The thesis deals with a resistance to a psychological stress at cyclists with disabilities in context of addictive substances use. The theoretical part of the thesis summarizes findings concerning handicapped people cycling, personal characteristics of sportsmen, and also an influence of a sports performance by used substances together with an institutional framework of this issue. In the theoretical part there are described various views of the resistance to the psychological stress with an emphasis on an arousability, dispositional optimism and Sense of Coherence. A score of these three indicators was determined at respondents within an empirical part of the thesis. The aim of the thesis was to define a level of a psychological resistance at cyclists with disabilities and its relation to the addictive substances use. Partial aims of the thesis were focused on respondents´ awareness of effects of addictive substances on the sports performance, particular substances used by respondents, an openness to the addictive substances use to influence the sports performance and views of such a use in the sports environment. Scales of the arousability, Optimism Scale and Sense of Coherence, detecting levels of the arousability, dispositional optimism and Sense of Coherence, were applied in the research investigation. The research sample consisted of men ? cyclists with physical or sense handicaps, participating in cycle racing disciplines in the Czech Republic. Three hypotheses were tested in this investigation. The empirical part of the thesis has led to conclusions concerning a level of the psychological resistance at cyclists with disabilities from aspects of the Sense of Coherence, arousability and dispositional optimism. A frequency of the addictive substances use to influence the sports performance was in accordance with a predetermined hypothesis, the research sample of cyclists with disabilities showed a lower use of addictive substances to influence the sports performance compared to the cyclists without disabilities. Similarly, the openness to the addictive substances use was lower at the research sample.

Cyclists as vulnerable road users are oftentimes unprotected with exposed human body, can fall easily and sustain serious injuries when encountered collisions, especially with motorists. At roundabouts, accident reduction rate for cyclists is rather uncertain or sometimes less favorable compared to other road users (e.g. motorists, pedestrians). This thesis focuses on advancing the understanding of traffic safety issues for cyclists at roundabouts by identifying concerns faced by cyclists and evaluating their designs to find out which configuration has high or higher safety level towards cyclists. The research approach adopted in this work includes a wide review of relevant literature on cyclist safety and roundabouts and the implementation of empirical research, the latter was carried out through a Case Study in Norrköping city by obtaining cyclist related accident data from Swedish Traffic Accident Data Acquisition database to identify roundabouts with high cyclist-related accidents in the city assisted with PTV Visum Safety tool and fetching traffic volume from city network model operated by Norrköping Municipality for each identified roundabout. The main findings from this research conclude that single-lane roundabouts with separated cycle paths in high traffic volume setting provide better or higher safety performance for cyclists compared to other roundabout configurations.

Die gesundheitsschädliche Wirkung unreiner Luft ist Gegenstand unzähliger Studien und wurde bereits hinreichend nachgewiesen. Der Straßenverkehr ist dabei eine der wesentlichsten Schadstoffquellen, denen der Mensch im Alltag ausgesetzt ist. Ziel dieser Arbeit ist es, die Schadstoffbelastung von Nutzern des Straßenverkehrs vertiefend abzubilden. Im Rahmen eines Literaturreviews werden insgesamt 50 wissenschaftliche Studien analysiert. Obwohl sich viele Studien mit dem Vergleich der Verkehrsmittel bezüglich der Immissionsexposition auseinandersetzen, widersprechen sich ihre Ergebnisse je nach Schadstoff regelmäßig hinsichtlich der Reihenfolge der Verkehrsmittel oder auch grundsätzlich bezüglich der Signifikanz der Verkehrsmittelwahl. Ursache dafür sind die zahlreichen Einflussfaktoren, die sich von Arbeit zu Arbeit unterscheiden und eine Vergleichbarkeit der Messergebnisse stark erschweren. Trotz einer steigenden Anzahl an Studien zum Thema mangelt es den Messmethoden an einem strengen Qualitätsstandard sowie einer ausführlichen Dokumentation der Messbedingungen. Eine Verallgemeinerung und Vergleichbarkeit der Forschungsergebnisse untereinander ist damit bislang nicht gewährleistet. Die Betrachtung der Luftqualität bildet die wissenschaftliche Grundlage, um Grenzwertüberschreitungen aufzuspüren, Gegenmaßnahmen zu erarbeiten und diese auf ihre Wirksamkeit zu kontrollieren. Die Werte stationärer Messeinrichtungen geben dabei ein nur unzureichend genaues Bild über die Immissionen, denen die Nutzer des Straßenverkehrs ausgesetzt sind. Um ein realistischeres Bild über die Immissionsbelastung von Verkehrsteilnehmern zu gewinnen, wird mittels eines mobilen Messgeräts die PM10-Belastung für Radfahrer in Teilen des Dresdner Straßennetzes bestimmt. Dabei wird deutlich, dass die gemessene Schadstoffkonzentration sowohl räumlich innerhalb einer Messstrecke als auch zeitlich im Laufe des Tages variiert. Um den weitestgehend emissionsarmen Rad- und Fußverkehr weiter zu fördern und auszubauen, ist es nötig, die Schadstoffbelastung dieser Verkehrsteilnehmer noch besser zu verstehen und quantifizieren zu können. Nur dann sind Verkehrsplaner und Entscheidungsträger in der Lage, eine Infrastruktur zu schaffen, die ihre Nutzer so wenig wie möglich gesundheitlich beeinträchtigt.

