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juliusbeezer : pqpc   74

Risk of injury for bicycling on cycle tracks versus in the street
Most individuals prefer bicycling separated from motor traffic. However, cycle tracks (physically separated bicycle-exclusive paths along roads, as found in The Netherlands) are discouraged in the USA by engineering guidance that suggests that facilities such as cycle tracks are more dangerous than the street. The objective of this study conducted in Montreal (with a longstanding network of cycle tracks) was to compare bicyclist injury rates on cycle tracks versus in the street. For six cycle tracks and comparable reference streets, vehicle/bicycle crashes and health record injury counts were obtained and use counts conducted. The relative risk (RR) of injury on cycle tracks, compared with reference streets, was determined. Overall, 2.5 times as many cyclists rode on cycle tracks compared with reference streets and there were 8.5 injuries and 10.5 crashes per million bicycle-kilometres. The RR of injury on cycle tracks was 0.72 (95% CI 0.60 to 0.85) compared with bicycling in reference streets. These data suggest that the injury risk of bicycling on cycle tracks is less than bicycling in streets. The construction of cycle tracks should not be discouraged.
pqpc  SeparatistCritique  canada  sciencepublishing 
8 weeks ago by juliusbeezer
The Many Pitfalls of Cycling Fitness | Outside Online
That’s why I break traffic laws on a sliding scale. In an area with heavy motor vehicle traffic and absolutely no bicycle infrastructure, I’ll do whatever I need to do to stay safe. If I’m in suburban strip-mall hell, there’s no shoulder, and drivers are buzzing me like I’m a spy plane in their airspace, I’ll take to the sidewalk if I deem it necessary. However, if there are protected bike lanes and dedicated bicycle traffic signals and other acknowledgements of my existence, I’ll adhere as closely as possible to the letter of the law—not only because it’s safe and practical for me to do so, but also because I want to show my appreciation for a street design that says “You belong,” not “Adapt or die.”
cycling  pqpc  law  us 
april 2018 by juliusbeezer
Copenhagenize.com - Bicycle Culture by Design: The Case for Bicycle Infrastructure
"Within the United States, Davis, California is generally recognized as having the most elaborate system of cycling facilities of any American city. It also has, by far, the highest bicycling modal split share (22%), and a very low fatality and accident rate, among the lowest in California. If Forester were correct that separate facilities are so dangerous, one would certainly expect Davis to be overwhelmed by all the resulting bicycling injuries and deaths. Yet cycling in Davis is extraordinarily safe.
pqpc  science  reviews 
october 2017 by juliusbeezer
Loire-Atlantique. Nouveau franchissement de la Loire : le projet est relancé. Info - Nantes.maville.com
Bruno Retailleau réuni ce jeudi matin le premier Comité de pilotage, en présence notamment de Johanna Rolland, présidente de Nantes Métropole et des représentants du Conseil départemental de Loire-Atlantique.

"Cette étude va confronter l’ensemble des solutions pour mieux connecter Les Pays de la Loire avec les autres régions, françaises et européennes, notamment en désengorgeant le pont de Cheviré. Au fil des ans, ce pont est en effet devenu une muraille, qui bloque le trafic entre le sud et le nord de la Loire, ce qui pénalise gravement nos échanges économiques", estime dans un communique le président de la région des Pays de la Loire.
nantes  pqpc 
october 2017 by juliusbeezer
Bikedata - collisions, traffic counts, cycle theft, cycleability ratings, photos, and more
Although cycling is not an inherently unsafe activity, collisions are more frequent than they should be due to lack of cycle infrastructure. Data is from DfT/police STATS19.
cycling  maps  pqpc 
october 2017 by juliusbeezer
Tactical Urbanists Form "Human Bollards" On Bikes Lane - CityLab
Along midtown Manhattan’s busy Second Avenue, volunteers from the advocacy group Transportation Alternatives linked elbows to form a chain of “human bollards,” to borrow the title of a short Streetfilms documentary that captured the moment. Grateful cyclists on their way to work high-fived the volunteer human shields, who have been pressing the city to keep its word on properly securing the high-traffic right-of-way.

