicycle infrastructure. The study discusses how these three obstacles are considerable factors affecting bicycling. The study also discusses a number of exemplary solutions for overcoming these barriers that have been implemented in bicycle-friendly cities in the United States. An analysis of plans and policies for the bicycle-friendly cities of Portland, Oregon and Davis, California is used to determine what historical actions have led to a more complete bicycle network in these two cities which have elected to promote bicycling. An in-depth evaluation of Boulder, Colorado, provides insight for specific plans that have been adopted and strategies that have proven to be successful in improving bicycling for transportation. The report attempts to demonstrate that bicycling can be made a viable means of transportation in United States‟ communities by adopting comprehensive plans and policies that address the challenges of bicycle safety, bicycle consciousness, and bicycle infrastructure simultaneously.

Objectives We first sought to assess if bicyclist typology was associated with health. Second, we investigated whether bicyclist typology was related to health through physical activity and commute bicycling. Finally, we sought to develop profiles of disposition toward commute bicycling following proposed changes to a specific destination and the significance of pertinent covariates. Methods Data from the 2014 Georgia State University-Bicycling Survey were used. We first estimated the adjusted odds of worse health-related quality of life by bicyclist typology. A mediation model was then used to estimate the relative total and direct effects of bicyclist typology on health-related quality of life and relative indirect effects through physical activity and commute bicycling. A finite mixture modeling approach was used to identify latent classes of disposition toward whether proposed changes to a specific destination would increase likelihood of commute bicycling. The manual 3-Step protocol was used to assess the effect of covariates on the probability of latent class membership. Results Respondents who had never bicycled, were not motivated to commute bicycle, and who required greater bicycle facilities to feel comfortable commute bicycling had higher odds of worse health-related quality of life. Physical activity and, to a lesser extent, commute bicycling status mediated the effect of bicyclist typology on health-related quality of life. The seven-class solution was decided on as the “best” model for disposition toward whether proposed destination improvements would increase the likelihood of commute bicycling. Several covariates were identified that impact the probability of latent class assignment. Conclusions Initial evidence of a health disparity by bicyclist typology was revealed. Physical activity appears to serve as the primary means through which bicyclist typology has an effect on health. Urban environments that make physical activity, including commute bicycling, more comfortable for a larger proportion of the population may be a potential important health intervention. Understanding the patterns of disposition toward whether proposed destination improvements would increase the likelihood of commute bicycling may assist in targeting and prioritizing commute bicycling-related interventions toward subpopulations of interest.

<p>U doktorskoj disertaciji je vršeno ispitivanje uticaja kontekstualnih faktora na sprovođenje &bdquo;co-benefits&ldquo; politika u urbanim sredinama zemalja u razvoju. Posmatrajući razvoj biciklističkog saobraćaja kao vrstu jedne takve politike, vršena je analiza uticaja političkih, društveno-ekonomskih, institucionalnih i organizacionih faktora na procese planiranja i implementacije &bdquo;co-benefits&ldquo; politika. Takođe, u sklopu istraživačkih aktivnosti sproveden je konkretan infrastrukturni &bdquo;co-benefits&ldquo; projekat i razvijen je okvir za evaluaciju ekoloških i drugih benefita.</p> / <p>Doctoral dissertation investigates influence of contextual factors on<br />implementation of &bdquo;co-benefits&ldquo; policies within urban areas of developing<br />countries. Taking bicycle traffic as one of such policies, the influences of<br />political, socio-economic, institutional and organisational factors on planning<br />and implementation of &ldquo;co-benefits&rdquo; policies had been analysed. Also, an<br />infrastructure &ldquo;co-benefits&rdquo; project and framework for evaluation of ecological<br />and other benefits have been developed.</p>

