This thesis examines factors that influence the daily number of trip departures and arrivals at over 100 hubs comprising Hamilton, Ontario’s (Canada) bike share program – SoBi (Social Bicycles) Hamilton. SoBi operates all year, and during its first year of operation (April 1, 2015 to March 31, 2016), over 200,000 trips were generated on SoBi bikes. The study utilizes data from SoBi Hamilton, the 2011 Canadian Census, the 2011 Transportation Tomorrow Survey, Environment Canada, and Hamilton’s Open Source Data initiative. From these master files, daily trips, meteorological data, temporal variables, socio-demographic and built environment attributes were obtained to generate a comprehensive suite of explanatory variables to explain the daily trips at each hub. A multilevel regression approach was used to understand the associations between bike share usage at each hub and each suite of explanatory variables at two temporal scales: total daily trips at hubs and total daily trips across four time periods of the day. Findings demonstrate that weather and temporal attributes play a significant role in trip departures and arrivals. In addition, hub attributes vary in significance throughout different times of the day for trip departures and arrivals. Overall, the methodology and findings allow us to identify factors that increase SoBi usage, which can also benefit city planners and engineers who are implementing a bike share system with the goal of maximizing bike share activity in urban centers. / Thesis / Master of Science (MSc)

Cycling is an increasingly popular mode of transportation and a preferred form of exercise worldwide. From 1990 to 2015, commuting via bicycle increased as much as four-fold in cities across North America and Europe. However, this increase in cycling is associated with an increase in cycling related fatalities and head injuries. The best way to prevent severe head injury while cycling is to wear a bike helmet. Bike helmets are designed to decrease the linear acceleration of the head, decreasing the rider's risk of severe head injuries, such as skull fracture. In order to sell a bike helmet, it must meet a minimum standard of protection based on linear acceleration of the head upon impact. However, bike helmet impacts are not completely linear in nature and experience a tangential component through angled impacts of the helmet, resulting in rotational accelerations and shear-strain at the skull-brain interface. This strain cause brain injuries such as concussion. Therefore, recent helmet advancements have aimed to decrease rotational acceleration of the head. To continue the advancement of helmet technology and the subsequent decrease of brain injury risk to riders, investigating the impact conditions of real-world impacts is pertinent. This thesis aimed to increase the current body of knowledge of cycling related head impacts. The first aim was to quantify real-world impact locations and analyze how impact location may influence helmet performance. The second aim of this thesis was to investigate the impact velocities and resulting kinematics of real-world crashes based on the magnitude of corresponding damage conditions. Additionally, this aim analyzed the impact conditions from cases which resulted in concussion. Together these studies aim to provide valuable real-world data to be used for the advancement of helmet technologies and design. / Master of Science / Cycling is an increasingly popular mode of transportation and a preferred form of exercise worldwide. From 1990 to 2015, commuting via bicycle increased as much as four-fold in cities across North America and Europe. However, this increase in cycling is associated with an increase in cycling related fatalities and head injuries. The best way to prevent severe head injury while cycling is to wear a bike helmet. Bike helmets are designed to decrease the linear acceleration of the head, decreasing the rider's risk of severe head injuries, such as skull fracture. In order to sell a bike helmet, it must meet a minimum standard of protection based on linear acceleration of the head upon impact. However, bike helmet impacts are not completely linear in nature and experience a tangential component through angled impacts of the helmet, resulting in rotational accelerations and shear-strain at the skull-brain interface. This strain cause brain injuries such as concussion. Therefore, recent helmet advancements have aimed to decrease rotational acceleration of the head. To continue the advancement of helmet technology and the subsequent decrease of brain injury risk to riders, investigating the impact conditions of real-world impacts is pertinent. This thesis aimed to increase the current body of knowledge of cycling related head impacts. The first aim was to quantify real-world impact locations and analyze how impact location may influence helmet performance. The second aim of this thesis was to investigate the impact velocities and resulting kinematics of real-world crashes based on the magnitude of corresponding damage conditions. Additionally, this aim analyzed the impact conditions from cases which resulted in concussion. Together these studies aim to provide valuable real-world data to be used for the advancement of helmet technologies and design.

