Journal of Cycling and Micromobility Research最新文献

{"title":"Understanding support for cycling infrastructure through Moral Foundations Theory","authors":"Lexi Kinman ,&nbsp;Jérôme Laviolette ,&nbsp;Kevin Manaugh ,&nbsp;Owen Waygood","doi":"10.1016/j.jcmr.2025.100095","DOIUrl":"10.1016/j.jcmr.2025.100095","url":null,"abstract":"<div><div>Cycling improves public health, is more space efficient than cars, and has very limited emissions. For these reasons, many cities are implementing cycling infrastructure to support people of all ages and abilities to benefit from this mode of transport. However, cities often face opposition, or “bikelash”. Since people's decisions and opinions on policies are often shaped by their morals, this study explores how morals, political beliefs, and personal characteristics influence support for cycling as a mode of transport. Using Moral Foundations Theory, which identifies six key morals that guide people's opinions: care (concern for others' well-being), fairness (justice and equality), loyalty (commitment to one’s group), authority (respect for leadership and tradition), purity (emphasis on cleanliness and self-discipline), and liberty (personal freedom and opposition to government intervention). An online survey of 1606 residents in the Montréal Metropolitan Area assessed these morals using the 30-item Moral Foundations Questionnaire (MFQ-30) and additional questions to assess the liberty moral, alongside political beliefs, transport behaviours, and support for cycling. Linear regression analysis found that right-leaning individuals showed lower support for cycling, with liberty (opposition to government intervention) and authority negatively associated with cycling endorsement. Loyalty, typically linked to conservative morals, was positively correlated with support, while purity, care, and fairness showed no relationship. Car ownership was associated with reduced support, whereas environmentally conscious individuals and those interested in bikeshare programs showed increased support. The findings highlight the role of morals and political identity in shaping attitudes, offering insights for policymakers seeking to address opposition and broaden public support for health promoting infrastructure.</div></div>","PeriodicalId":100771,"journal":{"name":"Journal of Cycling and Micromobility Research","volume":"6 ","pages":"Article 100095"},"PeriodicalIF":0.0,"publicationDate":"2025-10-03","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"145266978","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":"How to accommodate cycling at intersections. The limits of behavioural measures","authors":"Cinzia Zanetti ,&nbsp;Dimitri Marincek ,&nbsp;Patrick Rérat","doi":"10.1016/j.jcmr.2025.100094","DOIUrl":"10.1016/j.jcmr.2025.100094","url":null,"abstract":"<div><div>This paper addresses the challenges faced by cycling at intersections, which were initially built to accommodate car traffic. Using the concept of <em>obduracy</em>, defined as the resistance of infrastructure to changes in its original function, we analysed two behavioural measures: the recommendation for cyclists to ride in the middle of the roundabout, and a sign allowing right-turn-on-red at signalised intersections. Our data came from field observations and intercept surveys conducted at 15 locations in Lausanne, Switzerland. We found that the obduracy of intersections operates on three levels: how they are designed (planning, materiality, legislation), how they are perceived (social norms, legitimacy, expertise), and how they are experienced (interactions with other road users). Our findings highlighted that although most cyclists knew the two behavioural measures, they did not always use them, due to low legitimacy, difficulty of use, insufficient safety, or a lack of usefulness. This was specifically the case of riding in the middle of roundabouts: Although Swiss road safety campaigns regularly advised cyclists to do so, the perceived dangers of sharing the road with cars deterred many from following this recommendation. Another overlooked obstacle was other road users’ lack of knowledge of the rules for cyclists, notably right-turn-on-red, which could lead to negative reactions, dangerous behaviour and stigmatisation of cyclists (e.g. wrongly thinking they were running red lights). The paper underlines the limits of behavioural measures and the need for redesigning infrastructure. It also introduces a novel theoretical framework to analyse cycling infrastructure, which could be applied in other settings.