This diploma thesis Analysis of selected manoeuvres of bicyclists deals with the history and development of the bicycles, further their division of, construction, analysis accident and national legislation in the theoretical part. The practical part of the master thesis is devoted to the measurements of the bicycles. Specifically, it is about acceleration, deceleration, transverse movement, ride in the curve and looking back before changing the direction. For measuring are selected different type of bikes with different construction. The results of individual measurements are evaluated in the end of the diploma thesis.

The purpose of this study is to compare the safety of cyclists in five bicycle facility layouts in signalized intersections at various traffic volumes in order to assess if some layouts are better than others with regards to cyclist safety and to develop methods to facilitate this comparison. The five layouts included two full-length bicycle tracks with and without separate right-turning lane, two truncated bicycle tracks – one in which cyclists and right-turning vehicles merge in the right-turning lane, one continued into a narrow bicycle lane – and a recessed bicycle track. Using two different definitions of traffic conflicts the safety of cyclists in each layout is calculated as the risk of a cyclist being involved in a conflict with left- and right-turning vehicles at low, medium and high vehicle volumes, respectively. In total, around 35,500 left-turning vehicles, 38,000 right-turning vehicles and 16,000 cyclists going straight ahead were observed, resulting in 12 left-hook and 25 right-hook traffic conflicts for the reaction-based indicator and 25 left-hook and 80 right-hook traffic conflicts for the time-based indicator. The results show that regardless of which of the two conflict indicators were used, the number of conflicts was too small to make firm conclusions about which layout is safest for cyclists at various traffic volumes, although the study was based on 80 h of video recordings from each of the five intersections. However, a recessed bicycle track seems to be safer than the other geometric layouts. In order to facilitate the detection of conflicts, we developed watchdog video analysis software to reduce the amount of video. This software compressed 400 h of video into 64 h, i.e. 16% of its original length. The use of this software is particularly important to provide enough conflicts for an analysis if even larger traffic conflict studies should be carried out.

