Journal of Cycling and Micromobility Research最新文献

{"title":"Introduction to the CRBAM 2023 special issue","authors":"Heather Kaths, Marco te Brömmelstroet, Justin Spinney, Cat Silva","doi":"10.1016/j.jcmr.2026.100106","DOIUrl":"10.1016/j.jcmr.2026.100106","url":null,"abstract":"","PeriodicalId":100771,"journal":{"name":"Journal of Cycling and Micromobility Research","volume":"7 ","pages":"Article 100106"},"PeriodicalIF":0.0,"publicationDate":"2026-03-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"147538335","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}

{"title":"Longitudinal socioeconomic and built environment shifts in US bicyclist fatality locations 2001–2020","authors":"Nicholas N. Ferenchak ,&nbsp;Ossiris S. Rodriguez ,&nbsp;Lisa L. Losada-Rojas ,&nbsp;Robert J. Schneider ,&nbsp;Xiaohan Gu","doi":"10.1016/j.jcmr.2026.100108","DOIUrl":"10.1016/j.jcmr.2026.100108","url":null,"abstract":"<div><div>Combining longitudinal scatterplots, a longitudinal hierarchical negative binomial regression, and spatial analyses, we analyzed United States (US) bicyclist fatality data on the census tract level to understand how the built environment and socioeconomic characteristics of bicyclist fatality locations shifted between 2001 and 2020. Results indicate that while bicyclist fatalities largely occurred in urbanized areas in both the before (2001–2010) and after (2011–2020) periods, they trended toward lower-density suburban areas during the after period. The population density of census tracts that experienced a bicyclist fatality decreased 22.3 % from the before to after periods and intersection density decreased 11.1 %. This novel finding contributes additional context regarding the urban environments in which bicyclists experience the most severe safety outcomes, encouraging focus beyond the traditional urban core and downtown areas. Relative to the national average, census tracts that experienced a bicyclist fatality had lower proportions of White non-Hispanic residents, higher proportions of residents living in poverty, and lower proportions of residents with bachelor’s degrees, with all those relationships being significant at 95 % confidence and becoming stronger over the study period. These findings provide further insight to guide practitioners and policymakers in determining where safe and connected bicycle networks should be prioritized at the regional level and in suburban contexts, as well as which neighborhoods and populations may warrant the greatest focus for such interventions.</div></div>","PeriodicalId":100771,"journal":{"name":"Journal of Cycling and Micromobility Research","volume":"7 ","pages":"Article 100108"},"PeriodicalIF":0.0,"publicationDate":"2026-03-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"146187849","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}

{"title":"Multi-operator free-floating GBFS trip destination prediction in public mobility sharing systems","authors":"Daniel Kerger,&nbsp;Heiner Stuckenschmidt","doi":"10.1016/j.jcmr.2025.100105","DOIUrl":"10.1016/j.jcmr.2025.100105","url":null,"abstract":"<div><div>Public mobility sharing systems are an important component of sustainable transport, particularly for last-mile travel. However, analysing trip patterns using open standards such as GBFS can be challenging due to vehicles frequently being assigned new identifiers and missing GPS trajectories, preventing a detailed tracking. To overcome this limitation, we present a machine learning pipeline that retrospectively predicts trip destinations within this circumstances—making it possible to partially recover travel patterns for GBFS data.</div><div>Our approach involves a three-step prediction pipeline: (1) candidate generation and reduction using spatial–temporal filtering; (2) multi-target regression via XGBoost to estimate destination coordinates; and (3) selection of the best-matching candidate. Our approach achieves an average accuracy of 77% across five German and 74% across five international cities within a tolerance of 500 metres. Compared to existing approaches, our method improves prediction accuracy by an average of 20% over methods that also do not use user-specific or GPS trajectory features.</div><div>These results demonstrate the feasibility of accurately predicting destinations in shared mobility despite rotating vehicle identifiers and missing trajectory data, thereby supporting improved system analysis and planning.</div></div>","PeriodicalId":100771,"journal":{"name":"Journal of Cycling and Micromobility Research","volume":"7 ","pages":"Article 100105"},"PeriodicalIF":0.0,"publicationDate":"2026-03-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"145926811","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}