</div></div>","PeriodicalId":100771,"journal":{"name":"Journal of Cycling and Micromobility Research","volume":"6 ","pages":"Article 100094"},"PeriodicalIF":0.0,"publicationDate":"2025-10-02","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"145266967","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":"E-cargo bikes as a personal transport mode in the UK: Insights from surveys and suburban trials","authors":"Ian Philips ,&nbsp;Sally Cairns ,&nbsp;Alice De Séjournet ,&nbsp;Jillian Anable ,&nbsp;Labib Azzouz ,&nbsp;Frauke Behrendt ,&nbsp;Christian Brand ,&nbsp;Noel Cass ,&nbsp;Mary Darking ,&nbsp;Clara Glachant ,&nbsp;Eva Heinen ,&nbsp;Nick Marks ,&nbsp;Theresa Nelson","doi":"10.1016/j.jcmr.2025.100093","DOIUrl":"10.1016/j.jcmr.2025.100093","url":null,"abstract":"<div><div>This paper explores the potential of e-cargo bikes as a personal transport mode in the UK, reporting on a series of surveys and trials. Hypothesising that early adoption of this niche mode was geodemographically skewed, we carried out a nationally-representative survey which showed that living in London, being aged 18–34 and being a less frequent car user were associated with e-cargo bike use. Additionally, we used an empirical mixed methods approach to understand what level of usage might be achieved via a supported trial in areas outside London which were relatively car-dependent. 49 households were loaned an e-cargo bike for a month in summer 2023, in suburbs of Leeds, Brighton and Oxford. Eleven of these households borrowed e-cargo bikes again the following winter. By Autumn 2024, 10 trial households had bought e-cargo bikes. High usage was achieved in the trials, with summer trial households cycling approximately 8000 km (38–42 km per household per week) with over 50 % of the distance travelled replacing car use. This work revealed a range of advantages of use as well as issues to address, including purchase costs, theft, negative perceptions of battery safety and a lack of e-cargo-bike appropriate infrastructure. The study demonstrated that there are current non-adopter groups of people in the UK for whom e-cargo bikes represent a realistic and desirable form of mobility, with the potential to reduce car use and associated emissions, and with possible benefits for health and family activities.</div></div>","PeriodicalId":100771,"journal":{"name":"Journal of Cycling and Micromobility Research","volume":"6 ","pages":"Article 100093"},"PeriodicalIF":0.0,"publicationDate":"2025-09-30","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"145266977","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":"Clutter from parked e-scooters: Effects of dedicated spaces","authors":"Katrine Karlsen,&nbsp;Petr Pokorny,&nbsp;Espen Johnsson,&nbsp;Aslak Fyhri","doi":"10.1016/j.jcmr.2025.100091","DOIUrl":"10.1016/j.jcmr.2025.100091","url":null,"abstract":"<div><div>Shared e-scooters are popular, but improperly parked e-scooters impede access for pedestrians. Policymakers need knowledge about the impact and limitations of parking measures to reduce clutter. This paper evaluates pilots that introduced dedicated e-scooter parking places in areas with free-floating parking. Parking racks were implemented in a borough in Oslo, while painted spaces were introduced in the city centres of Oslo and Trondheim. The parking measures were evaluated using video recordings, GPS-data and surveys. Results show that about two thirds of riders ending their trip in the vicinity of a parking measure park in or near the measure. The parking becomes more concentrated around the measures and there is a clear reduction in the share of e-scooters in the area that impede access for pedestrians. The large variations from site to site indicate that the exact placement of the parking measure is important. The effect of voluntary parking measures is greatest in the immediate vicinity and appears to fade away about 70 m from the measures. Non-riders experience parked e-scooter as an obstacle to a significantly greater extent than riders do, and there was no significant decrease in perceptions of e-scooters as an obstacle after a parking rack was placed. Overall, voluntary parking measures appear to improve parking behaviour in the immediate vicinity, but do not eliminate problematic parking.</div></div>","PeriodicalId":100771,"journal":{"name":"Journal of Cycling and Micromobility Research","volume":"6 ","pages":"Article 100091"},"PeriodicalIF":0.0,"publicationDate":"2025-09-25","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"145220952","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 and cognition in middle-aged and older adults: A scoping review","authors":"Kathryn L. Walker ,&nbsp;Adrienne Gaudreault ,&nbsp;Stephanie A. Prince ,&nbsp;Gary Goldfield ,&nbsp;Vanessa Taler ,&nbsp;Monica Taljaard ,&nbsp;Meghan Winters ,&nbsp;Elizabeth Kristjansson","doi":"10.1016/j.jcmr.2025.100092","DOIUrl":"10.1016/j.jcmr.2025.100092","url":null,"abstract":"<div><h3>Introduction</h3><div>Cognitive decline with aging is a population health issue. Cycling may help maintain cognitive function and prevent cognitive decline in older adulthood. We conducted a scoping review to summarize and identify gaps in the literature examining cycling for transportation and/or recreation and their association with cognition in middle-aged and older adults.