“These cyclists are so happy to see friendly faces in the morning, and also to have that bumper from moving traffic,” Macartney Morris, an organizer with Transportation Alternatives, tells Clarence Eckerson, Streetfilms director.

When the New York City DOT painted a new lane on 18-block strip of Manhattan’s Second Avenue last year, it was a huge improvement on the spotty sharrows that were there before. But it was a promise only partly fulfilled: The city decided against installing the "tuff curbs”—upright barriers to physically prevent vehicle intrusion—that it had initially proposed. Now, the exposed lane is perennially blocked by trucks and parked cars.
pqpc  video  SeparatistCritique  cycling  us 
september 2017 by juliusbeezer
London cycling and the “by chance” success of Amsterdam | UK news | The Guardian
Oldenziel records that there was a class element to the disciplining of Amsterdam cyclists, which had been going on in various forms for decades. Cycling was what the lower orders did and, in the view of the authorities, they did it in a manner that was unruly, unpredictable and a hindrance to the car-led future. The first segregated cycle lanes, introduced in the 1930s, were an outcome of the process of marginalising cycling rather than an attempt to encourage it. But from the mid-1970s, new social forces came into play. Amsterdam’s counter-culture, allied with its preservationist movement, reclaimed the city’s cycling heritage as part of its resistance to motor-domination and redevelopment...
Oldenziel, who had pedalled round parts of the capital during the afternoon, told me her research had found that traffic-calming measures have represented the best use of public money in European cities in terms of encouraging cycling. Making car parking more expensive produced strong results too and generated funds for road infrastructure changes. She was precise about what sort of infrastructure brings about the best results. “A lot of cycling lanes are at the expense of pedestrians or public transit,” she explained. “These infrastructure visions often mean travelling at a high speed from A to B. That’s actually a car mentality. What you want is an infrastructure that is about the living street: about negotiation, about meandering and traffic calming. We do need to invest in infrastructure, but not in separate lanes.”
cycling  urban  pqpc  reclaimtheroads  separatistcritique 
september 2017 by juliusbeezer
Sharp rise in NY cyclists linked to roll-out of bike lanes
The number of New Yorkers regularly making bike journeys has risen nearly 50% in five years, reveals a report from the New York City Department of Transport (NYC DOT). Between 2009 and 2014 the number of people cycling ‘at least several times a month’ went up 49% from 521,000 to 778,000, says the report.

It adds that the number of daily cycling trips has gone up from 100,000 in 1990 to 450,00 in 2015. The number of cycling commuters in New York has increased 80% between 2010 and 2015, faster than other major cities
cycling  us  pqpc 
august 2017 by juliusbeezer
Les bandes cyclables ne suffisent pas, concluent des chercheurs | Nicolas Bérubé | Actualités
L'absence de séparation physique entre les cyclistes et le trafic automobile a fait les manchettes à Toronto il y a deux mois, quand le jeune Xavier Morgan, 5 ans, qui roulait à vélo avec son grand-père sur la piste cyclable du boulevard Lake Shore, a perdu le contrôle de son vélo et a dévié dans le trafic, où il a été happé mortellement par une voiture. Après le drame, la Ville de Toronto a érigé des barrières le long de cette piste cyclable, qualifiée depuis longtemps de non sécuritaire par ses usagers. La Ville a annoncé son intention de revoir la sécurité de ses aménagements cyclables.
crash_report  canada  pqpc  cycling 
august 2017 by juliusbeezer
"CYCLE LANE" | Forum | road.cc
Just then a car passes quite close to me and a voice emanates from it shouting "CYCLE LANE." The motorist moved ahead of me and I was unable to interrogate him on what he could have meant.

It was confusing as there was a wide mixed use pavement on the southbound side of the road, but no cycle lane on either side of the road. I wonder if he was suggesting I veer across both lanes of the road to the pavement and mount the curb/kerb at speed. This could be dangerous, as would cycling along such a pavement at over 40kph with possibly unlit pedestrians in the dark.
pqpc  separatistcritique 
august 2017 by juliusbeezer
"How comfortable is your cycle path?" Meet the measuring bike | Bicycle Business | BikeBiz
"It can be hard for local politicians to understand why a bumpy cycle path isn't liked and doesn't get used," Jiménez told me, "but when we show them a graph of the bumpiness, next to a graph of the smooth road next to it, it's a light-bulb moment for them. It then becomes easier to push for high-quality infrastructure."