{"title":"Surveying e-scooter accident risk among teenagers: The case of Norway","authors":"Siri Hegna Berge,&nbsp;Vibeke Milch Uhlving,&nbsp;Aslak Fyhri","doi":"10.1016/j.jcmr.2025.100101","DOIUrl":"10.1016/j.jcmr.2025.100101","url":null,"abstract":"<div><div>This study investigates accident risks associated with e-scooter use among Norwegian teenagers, focusing on trends over time, gender differences, and the role of e-scooter type. Using data from 21 205 participants aged 12–22 across two survey sets (2021/2022 and 2023), we examined the influence of gender, age, e-scooter ownership, and rental availability on accident risks, applying Generalized Linear Models with a negative binomial distribution. The findings reveal a 22 % increase in the likelihood of reporting injuries and a 57 % increase in injuries requiring medical attention in 2023 compared to 2021/2022. A follow-up survey in 2024 was issued to clarify the timing of earlier accidents, aiming to distinguish between accumulation effects and actual increases in risk. The results indicated that accident accumulation effects from earlier years inflated the reported risk among older teenagers, whereas the rise among 12–15-year-olds appears genuine. Females had a higher overall risk of accidents, while males were more likely to experience severe injuries requiring medical attention. Privately owned e-scooters were consistently associated with a higher risk of accidents than shared e-scooters, with this disparity more pronounced in 2023. While the introduction of stricter regulations, such as helmet mandates, nighttime bans, and alcohol limits, showed a potential trend towards reduced injury severity for shared e-scooters, this effect was not statistically significant. In contrast, the persistent high risk among privately owned e-scooter users and older teenagers highlights the need for additional safety measures. The study’s large sample size strengthens the reliability of the findings and their potential implications for policy and research.</div></div>","PeriodicalId":100771,"journal":{"name":"Journal of Cycling and Micromobility Research","volume":"7 ","pages":"Article 100101"},"PeriodicalIF":0.0,"publicationDate":"2026-03-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"145738837","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}

{"title":"Assessing potential uptake and willingness to pay for smart bicycle technologies affecting cycling safety. A stated preference survey among e-bike users in the Netherlands","authors":"Georgios Kapousizis ,&nbsp;Baran Ulak ,&nbsp;Karst Geurs ,&nbsp;Paul Havinga","doi":"10.1016/j.jcmr.2026.100111","DOIUrl":"10.1016/j.jcmr.2026.100111","url":null,"abstract":"<div><div>Electric bicycles (e-bikes) have become popular, and their penetration rate is manifest in many countries worldwide, especially in the Netherlands, which is known for its high rate of bicycle ownership. While this improves sustainability, especially when individuals shift from motor vehicles to e-bikes, e-bike crashes have increased in recent years. Smart bicycle technologies could help to improve cycling safety. Although the literature in this field is growing, and many bicycle manufacturers are highly interested in such technologies, e-bike users’ preferences and willingness to pay for smart bicycle technologies have not yet been addressed. This study aims to estimate willingness to pay for possible technologies increasing safety by analysing responses from a stated preference survey in the Netherlands between December 2022 and January 2023. A Mixed Logit model was estimated for 725 respondents and showed significant heterogeneity. Results suggest that respondents, on average, have a positive attitude toward smart bicycle technologies, with the Assistance of smart routes, Assistance emergency call, and Collision avoidance rear side being the most preferred ones. Dutch consumers are willing to pay up to €248 to use technologies on e-bikes to increase their cycling safety compared to the reference. In addition, we found differences in willingness to pay in population segments, such as education level, income, gender, and respondents who own an e-bike.</div></div>","PeriodicalId":100771,"journal":{"name":"Journal of Cycling and Micromobility Research","volume":"7 ","pages":"Article 100111"},"PeriodicalIF":0.0,"publicationDate":"2026-03-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"146187851","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}