</div></div><div><h3>Methods</h3><div>Nine bibliographic databases were searched (inception-March 2024) to identify all articles that reported on cycling for transportation, leisure outdoors, or cycling indoors along a virtual bike path, and any cognitive outcome among adults ≥ 45 years of age. We summarized article findings and associations narratively.</div></div><div><h3>Results</h3><div>Searching identified 5171 citations, and 23 articles were included examining apparently healthy and clinical populations. Cycling interventions included virtual cycling indoors (randomized controlled trials=10, quasi-experimental=5), cycling outdoors for recreation (quasi-experimental=3, cross-sectional=1), any reason (cohort=1, cross-sectional=1), or transportation (simulation modelling=2). The most frequently examined cognitive outcome was executive function (n = 15), followed by memory (n = 9) and, global cognition (n = 9). Most articles (70 %) reported a statistically significant positive association between cycling and a cognitive outcome. Identified literature gaps include, a lack of sex- and gender-based analyses; robust study designs exploring cycling outdoors including for transportation; and literature examining additive cognitive benefits of cycling over other physical activity and transportation modes.</div></div><div><h3>Conclusion</h3><div>Cycling may help maintain or improve cognitive health during aging. Further high-quality research is needed to examine outdoor and transport cycling across all cognitive outcomes, the additional benefits of cycling over other physical activity and transportation modes, and whether gender differences exist. Cycling may help maintain or improve cognitive health during aging. Further high-quality research is needed to examine outdoor and transport cycling across all cognitive outcomes, the additional benefits of cycling over other physical activity and transportation modes, and whether gender differences exist.</div></div>","PeriodicalId":100771,"journal":{"name":"Journal of Cycling and Micromobility Research","volume":"6 ","pages":"Article 100092"},"PeriodicalIF":0.0,"publicationDate":"2025-09-24","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"145266976","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":"Are we measuring what matters? A multilayered framework evaluating active mobility infrastructure through PLOS, BLOS and 15 minute city principles","authors":"Richa Maheshwari ,&nbsp;Martin Loidl ,&nbsp;Rupali Khare ,&nbsp;Mario Cools","doi":"10.1016/j.jcmr.2025.100089","DOIUrl":"10.1016/j.jcmr.2025.100089","url":null,"abstract":"<div><div>Active mobility is increasingly recognised as the cornerstone of sustainable urban development. Providing suitable infrastructure for walking and cycling is essential for promoting active transport and achieving its associated environmental and health benefits. However, systematically evaluating the suitability of active mobility infrastructure remains a methodological challenge. This paper presents a multilayered conceptual framework designed to assist policymakers, practitioners, and researchers in assessing active mobility infrastructure by integrating Pedestrian and Bicycle Level of Service models with the principles of the 15 min city. The hierarchical framework organises six broad constructs, such as Facilities, Geometric Design, Built and Natural Environment, Amenities, Proximity and Accessibility, and Flow and Traffic Characteristics, under which 138 unique indicators are classified. A systematic review of 78 studies using the PRISMA protocol guided the development of this structure, revealing both commonly cited and underutilised indicators critical for infrastructure evaluation. The three-layered framework illustrates how pedestrian and cyclist experiences are shaped by the interplay between physical infrastructure, its surrounding environment, and functional performance. It enhances conceptual clarity, reduces redundancy and ambiguities caused by overlapping terminologies, and supports evaluation at both micro and macro scales. It introduces the \"Golden Nuggets\", i.e., the essential indicators for evaluating non-motorised infrastructure and highlights underused but important metrics. The framework also recommends scaling segment-based assessments to route- and network-based levels, advancing current PLOS and BLOS models. Future research should focus on empirical validation across spatial scales and the development of indicator weighting schemes to enhance the framework’s application as a practical, scalable, and transferable evaluation tool.