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Some cycle routes have proved unpopular because at several points a cyclist has to stop or slow very appreciably. Cyclists are discouraged by the resulting extra journey time. Three alternative hypotheses are made for a cyclist's performance in response to an imposed stop. In all he brakes uniformly from a cruising speed. In one, this speed is a personal standard, and he accelerates uniformly to regain it. In the second, because his energy is used in accelerating, he has less to use in cruising. The third hypothesis is that a cyclist's power output in accelerating is the same as in cruising, except at very low speeds, so that he attains his normal cruising speed asymptotically.

Trials were conducted on a lightly trafficked 2.5-km circuit with seven roundabouts. Cyclists made at least two circuits each, one non-stop and one stopping at roundabouts. Pairs of times for each cyclist were compared with derivations from each hypothesis. It was found that the estimates derived from the second hypothesis were much closer to the trial times than those given by the others. The conclusion is that making an adult cyclist stop is equivalent to extending the journey time by as much as an extra 50 m, approximately, would take. In reckoning the lengths of routes in order to select one for development, an equivalent distance of about 50 m should be added for each stop or near stop, unless they are close together.

Purpose – This chapter traces the development of cycling in several European countries over the period from the 1880s to the present, with special focus on the two cycling nations, Denmark and The Netherlands.

Methodology – Drawing on a wide array of research on bicycle use in Europe in the twentieth century as well as primary sources, the chapter pays particular attention to the users of the bicycle, their organisations and the mixture of male and female, young and old, and rich and poor, because these users were the people who actually shaped cycling cultures.

Findings – While acknowledging that geographical conditions cannot be fully ruled out as contributing factors, the authors point out that political, social and cultural aspects were all woven together into what would become increasingly distinctive national cycling cultures.

Value – This study provides historical context for recent efforts to increase cycling participation by identifying relevant cultural, social and political factors, and providing insights into the trajectories of Dutch and Danish cycling cultures.

Purpose – Bicycle riding provides a sustainable and affordable solution to many of the significant problems associated with motorised transport and physical inactivity. The provision of infrastructure plays an important role in encouraging people to begin and subsequently continue to ride bicycles and to do so safely.

Methodology – This chapter describes different types of on- and off-road infrastructure and reviews studies of their effects on rider numbers and safety. In addition, it looks at the roles that end-of-trip facilities and bikeshare programs can play in contributing to bicycle use and general transport sustainability.

Findings – Infrastructure characteristics can influence both perceived and objective levels of safety. It is important to identify and avoid treatments that increase perceived safety but are actually less safe. The type of infrastructure needed or desired differs between current and potential riders and according to trip purpose. Well-designed marked bicycle lanes on roads can reduce crash rates. Safety at intersections can be improved by: advanced green lights for cyclists, short cuts for right-hand turns, brightly coloured bicycle paths and advanced waiting positions for cyclists. Off-road facilities are generally safer, but intersections with roads must be carefully treated. Shared paths and footpaths are risky for older pedestrians (and older cyclists).

Implications – In many countries the provision of more infrastructure that increases the perceived safety of riding is needed to encourage cycling, particularly transport cycling and cycling by women.

The purpose of this paper is to propose a distributed smartphone sensing-enabled system, which assumes an intelligent transport signaling (ITS) infrastructure that operates traffic lights in a smart city (SC). The system is able to handle priorities between groups of cyclists (crowd-cycling) and traffic when approaching traffic lights at road junctions.

The system takes into consideration normal probability density function (PDF) and analytics computed for a certain group of cyclists (i.e. crowd-cycling). An inference model is built based on real-time spatiotemporal data of the cyclists. As the system is highly distributed – both physically (i.e. location of the cyclists) and logically (i.e. different threads), the problem is treated under the umbrella of multi-agent systems (MAS) modeling. The proposed model is experimentally evaluated by incorporating a real GPS trace data set from the SC of Melbourne, Australia. The MAS model is applied to the data set according to the quantitative and qualitative criteria adopted. Cyclists’ satisfaction (CS) is defined as a function, which measures the satisfaction of the cyclists. This is the case where the cyclists wait the least amount of time at traffic lights and move as fast as they can toward their destination. ITS system satisfaction (SS) is defined as a function that measures the satisfaction of the ITS system. This is the case where the system serves the maximum number of cyclists with the fewest transitions between the lights. Smart city satisfaction (SCS) is defined as a function that measures the overall satisfaction of the cyclists and the ITS system in the SC based on CS and SS. SCS defines three SC policies (SCP), namely, CS is maximum and SS is minimum then the SC is cyclist-friendly (SCP1), CS is average and SS is average then the SC is equally cyclist and ITS system friendly (SCP2) and CS is minimum and SS is maximum then the SC is ITS system friendly (SCP3).