Syfte: Ett ökat användande av cykeln ger ett minskat utsläpp från transportsektorn och skapar en mer levande stadsmiljö, dock ger en ökad mängd trafikanter även en ökad risk för konflikter och olyckor. Hastighetsskillnaden mellan fotgängare och cyklister är stora och med allt fler eldrivna fordon på gång- och cykelbanan blir denna hastighetsskillnad ännu större. Det är därför viktigt med ett fungerande gång- och cykelvägnät. Målet med denna studie är att bidra med förbättring av samspelet mellan cyklister och fotgängare genom att utreda orsaker till konflikter samt att undersöka hur större kommuner utformar gång- och cykelbanor. Metod: Observationer har genomförts vid korsningar på huvudcykelstråket i Jönköpings Kommun, konflikter och flöde har observerats. Data har även samlats in genom semistrukturerade intervjuer med trafikingenjörer och trafikplanerare från fyra större kommuner. Insamlade data har strukturerats efter teman tagna ur det teoretiska ramverket, dessa teman är utformning, riktlinjer och VGU, separering eller samspel och konflikter. Resultat: Studien har visat att det saknas normer kring hur man beter sig på gång- och cykelbanan vilket påverkar trafikanternas attityd till trafikregler och medtrafikanter. Under de sammanlagt 10 observationstillfällena observerades 15st konflikter. Av dessa var 47% på grund av att minst en trafikant inblandad bröt mot trafikreglerna. Oftast inträffar konflikter mellan olika trafikslag, fotgängare och cyklister. Av de 15st konflikter som observerades var 80% mellan olika trafikslag. Studien visar inte något samband mellan inträffade konflikter och hur vida utformningen når upp till rekommendationer i GCM och VGU. Dock kan förbättringar göras, otydligheter i utformningen gör att trafikanter inte vet hur de ska placera sig och samspela med andra trafikanter på gång- och cykelbanan. För att utformningen ska respekteras är det viktigt att trafikanterna få det utrymme som krävs. Konsekvenser: Gång- och cykelbanorna måste göras tydliga och sammanhängande för att de ska användas rätt och respekteras. Fotgängare och cyklister bör ses som två olika trafikslag och ytorna dem färdas på bör utformas efter det. Ett förbättringsförslag är att skapa en standard vid utformning av gång- och cykelbanor som är anpassad för tätorten. Begränsningar: Arbetet är begränsat till större kommuner och observationerna är genomförda i korsningar på endast en kommuns huvudcykelvägnät. Flera intervjuer och observationer i kommuner av olika storlek hade behövt genomföras för att göra arbetet generellt applicerbart. / Purpose: Increased use of bicycles will reduce emissions from the transport sector and create a more vibrant urban environment, however, an increased number of shared-path users will increase the risk of conflicts and accidents. The speed difference between pedestrians and cyclists is large and with more and more electric vehicles on the pedestrian and bicycle lane, this speed difference is even larger. A functioning pedestrian and bicycle road network are important. The aim of this study is to help improve the interaction between cyclists and pedestrians by investigating the causes of conflicts and investigating how larger municipalities design pedestrian and bicycle lanes. Method: Observations were made on crossings in the main cycle path in Jönköping municipality where conflicts and flow were noted. There were also interviews with traffic planners and traffic engineers from four medium sized municipalities. The data collected was sorted by different themes from the theoretical framework. These themes are configuration, guidelines and VGU, separation or interplay and conflicts. Findings: The study has shown that there are no standards on how to behave on the pedestrian and bicycle lane, which affects road users' attitude to traffic rules and fellow road users. During the total of 10 observations, 15 conflicts were observed. Of these, 47% were due to at least one road user involved breaking the traffic rules. Most often, conflicts occur between different types of traffic, pedestrians and cyclists. Of the 15 conflicts observed, 80% were between different types of traffic. Studies do not show any connection between conflicts that have occurred and the extent to which the design reaches recommendations in GCM and VGU. However, improvements can be made, uncertainty in the design means that road users do not know how to position themselves and interact with other road users on pedestrian and bicycle lanes. It is important to give users enough space to make them respect the configuration. Implications: Reasons of conflicts are uncertainties in the configuration, speed differences and pedestrians moving unpredictable. There is a lack of norm of how to behave on the shared path. The configuration of shared paths needs to be clearer and it need to be coherent to make the users respect and use it properly. Pedestrians and cyclists should be seen as two different kinds of transportation and the surfaces they travel on should be designed as such. A suggestion is to create a standard in configuration of shared paths that is suited for the urban centre. Limitations: The study is restricted to larger municipalities and the observations were made at intersections on only one municipality's main cycle road network. Additional interviews and observations in municipalities with different sizes would be needed to make the findings more applicable.

