Thesis (M. DM)--Unitec New Zealand, 2007. / Includes bibliographical references (leaves 168-172).

This paper investigates the behavior of bicycle commuters using qualitative behavior research techniques. Bicycle commuters are observed in context of their commute rides and video taped for analysis. Interviews and cognitive mapping processes are used to draw out commuters' perceptions to external activity and their behavior modifications in response. The behavior and perception data are used to illustrate mental models of bicycle commuters: how they differ among riders and how an individual rider's mental model evolves along their commute. A clear understanding of bicycle commuters' mental models and behaviors associated with them can be used to create a framework for development of a tool for self-assessment of commuting experiences.

Rapid growth and congestion within the City of Austin amplify the need to plan for and incorporate multi-modal infrastructure, facilities and policies. According to the 2005 US Census sample, the City of Austin falls short of many other bicycle-friendly cities in the number of commuters riding bicycles to work. Experiencing the achievements towards a more diverse modal share in other cities prompted the author to evaluate programmatic bicycle planning and fixed variables (geographic, demographic, and climatic conditions) in a descriptive multiple-case study. Data was collected from the City of Austin and the City of Tucson; both with significant university populations, and descriptive comparisons were made between the two cities. Findings show that the City of Tucson met most of the predicted values of ideal demographic, climatic, and programmatic variables. In addition, the City of Tucson has a well-staffed bicycle and nationally recognized regional bicycle program. Recommendations for the City of Austin include improving upon all programmatic variables (education, engineering, evaluation, enforcement and encouragement) through a new local and regional bicycle plan, and a legally mandated focus on supportive bicycle legislation, policies and enforcement. / text

Thesis (Ph.D.)--McMaster University (Canada), 1996. / Source: Dissertation Abstracts International, Volume: 58-06, Section: A, page: 2420. Advisers: B. Baetz; F. L. Hall.

Thesis (Ph. D.)--University of California, San Diego, 2009. / Title from first page of PDF file (viewed February 13, 2009). Available via ProQuest Digital Dissertations. Vita. Embargoed until 2/1/2011. Includes bibliographical references (p. 317-336).

xi, 43 p. : ill. (some col.) A print copy of this thesis is available through the UO Libraries. Search the library catalog for the location and call number. / Car use has become the dominant form of transportation, contributing to the health, environmental, and sprawl issues our nation is facing. Alternative modes of transport within urban environments are viable options in alleviating many of these problems. This thesis looks the habits and trends of bicyclists along the Midtown Greenway, a bicycle/pedestrian pathway that runs through Minneapolis, Minnesota and questions whether implementing non-auto throughways has encouraged bicyclists to bike further and to more destinations since its completion in 2006. The methods used to gather data were in-person five-minute surveys given to bicyclists, and analysis of existing data provided by non-profit organizations. Results included mapping each surveyed trip to see taken routes as well as qualitative and quantitative answers. Answers varied, but overall, it seemed that both commuting and leisure riders have increased their trips and distance within Minneapolis since completion of the path, advocating for off-street routes within the city. / Committee in Charge: Dr. Jean Stockard; Dr. Marc Schlossberg, AICP; Lisa Peterson-Bender, AICP

This research evaluated the performance of two types of cycle tracks—a one-way cycle track on Guadalupe St. and a two-way cycle track on Rio Grande St. in West Campus. The evaluation focused on all types of traffic users' (including bicyclists, pedestrians and motorists) behavior and their perspectives regarding safety, comfort and operation. For each cycle track, all users' behavior and their interactions with others was observed at the main intersection for a cumulative 4 hours; and 35 intercept surveys, including 15 cyclist surveys, 10 pedestrian surveys and 10 motorist surveys, were collected to identify all types of traffic users' experiences, perceptions and attitudes toward the cycle tracks. Overall, the results indicate that the cycle tracks have improved the sense of safety and comfort for cyclists, but, at the same time, other people—including pedestrians—misuse the space, resulting in potential safety issues with the existing intersection design that might undermine overall success. / text