</div></div>","PeriodicalId":100771,"journal":{"name":"Journal of Cycling and Micromobility Research","volume":"6 ","pages":"Article 100089"},"PeriodicalIF":0.0,"publicationDate":"2025-09-23","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"145158409","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":"Drivers and barriers to integrating shared micromobility with public transport A latent class clustering analysis of adoption attitudes in the Netherlands","authors":"Nejc Geržinič ,&nbsp;Mark van Hagen ,&nbsp;Hussein Al-Tamimi ,&nbsp;Niels van Oort ,&nbsp;Dorine Duives","doi":"10.1016/j.jcmr.2025.100090","DOIUrl":"10.1016/j.jcmr.2025.100090","url":null,"abstract":"<div><div>Shared micromobility (SMM), including bicycles, e-bikes, scooters, etc., is often cited as a solution to the first and especially the last mile problem of public transport (PT), yet when implemented, they often do not get adopted by a broader travelling public. As behavioural adaption is largely related to peoples’ attitudes and perceptions, we develop a behavioural framework based on the UTAUT2 framework to gain better understanding why individuals may (not) be willing to use SMM. Through an exploratory factor analysis (EFA) and a latent class cluster analysis (LCCA), we study the adoption potential of SMM and assess drivers and barriers as perceived by different user groups. Our findings uncover six user groups; <em>Shared mobility positives</em>, <em>Car-oriented sharing neutrals, Older apprehensive sharers, Young eager adopters, (Shared) Mobility avoiders</em> and <em>Skilled sharing sceptics</em>. The <em>Young eager adopters</em> and <em>Shared mobility positives</em> tend to be the most open to adopting SMM and able to do so. <em>Older apprehensive sharers</em> would like to, but find it difficult or dangerous to use, while <em>Skilled sharing sceptics</em> are capable and confident, but have limited intention of using it. <em>Car-oriented sharing neutrals</em> and <em>(Shared) Mobility avoiders</em> are most negative about SMM, finding it difficult to use and dangerous. Factors relating to technological savviness, ease-of-use, physical safety and societal perception seem to be the strongest adoption predictors. Younger, high-educated males are the group most likely and open to using SMM, while older individuals with lower incomes and a lower level of education tend to be the least likely.</div></div>","PeriodicalId":100771,"journal":{"name":"Journal of Cycling and Micromobility Research","volume":"6 ","pages":"Article 100090"},"PeriodicalIF":0.0,"publicationDate":"2025-09-22","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"145158382","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":"Modelling the impact of lower speed limits on residential streets for cyclist level of traffic stress and car travel time in Greater Melbourne","authors":"Afshin Jafari ,&nbsp;Steve Pemberton ,&nbsp;Sapan Tiwari ,&nbsp;Tayebeh Saghapour ,&nbsp;Nikhil Chand ,&nbsp;Belen Zapata-Diomedi ,&nbsp;Billie Giles-Corti","doi":"10.1016/j.jcmr.2025.100085","DOIUrl":"10.1016/j.jcmr.2025.100085","url":null,"abstract":"<div><div>Reducing speed limits to create safer, lower-stress environments for cyclists is a widely proposed policy but often faces resistance due to concerns about increased travel times. This study evaluates these concerns by assessing Level of Traffic Stress (LTS) under existing speed limits (base scenario) and the effects of reducing residential street speed limits to 40 km/h and 30 km/h (alternative scenarios) on cycling LTS and car travel time.</div><div>LTS is a widely used measure of cycling stress, categorising road segments from LTS-1 (least stressful) to LTS-4 (most stressful). We assigned LTS values to all road segments in Greater Melbourne based on cycling infrastructure, road hierarchy, traffic volume, and speed limits from OpenStreetMap. Trips from a government travel survey were then routed through the network to estimate exposure to different LTS levels under base and alternative scenarios. Additionally, a mode choice model was developed to examine the impact of LTS exposure on cycling likelihood. Finally, an agent-based transport model was used to evaluate the impact of this intervention on car travel time.</div><div>Results showed significant reductions in high-LTS exposure with lower speed limits. Under the base case, 27.9% of routes were on LTS-1 roads, and at 30 km/h this increased to 63.3%. Mode choice model results confirmed a strong negative correlation between cycling likelihood and high-LTS exposure. Car travel time impacts were minimal, even for trips largely on residential streets the average was only one minute.