Results are promising toward the integration of the proposed system with contemporary SCs, as the stakeholders are able to choose between the proposed SCPs according to the SC infrastructure. More specifically, cyclist-friendly SCs can adopt SCP1, SCs that treat cyclists and ITS equally can adopt SCP2 and ITS friendly SCs can adopt SCP3.

The proposed approach uses internet connectivity available in modern smartphones, which provide users control over the data they provide to us, to obviate the installation of additional sensing infrastructure. It extends related study by assuming an ITS system, which turns traffic lights green by considering the normal PDF and the analytics computed for a certain group of cyclists. The inference model is built based on the real-time spatiotemporal data of the cyclists. As the system is highly distributed – both physically (i.e. location of the cyclists) and logically (i.e. different threads), the system is treated under the umbrella of MAS. MAS has been used in the literature to model complex systems by incorporating intelligent agents. In this study, the authors treat agents as proxy threads running in the cloud, as they require high computation power not available to smartphones.

The image of cyclists has been increasingly recognised as an important factor in social marketing programmes aimed at increasing cycling. The purpose of this paper is to present findings from a multi‐stage research project exploring image incongruencies between cyclists and non‐cyclists in the UK.

The theoretical framework of self‐image congruency was used to explore a possible “image gap” between the current image(s) of cyclists and the self concept of the GB population. The first stage of the research was a quantitative nationally representative survey of 3,855 British adults. The second phase involved a qualitative study involving ten in‐depth interviews and nine focus groups (n=60) exploring the image of cyclists with groups of non‐cyclists, lapsed cyclists, occasional cyclists, sports cyclists and utility cyclists.

Quantitative findings indicated that a gap exists between the perceived image of cyclists by GB adults and their collective self concept. Qualitative findings suggested that cyclists images were frequently viewed as negative or sometimes “out of reach” for non‐cyclists.

Social marketers have a role to play in overcoming self‐image incongruencies of this type. The authors' intention was to enable social marketers to encourage non‐cyclists to view cycling in a more positive light by encouraging a perceptual shift in their image of cyclists in the UK. The implication is that this would form a bridging mechanism that narrows the gap between non‐cyclists' current image of cyclists and their image of themselves.

This work prompts reflections on the nature of self‐image congruency within the social marketing field. Initial observations are made as to the contribution that self‐image congruency may play in behaviour change.

Women's sport is said to be experiencing a moment of progress exemplified by the ‘professionalising’ of teams, leagues and events (McLachlan, 2019; Pavlidis, 2020; Taylor et al., 2020). The current ‘professionalising’ moment is celebrated as a measure of incremental change that demonstrates that women's sport is progressing in the right direction (Sherry & Taylor, 2019; Taylor, 2020). In this chapter, we pursue critical questions of progress in relation to professionalisation in women's road cycling. Cycling as a sport commenced in the late 1800s, and women were able to earn money from riding and racing their bicycle. However, the evolution of women's cycling has not been a linear process, (McLachlan, 2016) and despite increased ‘professionalisation’ of women's road cycling, women cyclists lack proper wages, safe working conditions, significant prize money, and suitable economic and career opportunities. Our work draws from data of 15 semi-structured interviews with riders and from extensive fieldwork of elite women's road cycling races in seven different countries in 2019. Our findings illustrate that despite the general perceptions of progress of women's professional road cycling, the cyclists' experiences and rationalisations of their conditions reflect deeper struggles. We argue that struggles over rewards, resources, and recognition are all evidence of the ‘unimpeded sexism’ in sport (Fink, 2016, p. 3), and as such, the professionalising of women's sport does not guarantee transformation of the gender order.

The purpose of this paper is to investigate drivers’ differing psychological perceptions of cyclists’ conspicuity according to active visibility aid configurations on clothing.

The flashing light-emitting diodes (FLEDs) were positioned on the major joints (shoulders, elbows, wrists, hips, knees, and ankles) in eight configurations and pre- and post-surveys were conducted.

The results indicated that there were significant differences among the eight configurations in observers’ detection and recognition of cyclists, contributions of FLEDs, and visibility of cyclists (p<0.001). Among the eight different configurations on joints, FLEDs on the hips, knees, and ankles were the most detectable, recognizable, and visible.

Most of the previous studies have investigated passive visibility aids and there is a lack of research on FLED configurations on major joints for cyclists. Thus, this study is expected to be beneficial to designers when developing active visibility aid clothing for cyclists.