Fietserbond of the Netherlands also has a measuring bike, but the Belgian one is more advanced, can measure a greater variety of parameters, and has been constantly improved since Jiménez joined Fietserbond in 2014. (He has an academic background in mobility sciences, and along with Bruno Coessens, is part of a two-man "vélo-mesureur" team at the Brussels-based organisation.)

Originally conceived as a tool for Fietserbond alone the meetsfiet is now hired in by municipalities – the dense data it can provide is used to improve not just the width of cycleways but also their surfaces.

"Comfort is a more important indicator of cycle-friendliness than many people imagine," said Jiménez.
pqpc  science  belgique  cycling 
july 2017 by juliusbeezer
Un des problèmes des bandes cyclables... | Bikin' Valais
c’est la ligne de peinture jaune qui ne protège de rien du tout. Je l’ai déjà écrit à plusieurs reprises, les bandes cyclables sont justes bonnes à remonter une file de voitures plus facilement. Pour ce qui est de la sécurité, c’est zéro, nul, sans valeur. Quand les automobilistes ne les ignorent pas totalement, ils se sentent légitimés à vous frôler vu qu’ils sont de « leur » côté de la ligne jaune. Mais le cycliste n’est pas davantage en sécurité s’il est doublé à 50 cm, qu’il y ait une ligne ou pas.
cycling  switzerland  pqpc 
april 2017 by juliusbeezer
Wandsworth Riverside, the west of bridge story. – Bikebot – Medium
It’s a clear assurance that the space must provide public access by means of walking and cycling, which has clearly been ignored by someone.
Does it matter?

There’s a useful tunnel passing under Wandsworth bridge, which was opened a few years ago. If approaching from the south, due to a one way road the only available routes are very indirect. I’d like to test this to see how much traffic there is as well.

The alternative route through the estate appears both shorter and quieter, and it’s quite possible the No Cycling signs appeared in response to the tunnel opening.
cycling  walking  pqpc  dccomment 
april 2017 by juliusbeezer
Appel à contributions (n° 35) : Infrastructures – Tracés
Axe 1 : Épistémologie des infrastructures

Quels théories et cadres d’analyse pour l’objet politique que constituent les infrastructures techniques ? Ce premier axe invite tout d’abord à réfléchir sur les infrastructures en tant qu’objet de recherche pour les sciences humaines et sociales, et en particulier la manière dont leurs effets structurels sont étudiés ou au contraire mis à distance ou encore tout simplement oubliés.
pqpc  writing  geography  theory 
april 2017 by juliusbeezer
Video: Super-angry Manchester man swears at anyone using cycle lane | road.cc
Classic Fordist tactic. Place cyclists and pedestrians in conflict with each other while ignoring the real problem of motor dominance: note the vast reserve of dual carriageway for motoring on the right.

If separatist infrastructure is ever going to be a good idea in European cities with pre-20th street dimensioning, then take the space off the motors, not poor elderly pedestrians tottering off to pick up their pensions. I'm not surprised that bloke is fed up. Just say no to pavement cycling.
pqpc  walking  cycling  dccomment 
april 2017 by juliusbeezer
Cambridge to get its first true "Dutch" roundabout | road.cc
Such designs rely on drivers to respect the priority of cyclists on the arms of the roundabout even as they displace the cyclist more peripherally in the driver's visual fields. If the junction is a collision blackspot because drivers currently fail to respect the priority of cyclists using the conventional layout, I'm not clear why this will change with the new design. It may even make it more difficult for drivers to anticipate the movements of cyclists.

Still, if the design reduces motor vehicle speeds, it may be safer. If the unfamiliarity of the layout makes drivers pay more attention, ditto. If a reduction in roadspace for motor vehicles results in an overall reduction in motor traffic, it may even be progressive for the environment.