</div></div>","PeriodicalId":100771,"journal":{"name":"Journal of Cycling and Micromobility Research","volume":"6 ","pages":"Article 100085"},"PeriodicalIF":0.0,"publicationDate":"2025-09-06","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"145060620","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":"Identifying e-scooter rider profiles in the United States: A latent class cluster analysis","authors":"Aurojeet Jena ,&nbsp;Basar Ozbilen ,&nbsp;Alimurtaza Kothawala ,&nbsp;Yongsung Lee ,&nbsp;Kailai Wang ,&nbsp;Charalampos Saridakis ,&nbsp;Zia Wadud ,&nbsp;Yuanxuan Yang ,&nbsp;Susan Grant-Muller ,&nbsp;Sebastian Castellanos ,&nbsp;Giovanni Circella","doi":"10.1016/j.jcmr.2025.100088","DOIUrl":"10.1016/j.jcmr.2025.100088","url":null,"abstract":"<div><div>The global rise of e-scooters as a novel form of micromobility has reshaped urban transportation. Positioned as a sustainable mobility solution, transportation scholars underline that e-scooters have the potential to replace short car trips, reduce traffic congestion and carbon emissions, and increase energy efficiency of transportation systems. While existing literature has explored e-scooter adoption and trip characteristics extensively, there remains a research gap regarding the classification of e-scooter users. This paper attempts to overcome this deficiency by employing a latent class cluster analysis to classify e-scooter users based on their trip frequency, motivation, and purpose. Data used for the analysis were collected from e-scooter users in Washington, DC and Portland, OR in the United States. The results reveal two distinct classes of e-scooter users: ‘Joyriders’ and ‘Busyriders’. Joyriders tend to be young, female and belong to higher-income and vehicle-affluent households. They use e-scooters for leisure or tourism purposes, valuing pleasure and time savings. Busyriders are predominantly males aged 18–54 from vehicle-deficient households spanning diverse income groups and use e-scooters weekly for commuting, errands, and shopping purposes, prioritizing utilitarian and environmental benefits. The findings of this study can inform policymakers in developing effective e-scooter promotion policies, tailored to the preferences and needs of different user groups. The policy implications from this study can contribute towards the incorporation of e-scooters as a sustainable and efficient travel alternative into urban transportation.</div></div>","PeriodicalId":100771,"journal":{"name":"Journal of Cycling and Micromobility Research","volume":"6 ","pages":"Article 100088"},"PeriodicalIF":0.0,"publicationDate":"2025-09-05","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"145320668","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":"Exploring free riding behavior: An instrumented bicycle study on the impact of infrastructure and wind on bicycling","authors":"Danil Belikhov ,&nbsp;Guillermo Pérez Castro ,&nbsp;Mathis Titgemeyer ,&nbsp;Fredrik Johansson ,&nbsp;Heather Kaths ,&nbsp;Johan Olstam","doi":"10.1016/j.jcmr.2025.100083","DOIUrl":"10.1016/j.jcmr.2025.100083","url":null,"abstract":"<div><div>Understanding free riding behavior—where bicyclists are unconstrained by other road users or traffic control measures—is essential for planning efficient and appealing bicycle traffic systems. Bicyclist behavior is shaped by a combination of environmental conditions and individual preferences. This study examines free riding behavior, and identifies correlations with individual characteristics and contextual features such as infrastructure design (slopes and curves) and wind speed. We introduce a method using instrumented bicycles in a semi-controlled experiment to collect data describing the speed, power output, and heart rate of commuting bicyclists. Participants in two study populations (28 in Sweden and 29 in Germany) ride their bicycles equipped with sensors along designated routes during off-peak demand periods, enabling comparative analysis of different trip features. Results highlight significant inter- and intrapersonal variations in speed and power output along a trip. Approximately 80 percent of the variation in free riding speed and power output over a trip, and over both populations of bicyclists, is explained by gender, individual preferences, topography, curvature, crossing intersections, and wind speeds. Headwinds and uphills generally reduce speeds but bicyclists increase power output to partially offset these effects. Downhills lead to high speed variation and distinct tactical behaviors, such as braking, coasting, and accelerating. These findings underscore the complexity of bicycling behavior and quantify how bicyclists adapt to varying features of the trip.</div></div>","PeriodicalId":100771,"journal":{"name":"Journal of Cycling and Micromobility Research","volume":"5 ","pages":"Article 100083"},"PeriodicalIF":0.0,"publicationDate":"2025-08-28","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"144916528","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}