This research examines the emergence of cycling-supportive land-use and transportation policies in Ontario and Hamilton, Ontario between 1990 and 2016. The focus of this thesis is on two questions that have been unexplored in previous research: (1) what cycling-supportive policies emerged in Provincial and Municipal government during this time?; and (2) what role, if any, did the Provincial position on cycling play in the development of Hamilton, Ontario cycling policies? A primary and secondary document review was undertaken to identify patterns between historical Provincial and Municipal policies. Three types of results are presented: (1) an examination of amendments to the Ontario Planning Act, emphasizing its effect on the role of policy in Ontario, the structure of the Ontario planning system, and on Municipal conformity; (2) a detailed review of emergent cycling-supportive policies and trends in Ontario and Hamilton, Ontario between 1990 and 2016; and (3) an analysis of evidence showing the influence of Provincial cycling-supportive policies on Hamilton plan policies. This research concludes that (1) novel cycling-supportive policies have emerged at both the Municipal and Provincial levels during the research period, and (2) evidence exists that Provincial land-use and transportation policies have influenced Hamilton’s cycling policy over the research period. / February 2017

This thesis examines the spatial variation in bicycle commuting across New Orleans. It identifies where in the city bicycle commuting is most and least prevalent. It also explores factors that are promoting and discouraging utilitarian bicycling. A review of existing literature on variables found to influence transportation bicycling is conducted, and a survey is disseminated to residents across the city to determine some of the motivations for and obstacles to transportation bicycling locally. Additionally, case studies are compiled pertaining to two neighborhoods falling on opposite ends of the bike-commute spectrum. These include analysis of socio-economic and demographic data; an evaluation of the built environment using maps and field observation; and interviews to assess residents’ attitudes about and experiences with transportation bicycling. In the end, this thesis should be helpful in pinpointing variables influencing bicycle commute rates and in determining the types of policies and investments that may be most effective in encouraging more bicycling in New Orleans and across the country.