Transportsektorns utsläpp av växthusgaser står för ungefär en tredjedel av de totala utsläppen i Sverige. Till 2030 ska dessa minska med 70% jämfört med 2010 års nivåer. Utöver växthusgaser ger biltransporter upphov till trängsel och utsläpp av partiklar och gaser som påverkar hälsa och miljö negativt, särskilt i tät i stadsmiljö. På global, såväl som nationell nivå finns mål som strävar efter att förbättra miljön och inte sällan lyfts kollektivtrafik, gång och cykel fram som hållbara transportslag för stadsmiljö.  Studien Södertälje, cykel, city har sitt ursprung i Södertälje kommuns ambition att bli en bättre stad för cyklister. Idag konstateras att andelen resor som sker med cykel är låg trots stadens goda förutsättningar för cyklism. Ett mål i den kommunala cykelplanen är att understödja fler cykelresor med hjälp av förbättrad cykelinfrastruktur. Cykelinfrastrukturen innefattar flera delar och den här studien fokuserar på cykelparkering då brist på säker cykelparkering är en vanlig orsak till att södertäljebor avstår från att cykla. Med kartläggning av nuvarande cykelparkeringssituationen syftar denna studie till att producera kunskap till hjälp i planeringen av stadens framtida cykelparkering.  Med hjälp av litteratur på området, insamlad empirisk data och GIS-teknik visualiseras och analyseras hur stadskärnans cyklister parkerar och utformningen av stadskärnans cykelparkeringar. Av studiens resultat framgår att ungefär hälften av cyklarna inom undersökningsområdet parkeras utanför anordnad parkering och att det generellt sett inte råder någon kapacitetsbrist på cykelparkeringarna. Av de cyklar som parkerats utanför ställ återfinns 65% längre bort än 25 meter ifrån anordnade parkering. En av studiens slutsatser är att närhet till cykelparkering inom undersökningsområdet är bristfällig och att andra typer av cykelinfrastruktur är mer adekvat för att nå uppsatta mål om fler resor på cykel. / The transport sector's emissions of greenhouse gases account for about a third of the total emissions in Sweden, by the year 2030 these shall decrease by 70% compared to 2010 levels. In addition to greenhouse gases, car transport contributes to congestion and emissions of particles and gases that negatively affect health and the environment, especially in dense urban environments. At global, national and local levels there are goals in order to improve the environment which often highlight public transport, walking and cycling as sustainable modes of transport in the urban environment. The study Södertälje, cycle, city has its origins in the municipality of Södertälje’s ambition to become a better city for cyclists. Today, the municipality considers the proportion of trips made by bicycle is low even though the city has good conditions to incubate cycling. A designated tool in the municipal cycle plan is to support more cycle journeys with the use of an improved bicycling infrastructure. Organised bicycle parking is part of the bicycle infrastructure that can provide users a number of benefits. At the same time there is an inherent advantage of the bicycle which is its flexibility in terms of parking. Due to that, this study maps and analyses the bicycle parking situation in a central Södertälje. This in order to create greater knowledge and understanding of cyclists' needs but also to support the planning of the city's future bicycle parking. With the help of literature in the field, collected empirical data and GIS technology, how the city centre cyclists park and the design of the city centre bicycle parking is visualized and analysed. The results of the study show that approximately half of the bicycles in the study area are parked outside organized parking and that there is no generall lack of capacity in the organised bicycle parking. Of the bicycles parked outside racks, 90% are found far further than 25 meters from an organized car park. One of the study's conclusions is that proximity to bicycle parking within the study area is deficient and that other types of bicycle infrastructure are more adequate to achieve set goals for more trips by bicycle.

The road transport in Kenya is the most common means oftransport for people living in both urban and rural areas. The use of bicycles for transport dates back in the pre-colonial time and has been used as a mode of transport until 2008 when the use of motorcycles became a popular mode of travel in the rural and urban areas. However, the use of bicycle as a means of travel has declined consistently over the years until now and many have shifted to the use of car, public transport and most commonly motorcycles which are popularly known as 'boda boda' in Kenya. This modal shift can be attributed to a number of factors identified as challenges in the use of bicycles as a common mode of transport in comparison to other emerging modes of transport both in rural and urban areas. However, despite this modal shift, there are a substantial number of road users who would still prefer to use the bicycle mode amid prevalence in road traffic fatalities and injuries in Kenya. The government of Kenya has established initiatives to provide safe and inclusive transport system by investing in transport infrastructure that includes cycle tracks especially for roads located in the urban cities. This has been enabled by innovation in design, mixed traffic composition, change of legislation and road design standards especially in regards to non-motorized transport in Kenya. Cycling is still low in cities in Kenya despite this effort to improve geometric design of roads. This paper explores these challenges and opportunities in cycling in Kenya focusing on Nairobi city as a case study. [From: Introduction]