{"title":"Cycling rate trends from Canada’s national volunteer cycling count","authors":"Madeleine Bonsma-Fisher ,&nbsp;Moreno Zanotto ,&nbsp;Kathryn L. Walker ,&nbsp;Samuel Benoit ,&nbsp;Sara F.L. Kirk ,&nbsp;Meghan Winters","doi":"10.1016/j.jcmr.2025.100100","DOIUrl":"10.1016/j.jcmr.2025.100100","url":null,"abstract":"<div><div>Pedal Poll/Sondo Vélo, Canada’s national volunteer bicycle count, completed its fourth count year in 2024. We analyzed this large, crowdsourced dataset of 204,584 people on bikes counted across 64 Canadian communities over four years to examine trends in cycling rates (people on bikes/hour) and their associations with cycling infrastructure type and accessibility to destinations. We classified the infrastructure at count sites according to the Canadian Bikeway Comfort and Safety (Can-BICS) classification system using Google Street View imagery and linked count sites to accessibility to destinations using national Spatial Access Measures (SAM) data. We used generalized linear mixed models to model the relationship between bicycle counts and the count year, count time of day, infrastructure at count sites, and accessibility to destinations, and included random effects for repeated sampling at the same count sites over time. We found that, relative to sites with no cycling infrastructure, medium and high comfort cycling infrastructure was associated with 55% and 105% higher cycling volumes respectively. Similarly, a 1 interquartile (IQR) increase in accessibility to destinations was associated with 65% percent increase in cycling volume. Relative to weekday morning counts, weekdays from 4–6 pm were associated with 53% higher cycling volumes, and weekends from 12–2 pm were associated with 28% higher cycling volumes. We did not see a change in the rate of people cycling over time at sites with medium or high comfort cycling infrastructure, but for the 112 count sessions at sites with low comfort infrastructure, each successive year was associated with a 12% decrease in cycling volume. These findings show that safe, high-comfort cycling infrastructure and accessibility to destinations are both associated with higher rates of cycling, and they highlight the value of a growing volunteer-collected dataset for advancing evidence on cycling in Canada.</div></div>","PeriodicalId":100771,"journal":{"name":"Journal of Cycling and Micromobility Research","volume":"7 ","pages":"Article 100100"},"PeriodicalIF":0.0,"publicationDate":"2026-03-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"145926810","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}

{"title":"Do minimum passing distance laws for cyclists change driver behaviour?","authors":"James Sinclair,&nbsp;Jonathan Nolan","doi":"10.1016/j.jcmr.2025.100102","DOIUrl":"10.1016/j.jcmr.2025.100102","url":null,"abstract":"<div><div>This study investigates the effect of minimum passing distance laws (also called ‘1-metre laws’ or ‘3-foot laws’) on driver behaviour. Passing distances were recorded for 70 cyclists in Perth, Western Australia before and after the introduction of a minimum passing distance law, which coincided with an advertising campaign promoting cyclist safety. The results show only a marginal reduction in the share of passes that were very close to the cyclist on roads with lower speed limits. On these roads, the closest 5% of passes were 10 cm (95% CI [2, 19] cm) further from cyclists after the law and advertising campaign. For higher speed roads, there was no effect. The very small improvement found, limited to slower roads, is considerably smaller than that of other interventions to improve cyclist safety. For instance, protected bicycle lanes have been associated with a 73 cm increase in passing distance — an effect approximately seven times greater than that of the minimum passing distance law.</div></div>","PeriodicalId":100771,"journal":{"name":"Journal of Cycling and Micromobility Research","volume":"7 ","pages":"Article 100102"},"PeriodicalIF":0.0,"publicationDate":"2026-03-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"145791904","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}

{"title":"Fast-lane for planning cycling infrastructure: On the effectiveness and efficiency of cycling infrastructure planning processes","authors":"Arnor Elvarsson ,&nbsp;David Zani ,&nbsp;Bryan T. Adey","doi":"10.1016/j.jcmr.2025.100103","DOIUrl":"10.1016/j.jcmr.2025.100103","url":null,"abstract":"<div><div>Timely development of cycling infrastructure is essential to achieving societal goals such as decarbonisation and cyclist traffic safety. However, delays in infrastructure project completion persist across many planning contexts, partly due to the infrastructure planning processes. This paper addresses the lack of academic research on infrastructure planning process improvement, specifically for cycling infrastructure, by applying a structured, three-step methodology—process mapping, process analysis and improvement proposal—to the case of Canton Zürich, Switzerland. The paper includes mapping the existing cycling infrastructure planning process, identifying process-related challenges using three decision-making criteria (technical readiness, societal consensus, and political-financial prioritisation), and proposing targeted improvements. Key findings highlight the need for timely planning mandates, early-stage cost overviews, and systematic treatment of uncertainty to enhance planning process efficiency. It is argued that these process modifications can accelerate the realisation of cycling infrastructure projects and improve alignment with long-term strategic goals such as achieving net-zero carbon emissions by 2050. By bridging the gap between planning process design and infrastructure outcomes, this study contributes an approach for analysing and improving planning processes. The findings are relevant for infrastructure planners, policymakers, and researchers seeking to support more effective and efficient cycling infrastructure development.</div></div>","PeriodicalId":100771,"journal":{"name":"Journal of Cycling and Micromobility Research","volume":"7 ","pages":"Article 100103"},"PeriodicalIF":0.0,"publicationDate":"2026-03-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"145926812","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}