As long as cyclists who desire brisk progress are still at liberty to take to take their place in the traffic on the classical line on the road, then little is lost.


Motor traffic reduction via parking taxation/congestion charging, better policing, strict liability, and proper collision enquiries are more important elements of policy to reduce road danger though.
dccomment  cycling  politics  road_safety  pqpc  strictliability 
march 2017 by juliusbeezer
Edinburgh tram tracks injure 200 cyclists who cost £1m to fix | road.cc
Injuries caused be the tram tracks over the last seven years have resulted in a bill for the NHS of more than £1m, and the vast majority happened to cyclists.

Prof Chris Oliver, a consultant at the Royal Edinburgh Hospital, has counted 252 tram track incidents, 191 involving cyclists.

The trauma and orthopaedic surgeon says that 119 men and 72 women were injured, with the most common incident being a wheel caught in the tracks, followed sliding on a track, which was particularly likely in wet weather.
cycling  tram  pqpc  road_safety 
march 2017 by juliusbeezer
Study: The Latest Evidence That Bike Helmet Laws Don't Help Rider Safety - CityLab
Helmet laws were always a victim-blaming distraction from the real issue of bad driving and disrespect for cyclists, so research results that discredit helmet compulsion as an effective public health measure are hardly surprising. Looks like it's time to jump ship and demand "better infrastructure," while ignoring, of course, the real problem: too many motor vehicles, negligently driven.
Vancouver? Illegal to even cycle two abreast there, I read. Mustn't delay the motorist for even a moment, must we? I do understand that as a major oil producing country, each new cyclist is bad news for your economy. Best put the cyclists off the road on to some annoying narrow cycle lanes with plenty of stop lines and long waits at tricky junctions. If you can ensure the cycle track surfacing is inferior, whilst banning cyclists from using the nice smooth direct road alongside, so much the better. Make sure you include plenty of car parking alongside so they'll get doored now and again. Do route cyclists up on to the sidewalk from time to time: it's an effective way of making cyclists more generally disliked by pedestrians, further diverting attention from the real problem.
Yes, more cycle infrastructure is certainly the answer: for committed Fordists.
cycling  dccomment  pqpc 
march 2017 by juliusbeezer
What kind of policing do we need? | Road Danger Reduction Forum
There is a long history of cyclists being concerned about segregated cycle lanes/tracks on the basis that they would marginalise and “ghettoise” them. Part of this is based on the fact that much supposed “provision for cyclists” has been inadequate by today’s standards: inconvenient and potentially more hazardous for cyclists. Part of it is that, even with a network of high quality protected cycle lanes, most cycling will still be on the public highway in the immediate vicinity of motor vehicles: so drivers still have to be aware that they cannot expect cyclists to be somewhere else on most of the roads they use.

This worry is that provision for cycling based on the principle of segregation on main roads holds a fundamental danger for cyclists. It will allow drivers to think that cyclists are a problem to be got “out of the way” (e.g. where drivers feel they have a right to proceed at whatever speed they feel is right for them). The RDRF view is that we should proceed with the current nominal official commitment, most notably in London but also elsewhere, towards networks of segregated cycle lanes as a means of encouraging people scared of the hazards of cycling to cycle. That doesn’t stop us from being wary and watchful of attitudes based on seeing cycling as a problem to be got “out of the way” of drivers.