Neste trabalho são investigadas as razões da maior utilização do sistema cicloviário na cidade de Rio Claro em relação à Araraquara e São Carlos, e descobrir os principais motivos da baixa demanda de usuários nas ciclovias e ciclofaixas das cidades de Araraquara e São Carlos. Esse objetivo visa compreender também o porquê da utilização ou não do espaço destinado ao tráfego de bicicletas. Tal objetivo auxilia na obtenção de informações que possam ajudar no planejamento e no projeto da implantação de ciclovias e ciclofaixas nas cidades brasileiras. Também é realizada uma avaliação individual dos segmentos cicloviários (ciclovias e ciclofaixas) existentes nas três cidades objeto do estudo e uma avaliação geral do sistema cicloviário das mesmas, mediante, sobretudo, a comparação de dados quantitativos. O uso muito maior do modal bicicleta em Rio Claro deve-se aos seguintes principais fatores: preponderância de vias com baixa declividade na maior parte da área urbana, qualidade insatisfatória do transporte coletivo nas últimas décadas, renda média inferior da população e maior influência da cultura europeia (alemã e italiana) na colonização da cidade- países que têm grande tradição no uso da bicicleta. Os principais fatores inibidores do uso do modal bicicleta em São Carlos são: topografia acidentada (em grande parte da área urbana as vias tem rampas acentuadas), maior nível de desenvolvimento socioeconômico e falta de tradição/cultura do uso da bicicleta. Em Araraquara, são: boa qualidade do transporte coletivo nas últimas décadas, maior nível de desenvolvimento socioeconômico e falta de tradição/cultura do uso da bicicleta. São ainda discutidos os seguintes pontos relevantes: tipos de segmentos cicloviários x visão da população, impacto da bicicleta na fluidez do trânsito e segurança no uso da bicicleta. / This research investigates the reasons for the increased use of cycling system in the city of Rio Claro in relation to Araraquara and São Carlos, and discover the main reasons for the low demand of users in bicycle tracks and lanes of the cities of Araraquara and São Carlos. This goal also aims to understand why the use or not of the installation to bicycle traffic. This goal is important to obtain information that may help in the planning and implementation of bicycle paths and lanes project in Brazilian cities. An individual evaluation of existing cycling segments (bike paths and lanes) in the three cities subject of the study and an overall assessment of cycling system of them, highlighting the comparison of quantitative data performed. The far greater use of the bicycle modal in Rio Claro is due to the following main factors: preponderance of routes with low slope in most of the urban area, poor quality of public transport in recent decades, lower average incomes and greater influence of culture European (German and Italian) in the colonization of the city- countries that have great tradition in bicycle use. The main factors inhibiting the use of bicycle modal in São Carlos are: topography (largely urban area routes have steep ramps), higher level of socioeconomic development and lack of tradition/culture of cycling. In Araraquara, are: better quality of public transport in recent decades, higher socioeconomic level of development and lack of tradition/culture of cycling. Are still discussed the following relevant points: types of cycling segments x populations point of view, impact of bicycles in traffic flow and safety on bicycle use.

Neste trabalho são investigadas as razões da maior utilização do sistema cicloviário na cidade de Rio Claro em relação à Araraquara e São Carlos, e descobrir os principais motivos da baixa demanda de usuários nas ciclovias e ciclofaixas das cidades de Araraquara e São Carlos. Esse objetivo visa compreender também o porquê da utilização ou não do espaço destinado ao tráfego de bicicletas. Tal objetivo auxilia na obtenção de informações que possam ajudar no planejamento e no projeto da implantação de ciclovias e ciclofaixas nas cidades brasileiras. Também é realizada uma avaliação individual dos segmentos cicloviários (ciclovias e ciclofaixas) existentes nas três cidades objeto do estudo e uma avaliação geral do sistema cicloviário das mesmas, mediante, sobretudo, a comparação de dados quantitativos. O uso muito maior do modal bicicleta em Rio Claro deve-se aos seguintes principais fatores: preponderância de vias com baixa declividade na maior parte da área urbana, qualidade insatisfatória do transporte coletivo nas últimas décadas, renda média inferior da população e maior influência da cultura europeia (alemã e italiana) na colonização da cidade- países que têm grande tradição no uso da bicicleta. Os principais fatores inibidores do uso do modal bicicleta em São Carlos são: topografia acidentada (em grande parte da área urbana as vias tem rampas acentuadas), maior nível de desenvolvimento socioeconômico e falta de tradição/cultura do uso da bicicleta. Em Araraquara, são: boa qualidade do transporte coletivo nas últimas décadas, maior nível de desenvolvimento socioeconômico e falta de tradição/cultura do uso da bicicleta. São ainda discutidos os seguintes pontos relevantes: tipos de segmentos cicloviários x visão da população, impacto da bicicleta na fluidez do trânsito e segurança no uso da bicicleta. / This research investigates the reasons for the increased use of cycling system in the city of Rio Claro in relation to Araraquara and São Carlos, and discover the main reasons for the low demand of users in bicycle tracks and lanes of the cities of Araraquara and São Carlos. This goal also aims to understand why the use or not of the installation to bicycle traffic. This goal is important to obtain information that may help in the planning and implementation of bicycle paths and lanes project in Brazilian cities. An individual evaluation of existing cycling segments (bike paths and lanes) in the three cities subject of the study and an overall assessment of cycling system of them, highlighting the comparison of quantitative data performed. The far greater use of the bicycle modal in Rio Claro is due to the following main factors: preponderance of routes with low slope in most of the urban area, poor quality of public transport in recent decades, lower average incomes and greater influence of culture European (German and Italian) in the colonization of the city- countries that have great tradition in bicycle use. The main factors inhibiting the use of bicycle modal in São Carlos are: topography (largely urban area routes have steep ramps), higher level of socioeconomic development and lack of tradition/culture of cycling. In Araraquara, are: better quality of public transport in recent decades, higher socioeconomic level of development and lack of tradition/culture of cycling. Are still discussed the following relevant points: types of cycling segments x populations point of view, impact of bicycles in traffic flow and safety on bicycle use.