{"title":"Validation of a bike simulator for ADAS impact analysis: Road projection communication system with reversing scenario case study","authors":"Meysam Imanipour,&nbsp;Bertrand Barbedette,&nbsp;Sébastien Saudrais","doi":"10.1016/j.jcmr.2025.100104","DOIUrl":"10.1016/j.jcmr.2025.100104","url":null,"abstract":"<div><div>Cycling is an eco-friendly mode of transportation with social and environmental benefits. However, cyclist fatality rates in Europe have not shown improvement, with most fatalities occurring during car-cyclist interactions. The Communication-Oriented Advanced Driver Assistance System (CO-ADAS) introduces a light-based visual communication, projecting patterns onto the ground to indicate the vehicle's intended movement, enhancing cyclists' anticipation. Evaluating CO-ADAS in on-road experiments is constrained by safety and controllability. Virtual reality (VR) bike simulators offer a safer and controlled alternative, yet the validity of simulator-based evaluation is little discussed, especially for novel interactions like CO-ADAS, which is an unfamiliar interaction type and may elicit surprising effects. This study addresses the validation of simulator-based evaluations for an unfamiliar interaction type (CO-ADAS) and highlights the challenges of simulator validation via statistical analysis. It also emphasizes the importance of video data for action recognition and for capturing complex behavior. To this end, cyclist interactions with the CO-ADAS projection were compared between on-road and VR experiments across three levels: trajectory and speed measurements, cyclists’ reactions, and perception of CO-ADAS. Comparison results showed that while average lateral position differed between experiments, variations in lateral position and average speed showed no significant differences. Reaction comparison via video observation showed higher safety reactions in the on-road experiment, yet both experiments exhibited a consistent increase in safety reactions with CO-ADAS compared to reverse lights alone. Cyclists’ perceptions were also positive across both experiments. Overall, the results support simulator-based evaluation for assessing the safety impact of novel interactions like CO-ADAS on cyclists.</div></div>","PeriodicalId":100771,"journal":{"name":"Journal of Cycling and Micromobility Research","volume":"7 ","pages":"Article 100104"},"PeriodicalIF":0.0,"publicationDate":"2026-03-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"145926809","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}

{"title":"High-stress paint-only bike lanes in U.S. cities: Prevalence in 2024 and patterns of geographical variation over 442 municipalities","authors":"Michael D. Garber ,&nbsp;Reid Passmore ,&nbsp;Katie Crist ,&nbsp;David Rojas-Rueda ,&nbsp;Tarik Benmarhnia","doi":"10.1016/j.jcmr.2026.100107","DOIUrl":"10.1016/j.jcmr.2026.100107","url":null,"abstract":"<div><div>Paint-only bike lanes are ubiquitous in U.S. cities, yet these facilities may not provide an inviting environment for bicyclists of all ages and abilities. Awareness of the stressfulness of these facilities would inform monitoring and evaluation in response to revised policy guidance. We estimated the prevalence of high traffic stress on paint-only bike lanes across 442 U.S. cities and examined patterns of variation in this measure across cities and regions. Using street-segment–level bicycling stress data created by PeopleForBikes and derived from OpenStreetMap data and established stress criteria, we defined high-stress prevalence as the proportion of total paint-only lane-miles (conventional and buffered) classified as high stress. We conducted robustness checks to assess the potential impact of missing roadway attributes on these estimates. After adjustment, 61 % of the length of paint-only bike lanes nationwide was classified as high stress. Prevalence was highest in the South (65 %) and West (64 %) and lowest in the Northeast (25 %). Segment-level analyses showed that nearly all low-stress paint-only lanes were located on roads with speed limits of 25 mph and a single motor-vehicle lane in each direction, while most paint-only lanes overall were installed on faster, multi-lane roadways. At the city level, high-stress prevalence was more strongly associated with where paint-only lanes were placed within the roadway hierarchy than with the composition of the broader roadway network. By documenting the prevalence and placement patterns of high-stress paint-only bike lanes, this study provides baseline descriptive information to inform monitoring and evaluation following recent shifts in design guidance.</div></div>","PeriodicalId":100771,"journal":{"name":"Journal of Cycling and Micromobility Research","volume":"7 ","pages":"Article 100107"},"PeriodicalIF":0.0,"publicationDate":"2026-03-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"146188608","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}