Bicycle dynamics and behaviors have been vastly studied through modeling and simulation. Due to the complexity, software models are often assumed subjecting to di erent nonholonomic constraints in order to simplify the models and control algorithms. A real life autonomous bicycle faces perturbances from the road, wind, tire deformation, slipping among other external forces. Limitations of simulations will not always allow these to apply. All these issues make the autonomous bicycle research very challenging. To study the bicycle control problems a few research results from the literature are reviewed. A nonlinear bicycle model was used to conduct control simulations. Model based nonlinear controllers were applied to simulate the balance and path tracking control. A PID controller is more practical to replace the non-linear controller for the balance control. Simulation results of the di erent controllers are compared in order to decide the proper control strategies on the hardware platform. The controller design of the platform complies with practicality based on the hardware con guration. Two control schemes are implemented on the test platform; both are developed with PID algorithms. The rst scheme is a single PID control loop in which the controller takes the roll angle feedback and balances the running platform by means of steering. If the desired roll angle is zero the controller will try to hold the platform at the upright position. If the desired roll angle is non-zero the platform will be balanced at an equilibrium roll angle. A xed roll angle will lead to a xed steering angle as the result of balance control. The second scheme is directional control with balance consisting of two cascaded PID loops. Steering is the only means to control balance and direction. To do so the desired roll angle must be controlled to achieve the desired steering angle. The platform tilts to the desired side and steering follows to the same side of the tilt; the platform can then be lifted up by the centrifugal force and eventually balanced at an equilibrium roll angle. The direction can be controlled using a controlled roll angle. Many implementation issues have to be dealt with in order for the control algorithm to be functional. Dynamic roll angle measurement is implemented with complementary internal sensors (accelerometer and gyroscope). Directional information is obtained through a yaw rate gyroscope which operates on the principle of resonance. To monitor the speed of the platform, a rotational sensor was formed by using a hard drive stepper motor attached to the axis of the vehicle's driving motor. The optoelectronic circuit plays the vital role to ensure the system functionality by isolating the electromagnetic noise from the motors. Finally, in order to collect runtime data, the wireless communication is implemented through Bluetooth/RS232 serial interface. The data is then plotted and analyzed with Matlab. Controller gains are tuned through numerous road tests. Field test results show that the research has successfully achieved the goal of testing the low level control of autonomous bicycle. The developed algorithms are able to balance the platform on semi-smooth surfaces. / UOIT

Many cities in North America have stated goals in their Official Plans, Transportation Plans, and other municipal documents related to cycling. A common objective is to increase the number and proportion of cyclists for either utilitarian or both utilitarian and recreational trips. To determine whether they are progressing towards achieving their goals, it is necessary that cities periodically and accurately monitor and measure their levels of cycling. This thesis aims to assess the different methods used for monitoring cycling in Canadian cities, as well as individual cities’ overall monitoring programs. The advantages and disadvantages of different methodologies and technologies are discussed, and best practices are provided. Four case study cities: Vancouver, Halifax, Calgary and Toronto are assessed according to a list of best practices developed by Hudson et al. (2010). Themes and patterns emerge and the cities are compared and contrasted. A summary of Canadian cities’ efforts is presented and the cities are ranked in the following order: #1 Vancouver; #2 Toronto; #3 Calgary; and #4 Halifax. In addition, the results of two surveys from the Greater Toronto and Hamilton Area are compared at the census tract (CT) level to assess their reliability. The Bicycling Share of Work Trips (BSWT) from the Transportation Tomorrow Survey (TTS) and Statistics Canada’s Canadian Census (the Census) is examined to identify whether research from different sources is producing the same results. Geographic Information Systems are used to examine and compare the spatial patterns of the survey results and descriptive statistics are used to quantify the differences. It was found that the surveys are producing significantly different results and that there appears to be little spatial pattern in the difference between them. This research allows Canadian cities and other interested parties to learn about the various methods for monitoring cycling, to see which methods are being used in Canadian cities, to decide which methods are best for their specific needs, and to more comprehensively understand the BSWT from the Census and the TTS.

The purpose of this thesis is to explore bicycle use and attitudes towards cycling through case study analyses in Halifax Regional Municipality and the Region of Waterloo. There are two main sections of analyses; the first investigates factors that have been shown by previous research to be associated with cycling behavior for each of the study areas, and the second focuses on the results of a bicycle survey administered for the purpose of this research. The statistical analysis in Part 1 applies Fisher’s Exact Test to reveal statistically significant associations in the survey data. These two sections of analysis are compared and the following conclusions offered: 1. Cycling use is likely associated with city size, density, weather, topography, age, and gender. 2. Cycling trip purpose in Halifax is associated with weather; in Waterloo, trip purpose is associated with weather, gender, and employment. 3. Cycling use in Waterloo is associated with weather, age, gender, employment, and income. 4. There is strong evidence that the provision of bicycle infrastructure has a strong association with bicycle use. In the context of increasing bicycle use, the principal finding is the association between the provision of bicycle infrastructure and increased cycling use. In Waterloo, where the rate of cycling use is higher than in Halifax, there is approximately twice the total number of kilometres of on-street bicycle routes and respondents reported living significantly closer to bike paths, lanes, or trails. In Halifax, where cycling use is less common, respondents expressed much more concern regarding inadequate cycling infrastructure and an overall dissatisfaction with the quality of cycling facilities. These findings reaffirm the previous research suggesting that the provision of more bicycle lanes, paths, route signage, and parking facilities is associated with higher rates of bicycle use among the general public.