Chu Pak-Keung. / Thesis (M.Phil.)--Chinese University of Hong Kong, 2000. / Includes bibliographical references (leaves 78-88). / Text in English; abstracts in English and Chinese; questionnaire in Chinese. / Chu Pak-Keung. / ACKNOWLEDGEMENTS --- p.I / ABSTRACT --- p.II / TABLE OF CONTENTS --- p.V / LIST OF FIGURES --- p.IX / LIST OF TABLES --- p.XIII / INTRODUCTION --- p.1 / BACKGROUND OF STUDY --- p.1 / KINEMATICS OF CYCLING --- p.2 / PEDALLING RATE OPTIMIZATION --- p.2 / DIFFERENT FORMS OF CYCLING OPTIMIZATION --- p.2 / FROM EXPERIMENT TO PRACTICE --- p.3 / RESEARCH PROBLEMS --- p.3 / IMPORTANCE OF CADENCE IN CYCLING --- p.3 / MODIFICATION OF CYCLING TECHNIQUE --- p.5 / PURPOSES OF STUDY --- p.5 / SIGNIFICANCE OF STUDY --- p.6 / HYPOTHESES --- p.7 / DEFINITION OF TERMS AND OPERATIONAL VARIABLES --- p.7 / DELIMITATIONS AND LIMITATIONS --- p.9 / DELIMITATIONS --- p.9 / LIMITATIONS --- p.9 / REVIEW OF LITERATURE --- p.11 / METHODS OF CADENCE OPTIMIZATION --- p.11 / ENERGY PRODUCTION AND EFFICIENCY --- p.11 / BIOMECHANICAL OPTIMIZATION ESTIMATES --- p.13 / PERCEIVED EXERTION --- p.16 / CHOICE OF OPTIMIZATION METHOD --- p.17 / MUSCLE FATIGUE --- p.18 / CONCEPT OF FATIGUE --- p.18 / FATIGUE CATEGORIES --- p.19 / DETECTION OF MUSCLE FATIGUE BY INTEGRATED EMG --- p.20 / NEUROMUSCULAR FATIGUE OF WORKING MUSCLE DURING CYCLING EXERCISE --- p.23 / FEEDBACK TRAINING --- p.24 / ROLE OF FEEDBACK IN SKILL ACQUISITION --- p.24 / KNOWLEDGE OF RESULTS --- p.24 / SELECTION OF BIOMECHANICAL VARIABLE FOR FEEDBACK --- p.25 / AUGMENTED FEEDBACK IN CYCLING TRAINING --- p.26 / RETENTION --- p.26 / SUMMARY OF REVIEW --- p.29 / METHODOLOGY --- p.32 / DESIGN --- p.32 / SUBJECTS --- p.33 / PROTOCOL --- p.34 / OPTIMAL CADENCE DETERMINATION --- p.34 / AUGMENTED FEEDBACK ASSESSMENT --- p.34 / 10 DAY TRAINING SCHEDULE --- p.35 / INSTRUMENTATION --- p.38 / MEASUREMENT OF EMG --- p.41 / DATA ANALYSIS --- p.43 / RESULTS --- p.46 / SUBJECT V02Max RESULT --- p.46 / IEMG SLOPE OF SUBJECTS --- p.47 / POST-TEST AND RETENTION TEST IN AUGMENTED FEEDBACK TRAINING --- p.50 / TIME PERCENTAGE OF CADENCE ERROR DEVIATED FROM OPTIMAL CADENCE --- p.50 / DIFFERENCE BETWEEN CONTROL AND EXPERIMENT GROUP ACROSS DIFFERENT CADENCE ERRORS --- p.53 / DISTRIBUTION OF TIME PERCENTAGE OF DIFFERENT CADENCE ERRORS --- p.54 / STABILITY IN THE VARIABILITY OF CADENCE --- p.55 / PERFORMANCE IN ACQUISITION PHASE --- p.59 / TIME PERCENTAGE OF CADENCE ERROR DEVIATED FROM OPTIMAL CADENCE --- p.60 / DISTRIBUTION OF TIME PERCENTAGE OF CADENCE ERROR DURING ACQUISITION PHASE --- p.62 / STABILITY IN THE VARIABILITY OF CADENCE --- p.64 / SUMMARY OF RESULT FINDINGS --- p.66 / DISCUSSION --- p.67 / OPTIMAL CADENCE OF SUBJECTS --- p.67 / IEMG SLOPE OF SUBJECTS --- p.67 / POST-TEST AND RETENTION TEST IN AUGMENTED FEEDBACK TRAINING --- p.69 / TIME PERCENTAGE OF CADENCE ERROR DEVIATED FROM OPTIMAL CADENCE BY MORE THAN ZERO RPM --- p.70 / "TIME PERCENTAGE OF CADENCE ERROR DEVIATED FROM OPTIMAL CADENCE BY MORE THAN ONE, TWO AND THREE RPM" --- p.70 / TIME PERCENTAGE OF CADENCE ERROR DEVIATED FROM OPTIMAL CADENCE BY MORE THAN FOUR RPM --- p.71 / STABILITY IN THE VARIABILITY OF CADENCE --- p.72 / ACQUISITION PHASE OF AUGMENTED FEEDBACK TRAINING --- p.73 / "TIME PERCENTAGE OF CADENCE ERROR DEVIATED FROM OPTIMAL CADENCE BY MORE THAN ZERO, ONE, TWO AND THREE RPM" --- p.73 / STABILITY IN THE VARIABILITY OF CADENCE --- p.74 / CONCLUSIONS --- p.76 / RECOMMENDATIONS --- p.77 / REFERENCES --- p.78 / APPENDIXES --- p.89 / INFORMED CONSENT FORM --- p.90 / PAR-Q FORM --- p.91 / YMCA SUBMAXIMAL CYCLE ERGOMETER TEST --- p.92 / IEMG GRAPHS --- p.93

