This study focuses on bicycle travel flow to prevent traffic accidents at non-signalized intersections. A bicycle's behavior can be characterized by various parameters, such as travel speed position, trajectory, acceleralion, and deceleration. The prevention of vehicle collisions with bicycles traveling at 10-15 km/h was regulated in the Advanced Emergency Braking System (AEBS) for passenger cars in regulation No. 152 of the World Forum for Harmonization of Vehicle Regulations in the United Nations. Therefore, it is essential to analyze the characteristics of bicycles in a reall trafflc environment to prevent traffic accidents involving cyclists. Meijer et. al. (2017) investigated bicycle behavior and charactericics using measurement devices installed on biccycles [1 ]. Ma et al. (2016) conducted a model of acceleration behavior on eleven cyclists using GPS data [2]. And it was pointed out that there was a need for modeling research for more cyclists.Hirose et al. (2021) examined bicycles' both travel speed and trajectory as bicycle travel flows based on data obtained from fixed-point observations at a non-signalized intersection in Tokyo, Japan [3]. This used fixed-point observalions to obtain raw data of bicycle travel flows in real traffic environment and reported various traffel speed, trajectory, and acceleration/deceleration patterns for bicycles entering intersections. The purpose of this study was to construct a model of bicycle travel flows based on fixed-point observations. It could simulate actual bicycle behaviors based on data that was obtained from measuring bicycle travel flows for 2828 cases from fixed-point observations. Furthermore, the data was divided into five patterns of bicycles entering intersections, and the accuracy of the model was evaluated for each pattern.

As a conventional transportation modality, bicycles have been gradually electrified to meet the desire for convenient and green commuting patterns, especially in developed urban areas. The electric bicycle battery pack and its management system are core elements that determine key performance metrics such as electric range and output power. With respect to electric bicycle applications, focused research on the battery, its management system, and performance has received less attention compared to other energy storage applications. In this thesis, a well-developed conversion kit produced by BionX is studied. A data collecting system is first installed to record both mechanical and electrical data, such as speed, power and voltage; this enables defining two standard riding cycles at different riding conditions. Two benchmarking tests are performed to investigate the battery life in pure electric mode and at different threshold levels of optimal assistance. A novel quadratic programming based fitting algorithm is derived and applied in both time and frequency domain parameter identification tests. The proposed algorithm is able to fit single/multiple pulses by applying a masking vector. Sensitivity study and experimental results show the high robustness and fast computation time of the approach compared to existing and commonly used methods, such as fmincon. The comparison between hybrid power pulse characterization (HPPC) and electrochemical impedance spectrum (EIS) tests are performed in terms of extracted internal resistance. A second-order RC battery model is developed using parameters extracted from HPPC tests. The model is validated by experimental riding cycles and used to generate the reference SOC profiles that are employed in a SOC estimation study. Four estimation strategies, including extended Kalman Filter (EKF), Sigma point Kalman Filter (SPKF), Cubature Kalman Filter (CKF), and joint extended Kalman Filter (JEKF), are compared systematically in terms of accuracy, robustness and computation complexity. / Thesis / Master of Applied Science (MASc)

The aim of this study is to investigate which effects the introduction of the new legislation for bicyclestreets has on road users. The focus has been on studying road users' compliance, accessibility andexperience of bicycle streets. Since the legislation came into force in December 2020, vehicles entering abicycle street have a duty to give way to road users on the bicycle street and drivers of motor vehicleshave to adapt their speed to the bicycle traffic. There is also a general speed limit of 30 km/h and parkingis only allowed in designated areas.The report consists of three main sections, the first of which reviews the history and dialogue behind thecurrent legislation and addresses some of the main points of criticisms leveled at it. This was exploredthrough a detailed review of the available documents and studies dealing with bicycle streets. Thesecond part aims to review the conditions for cycle streets in Sweden and to provide an overview of theopportunities and challenges that exist. This part includes, among other things, thorough examinationsof previous studies of bicycle streets, existing bicycle streets in Sweden, similar legislation and aninternational outlook where bicycle streets in other countries in Northern Europe are studied. The lastpart is a case study of one of Sweden's first bicycle streets in Varberg where, among other things,speeds, movement patterns and yielding behavior of road users are studied. This was investigatedthrough radar measurements, video analysis and visual observations on site. Furthermore, two differentsurveys were carried out, one of which aimed to find out the opinions and experiences of road users onthe bicycle street in Varberg. The second survey was of a more general nature and aimed to collect roadusers' opinions on issues related to bicycle streets.The results indicate that there is a general consensus among experts, planners and road users thatbicycle streets have the potential to improve cyclists' accessibility and road safety and, in the long term,to encourage more people to cycle. However, several shortcomings are found in the existing legislationthat many believe prevent the bicycle street from achieving its purpose. For example, there are currentlyno official guidelines on how a bicycle street should be designed and there is also older legislation thatprevents cyclists from being able to use the whole roadway and cycle side by side. The case study revealsseveral interesting findings that confirm several points of criticism of bicycle streets and its legislation.Among other things, the majority of the observed cyclists chose to take up space in the roadway and alsoride side by side. The survey results also indicate that a change in traffic regulations to allow this onbicycle streets is something that is desired by a majority. Based on the results of the study, severalsuggestions are made for regulation changes that would make the bicycle street better serve its purpose.For example, it is suggested that cyclists should always be allowed to use the whole roadway and rideside by side on bicycle streets. It is also recommended that the responsible authorities develop nationalrecommendations for the physical design of cycle lanes as soon as possible. As for other common viewson regulatory changes, such as whether or not overtaking of cyclists should be allowed and what speedlimit should apply on bicycle streets, further studies need to be carried out before any conclusions canbe drawn.