Less than 1% of work and school trips are completed by bicycle in the United States. Comprehensive bicycle facilities improve bicycle ridership by including a diverse set of strategies that accommodate the bicycle mode and seek to minimize the Level of Traffic Stress experienced by riders. Traffic Signal Operational Strategies for Bicycles (TSOSB) are an integral component of comprehensive bicycle facilities. This research presents a methodology to identify critical zones for implementation of TSOSB. After identifying critical zones a process for assessment of gaps in bicycle safety and comfort and convenience for signalized intersections within the critical zones is conducted. The outcome of the methodology is a prioritized list of signalized intersection that could benefit from the application of Traffic Signal Operational Strategies for Bicycles

abstract: Thousands of children are being injured every day in bicycling accidents. Interventions, like Safe Routes to School, are currently in place to combat injury rates by providing programs to teach children safe biking behaviors. In order to develop effective behavioral change programs, behavior and the components of which it is composed must be understood. Attitudes, subjective norms, and self-efficacy are important predictors of intention to perform a behavior. The purpose of this study was to ascertain the extent to which attitude, subjective norms, self-efficacy, and bike rodeo participation explain third through eighth graders' intentions to bike safely. These constructs were tested using a survey research design in a purposive sample of fifty-seven third through eighth grade students in Safe Routes to School schools in the Southwest. Students took an online survey in the computer lab at their respective schools supervised by a teacher. The study found attitudes to be comprised of three factors: happy/safe, not afraid, and calm. Overall, the model explained approximately 71% of the variance in children's intentions to bike safely, R2=.749, Adjusted R2=.713, F(7, 49)=20.854, p<.01. The significant predictors were happy/safe attitudes, subjective norms, self-efficacy, and a quadratic self-efficacy term explaining 10% (p=.019), 28% (p<.01), 18% (p<.01), and 15% (p<.01) respectively. The results of the study can be used to create future and improve current bike safety interventions for children. / Dissertation/Thesis / M.S. Recreation and Tourism Studies 2011

Syftet är att studera hur det planeras för cykel i staden och hur cyklande kan bli ett merattraktivt alternativ för stadens invånare. Detta gjordes med fokus på Karlstad, men ocksågenom lärdomar från andra exempel. Studien uppnådde sitt syfte med hjälp av de tvåfrågeställningarna Hur planeras det för ökat cyklande i Karlstad kommun idag? samt Vilkenpotential finns att öka andelen cyklande i kommunen?Som verktyg för att besvara frågeställningarna används de fyra teoretiska begreppen hållbarmobilitet, jämställd planering, trygghet samt radikala lösningar. Studien har en kvalitativmetod i form av semistrukturerade intervjuer. Intervjuerna sker med sju invånare i Karlstadskommun där kravet för att intervjuas är att äga en cykel och använda den allt från någon gångper år till flera gånger i veckan, samt med tre tjänstepersoner på Karlstads kommun.Resultatet visar att de tillfrågade invånarna har en blandad uppfattning omcykelmöjligheterna i Karlstad. Vissa anser att det duger som det är, men om de får önskafinns ändå förbättringspotential, andra anser att de behöver bättre förutsättningar för att väljacykeln i större utsträckning än de gör i nuläget.Slutsatsen visar på att det idag planeras för attraktiva cykelbanor genom att ha trygghet iåtanke. Det görs främst i samband med ombyggnation eller nybyggnation av områden. För attbidra till ökat cyklande har de stort fokus på snöröjningen under vinterhalvåret. Slutsatsenvisar även att Karlstad kan öka cyklandet genom förbättrad cykelinfrastruktur och mermarkeringar och skyltar. Cyklandet kan även öka med hjälp av vissa radikala lösningar somuppvärmda cykelbanor, skyddade cykelbanor och cykelhiss.

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Level of Traffic Stress (LTS) is a bicycle quality of service measure originally developed by the Mineta Transportation Institute (MTI) that categorizes road infrastructure into four levels based on amount of traffic stress perceived by a bicyclist. The concept builds on research indicating that bicyclists can be grouped based on their comfort level. Riders identifying as strong and fearless as well as enthused and confident bicyclists represent most of the current users of the bicycle network across the US. However, there is a large group of cautious and concerned bicyclists that might be more likely to bike if the bicycle infrastructure were less stressful. This research applies the LTS methodology to quantify low stress bicycle access around the West End, Oakland City, and Lakewood/Ft. McPherson (Metropolitan Atlanta Rapid Transit Authority) MARTA rail stations. The Equitable Transit Oriented Development (TOD) typology analysis conducted by Reconnecting America identified these station areas as highly vulnerable with lagging markets. Additional analysis compares the existing low stress network, improved low stress networks, and the entire (low and high stress) bike network. Ultimately this work can serve as a model for both transportation planners interested in improving bike access both in general and specifically to transit.