Over the last 40 years, there has been a dramatic increase nationwide in the rate of children being driven to school in a private vehicle in the U.S., exacerbating problems from traffic congestion to childhood obesity. While many studies have focused on walking and cycling for the trip to school, few explore parental decision making and the interaction between all travel modes. This study conducts a survey of parents of children attending six elementary schools in San Luis Obispo regarding their children’s travel to school. It explores factors in mode choice, establishes local travel patterns for children, and describes parents’ decision making and the interaction between driving and alternative modes: walking, cycling, school bus, and public transit. An association is found between child gender and parental permission for walking/cycling and riding public transit without adult supervision. An association is also found between parents’ own activity, walking/cycling and riding public transit, and their likelihood to encourage their children to use these modes. Based on survey findings, the study outlines strategy alternatives and recommends implementing free transit days for families, organizing a community safety audit for transit settings, forming a partnership between San Luis Coastal Unified School District and the City of San Luis Obispo to divert demand for school bus transportation to other alternative modes, and organizing a walking school bus.

<p>Syftet med denna uppsats var att undersöka vilka faktorer som påverkar hur förvärvsarbetande människor i Gävle använder sig av bil och aktiv transport när de transporterar sig till destinationer inom staden. Tio personer, fem butiksbiträden och fem lärare, intervjuades angående deras transportvanor och resonemang kring valet av transportsätt.Resultatet visade att aktiv transport var det vanligaste transportsättet till arbete, träning och butiker i centrum medan bilen var det vanligaste transportsättet till mataffären och destinationer på längre avstånd från hemmet. Avståndet till destinationen, tiden det tar att transportera sig, transport av eventuella varor, bekvämlighet, intresse av motion och rekreation, årstid, väder samt synen på ekonomi och miljö var faktorer som påverkade om deltagarna valde att transportera sig med bil eller aktiv transport. Definitionen på de olika faktorerna varierade mellan deltagarna, vilket kan tyda på att det är den personliga uppfattningen om de olika faktorerna som avgör vilket transportsätt som väljs. Det framkom ingen märkbar skillnad i resvanor mellan deltagare med olika utbildning och arbete.</p>

Syftet med denna uppsats var att undersöka vilka faktorer som påverkar hur förvärvsarbetande människor i Gävle använder sig av bil och aktiv transport när de transporterar sig till destinationer inom staden. Tio personer, fem butiksbiträden och fem lärare, intervjuades angående deras transportvanor och resonemang kring valet av transportsätt.Resultatet visade att aktiv transport var det vanligaste transportsättet till arbete, träning och butiker i centrum medan bilen var det vanligaste transportsättet till mataffären och destinationer på längre avstånd från hemmet. Avståndet till destinationen, tiden det tar att transportera sig, transport av eventuella varor, bekvämlighet, intresse av motion och rekreation, årstid, väder samt synen på ekonomi och miljö var faktorer som påverkade om deltagarna valde att transportera sig med bil eller aktiv transport. Definitionen på de olika faktorerna varierade mellan deltagarna, vilket kan tyda på att det är den personliga uppfattningen om de olika faktorerna som avgör vilket transportsätt som väljs. Det framkom ingen märkbar skillnad i resvanor mellan deltagare med olika utbildning och arbete.

Thermal comfort receives little priority in the planning and design of bicycle pathways. Design tools are required to illustrate the importance of the relationship between climate and bicycling activity to improve the bicycling experience and extend the bicycling season in a cold climate. Microclimatic and bicycle pathway design principles were integrated with a COMFA model to simulate the thermal comfort of users bicycling on a proposed pathway in Ottawa, Canada. Modelling results predicted bicyclists could be thermally comfortable travelling at a steady-state speed of 16.0-19.2 km/h, but preferred to be cooler when travelling at higher speeds and warmer in colder months when standing at rest. Design implications recognized the compatibility of microclimatic and bicycle pathway design principles and demonstrated how a bioclimatic approach to designing bicycle infrastructure can encourage user thermal comfort, mitigate weather discomforts, accentuate seasonal climate conditions, and address a more inclusive combination of bicycle user design criteria.