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Over the past years, bicycles started to gain popularity and more people are now using it as amean of transportation. Nowadays, sustainability trends promote cycling as one of the greenestsolutions for the future in mobility. With this rising demand in the number of bicycle trips, there isa need to design adequate infrastructure fitted to the behavior of cyclists and their traffic patterns.Even though there is plenty information regarding car driving behavior, there is still a lack ofunderstanding in how cyclists behave. Consequently, the behavior of cyclists is often modelled byadjusting parameters from models originally designed for other types of users (e.g. car-followingmodels).The purpose of this degree project is to increase the understanding of the behavior of cyclists byinvestigating the extent to what car-following models can be used to simulate bicycle traffic andwhat effects relevant parameters have on the behavior of simulated cyclists and specific trafficcharacteristics. The main method is microscopic traffic simulation, through the simulation programVissim, of bicycle traffic flow on a two-way separated cycle path in Stockholm, withoutdisturbances from pedestrian and car traffic. In addition, a sensitivity analysis is presented, withthe support of the Elementary Effects method, of behavioral parameters of following, overtaking,lateral position, and the longitudinal gradient of the cycle path, and their effects on speed, lateralposition, and time headway.The sensitivity analysis showed that the minimum lateral distance between cyclists is a keyparameter to model following and overtaking behavior, while the gradient was found to be animportant factor that has a great impact on the bicycle traffic performance. Overall, the resultsindicated that the Vissim implementation of the Wiedemann car-following model is able toreproduce the speed and time headway on flat cycle paths with high flows, with goodapproximation to reality. However, the model failed to represent the effect of gradient, and thelateral position of cyclists could only be achieved with a low level of detail and accuracy.The understanding of the behavior of cyclists is crucial for the design and planning of infrastructurededicated to bicycles, so transport planners can consider the needs of cyclists. This projectcontributes to establish a baseline for bicycle traffic modelling and its adaptation of car-followingmodels to simulate cyclists and bicycle traffic. The awareness of these adaptations will help topromote cycling in order to achieve a more sustainable transport system

The ability of an individual to perform a functional movement is determined by a range of mechanical properties including the force and power producing capabilities of muscle, and the interplay of force and power outputs between different muscle groups (intermuscular coordination). Cycling presents an ideal experimental model to investigate these factors as it is an ecologically valid multi-joint movement in which kinematics and resistances can be tightly controlled. The overall goal of this thesis was thereby to investigate mechanical muscle properties and intermuscular coordination during maximal and submaximal cycling. The specific research objectives were (a) to determine the contribution of these factors to maximal and submaximal cycling, and (b) to determine the extent to which these factors set the limit of performance in maximal cycling. The contribution of mechanical muscle properties and intermuscular coordination were investigated by observing joint kinetics and joint kinematics across variations in crank lengths and pedalling rates during maximal and submaximal cycling. The extent to which these factors set the limit of performance in maximal cycling was assessed by observing joint-level kinetics of world-class track sprint cyclists. The findings of this investigation formed the rationale for the fourth study which used an ankle brace intervention to investigate the effects of a fixed ankle on joint biomechanics and performance during maximal cycling. Sophisticated intermuscular coordination strategies were observed in both submaximal and maximal cycling, supporting the generalised notion that high levels of intermuscular coordination are required to perform functional multi-joint movement tasks. Furthermore, it was found that the maximal cycling task is governed by the interaction of the force-velocity relationship and excitation-relaxation kinetics, suggesting that task-specific mechanical muscle properties are the dominant contributing factor in maximal movements. In terms of the extent to which these factors limit performance in maximal cycling, it was demonstrated that world-class track sprint cycling performance is governed by the ability to generate higher joint moments at the ankle and knee, and that these joint moments are facilitated by enhanced muscular strength about these joints. These findings allow us to speculate that the limits of performance in maximal human movements lie in extraordinary muscular strength in task-specific joint actions. These findings give an insight into the mechanisms that underpin maximal and submaximal cycling, and provide a theoretical framework with which to understand sprint cycling performance. This knowledge has significant applied relevance for athletes and coaches seeking to improve sprint cycling performance.