Cyclist underreporting of lower severity and single cyclist collisions to police results in the underestimation of the societal costs of lower severity and single cyclist collisions [1], [2]. Prevention strategies for these types of collisions are becoming a popular area of research, and video-based approaches have obvious potential for these cases, allowing for detailed analyses of underreported lower severity and single cyclist falls. Video-based studies have been used to investigate site-specific cyclist safety issues such as railway crossings [3 ]. They have also been used for near-collision or near-miss incidents and Surrogate Measures of Safety (SMoS), e.g., [4]. A recent Irish study has identified the most common collision configurations and factors with the inclusion of unreported cases [5]. Findings indicate that falls involving interactions with light rail tram tracks are common in Dublin; they were the most common infrastructural collision partner in this study and a contributing factor in 23% of single cyclist collisions (ibid.), supplementing international findings [6], [7]. Furthermore, along with increasing popularity of cycling, many new light rail systems are being implemented across Europe as part of a broader move towards sustainable transport [8]. Accordingly, further investigation is required to avoid potential conflicts. Therefore, this study aims to use video-based assessment to correlate fall risk with trajectories and crossing angles. [From: Introductiojn]

In Spain, the presence of sport and recreational cyclists on rural roads has increased notably in recent years. In fact, the number offederation licences reached 75,638 cyclists and 3,634 cycling clubs in 2020. As the number of cyclists on these roads has increased, so has the number of accidents. Despite regulations, information campaigns and measures t.aken by the Spanish Directorate-General for Traffic in recent years, the number of crashes involving cyclists in rural environments remains plateaued at near 50 cyclist fatalities per year. Most Spanish rural roads do not have specifi.c infrastructure for cyclists - e.g. cycle lanes. Theo. cyclists and drivers share the road and interact; being the overtaking manoeuvre one of the most dangerous interactions. These interactions imply risk of rear-end and side-on collisions with cyclists and head-on collisions with oncoming vehicles during the overtaking manoeuvre. Since traffic crashes and risk exposure are highly correlated, every interaction between cyclists and/or with motorised vehicles increases the likelihood of a traffic crash. Consequently, to properly assess road safety on rural roads, an adequate estimation of cycle volume is needed. On the other band, cyclists may ride in groups in different confi.gurations (in-line or two-abreast), which can also affect the traftic operation by creating queues and increasing the delay time of m.otorised vehicles. Therefore, determining the volume of cyclists on a rural road segment is a necessary challenge in order to integrate them into safety and traffic operation analyses. Cycle volume is of great interest for many applications. In fact, knowing the spatial and temporal distribution of cycle volume across a road network. can help engineers to plan and manage these roads, improving road safety and traffic operation. Furthermore, knowing cycle volume can also help motorised drivers. Waming drivers about the presence of cycl:ists before reaching them improves road safety, as drivers can adapt their behaviour to interact with cyclists more safely. One tool to inform drivers of the presence of cyclists in this environment is the use of vertical signs. These systems have evolved in recent years, from simple static signs (infomring ofthe possible presence of cyclists), to the implementation of active and intelligent signs. Active or dyn.amic signs alert drivers about the presence of cyclists in real time, raising their level of attention. This is extremely important, since driver inattention or speeding was present in half of crashes involving cyclists on Spanish rural roads. There are many technologies for cyclist detection. Most of them have been used in urban areas, where cyclists have specific facilities. However, rural roads present particu1arities duc to the type of infrastructure, users, and how they interact. For this reason, the main objective of this study is to analyse what challenges existing counting systems must overcome in order to be effective on rural environment. The analysis will consider the particular characteristics of the phenomenon tobe detected, both the characteristics ofthe cyclists themselves and of the road.