This thesis treats the interrelation between gender and technology at the Victorian fin de siècle, focusing on the figure of the New Woman. It aims to offer a reexamination of this figure of early feminism in relation to the technologies and techniques of the time, suggesting the simultaneously abstract and material concept of technology as a way to more fully understand the ‘semi-fictionality’ of the New Woman; her emergence as both a discursive figure in literature and as a set of social practices. Major authors include Grant Allen, Tom Gallon, and H. G. Wells, examined in the larger context of late-Victorian and fin de siècle popular and New Woman fiction. Chapter 1 outlines the theoretical and methodological premises of the thesis. Locating a specific problematic in the ‘semi-fictionality’ of the New Woman, it draws upon wider discussions within gender and feminist theory to consider this central concern in New Woman criticism. Criticising gynocritical assumptions, the chapter offers a way of reading New Woman literature without relying on the gender of the author – taking Grant Allen’s (in)famous New Woman novel The Woman Who Did as a case in point. It concludes by suggesting technology as a way of examining the figure of the New Woman in its historiospecific and material context. Chapter 2 establishes the typewriter as a case in point for examining the interrelation between gender and technology at the fin de siècle. Through reading Grant Allen’s The Type-Writer Girl and Tom Gallon’s The Girl Behind the Keys, it examines the semantic ambiguity of the term ‘typewriter’ to demonstrate the sexual ambiguity of the New Woman and also the mutual interaction between individual agency and technology. Chapter 3 examines the technology most associated with the New Woman: the safety bicycle. Through reading H. G. Wells’s The Wheels of Chance and Grant Allen’s Miss Cayley’s Adventures, it considers how the social practice of bicycling comes to be associated with concepts of female freedom, problematising the notion of the bicycle as a technology of democratisation. Chapter 4 discusses the figure of the New Woman nurse as a fin de siècle figuration of the Nightingale New Style nurse. Examining the emergence of the clinical hospital, it places the New Woman nurse in a context of medical modernity. Reading Grant Allen’s Hilda Wade as an intervention in a debate on hospital hierarchies, it explores the institutional technology of the hospital in the formation of notions of gender.

Master of Regional and Community Planning / Department of Landscape Architecture/Regional and Community Planning / Hyung Jin Kim / In the past 20 years, the promotion of bicycle-friendly environments in the United States has become a major topic for city planners, engineers, landscape architects, and concerned citizens. The City of Manhattan, Kansas, and Kansas State University (KSU) are following the trend by creating more bicycle infrastructure. As an example, the Campus Planning and Facilities Management Department at KSU recently installed new signs on the pavement that support existing bicycle rules around campus. The rules require cyclists to dismount and walk their bicycles on the main campus sidewalk and yield to pedestrians when crossing Bosco Plaza. While signs are important, these markers should be part of a bigger plan that includes infrastructure, education and enforcement working together to create a safe, active transportation system. This project explores bicycling culture at KSU campus and uses three key concepts of infrastructure, education, and enforcement to discover what improvements are needed and what improvements can be made. The video-based observation method consists of recording the activity of cyclists entering the campus core and analyzing the behavior of cyclists and pedestrians. The survey was conducted via social media in order to understand safety perceptions and behaviors of bicyclists and pedestrian as daily commuters to campus. The results from both methods show a lack of involvement with infrastructure, education, and enforcement for cycling at Kansas State which creates areas that are not safe for pedestrians. Bicycling (15.4%) and walking (46.7%) represent 62.1% of commuters to campus; therefore, a safer approach to campus infrastructure needs to be addressed for these users. Results indicate that the dismount signs are ignored 82.9% of the time, and collisions between cyclists and pedestrians do happen on campus. An absence of enforcement is shown in the data, which is compounded by a non-existing bicycling education program, making for a less than optimal active transportation system on campus.