There are other reasons for cyclists not using existing cycle “facilities”. They may be blocked by parked cars or debris. As such, Cycling UK has successfully defended the right not to use them . Many will not be fit for purpose under the current best practice design standards. Many cyclists have had the experience of being hooted at by irate drivers for not using a supposed “facility” which it was not appropriate for them to use.
cycling  pqpc 
march 2017 by juliusbeezer
AET PAPERS - The Use and Attractiveness of Different Types of Bicycle Infrastructure
the respondents were presented with photos of different types of infrastructure (bicycle road, bicycle lane, red bicycle lane, shared space, sidewalk) that is typical for cycle routes in the city of Trondheim, and they were asked to grade them as very attractive, attractive, a bit attractive or not attractive for cycling. They also graded how safe they felt in the different types of infrastructure. ...
The results show that there is a correlation between the measure of felt safety and attractiveness of different types of infrastructure for cyclists. Infrastructure who separate cyclists, pedestrians and car drivers is rated as more attractive than infrastructure that mix these groups. A T-test in SPSS show that there is a significant difference (measured as 0,000 at a 0,05 level) between the attractiveness of infrastructure who mix cyclists with pedestrians and infrastructure that separates cyclists from pedestrians. Infrastructure that mix cyclists and pedestrians is still rated as safe, but it is considered as less attractive.
pqpc  cycling 
february 2017 by juliusbeezer
Esther Hartsilver inquest: Junction where cyclist was crushed under wheels of truck was ‘accident waiting to happen’ | London Evening Standard
The lorry driver involved in the death of a London cyclist today said the road junction where she was crushed under his wheels was “an accident waiting to happen”.

Co-op driver Philip Beadle said he was required to turn left over a bus lane to follow a signed route from Denmark Hill to Coldharbour Lane when he collided with NHS physiotherapist Esther Hartsilver as she rode to work.

Mr Beadle, 47, who was cleared at Blackfriars crown court last year of causing Ms Hartsilver’s death by careless driving, told an inquest into her death: “I think that in my experience it’s just an accident waiting to happen.

“The road network of London roads is so close-knit anyway, with everybody trying to get to one place. To get junctions that you come into conflict, even more so. They shouldn’t be there.”
crash_report  London  cycling  pqpc 
february 2017 by juliusbeezer
A Nantes le vélo n'a pas la côte
6% des actifs nantais partent travailler à vélo, d'après une étude de l'INSEE qui fait suite au recensement 2015. 6% seulement. C'est deux fois moins que les actifs bordelais et c'est même dix points de moins que les actifs strasbourgeois. Il n'y a pas beaucoup d'excuse à ce faible pourcentage. Nantes Métropole investit dans des plans vélos : 40 millions d'euros en 2006-2012, 50 millions en 2014-2020. Ce qui fait que l'agglomération compte aujourd'hui 530 kilomètres d'aménagements cyclables quand Bordeaux en dispose de moins de 200.
cycling  nantes  pqpc 
february 2017 by juliusbeezer
Le vélo urbain peut-il être « populaire » ? retour sur une collecte de récits vélo dans des quartiers d’habitat social nantais | transition socio-écologique
« Le vélo dans le logement social » est une petite commande de recherche subreptice passée fin 2016 à des étudiant-e-s de licence 3 de l’École d’architecture de Nantes dans leur unité d’enseignement dédiée au logement social (comprenant des « cours magistraux » d’histoire et d’anthropologie, ainsi que des « travaux dirigés » dans différents quartiers de l’agglomération). Les étudiant-e-s étaient sollicité-e-s sur la possibilité de documenter une absence réelle ou supposée, celle du renouveau du vélo urbain dans quelques quartiers d’habitat social de l’agglomération nantaise.

Le vélo dans le logement social, un angle mort du projet urbain ?
cycling  nantes  pqpc 
february 2017 by juliusbeezer
quartier de la Bottière, Nantes-Est | transition socio-écologique
Et si j’allais à la Bottière ? En vélo depuis l’ENSA de Nantes, il n’y a que 5,4 km, soit environ 20 minutes de trajet.
Premier scénario, j’ai ma carte bicloo, je peux enfourcher un bolide et … m’arrêter boulevard Dalby, la station 25 étant la plus proche de ma destination. Bon, il resterait 2.2 km, soit une demi-heure de marche pour atteindre le but fixé. Cela serait plus long que le temps nécessaire total, pour le même trajet effectué uniquement à vélo.
Deuxième scénario, j’ai mon vélo. Une piste cyclable m’est réservée sur à peu près tous les grands axes jusqu’à la maison de quartier de la Bottière. En revanche, dès que je pénètre dans le quartier lui-même, soit je partage la route avec les automobiles, soit les trottoirs et chemins avec les piétons.
Maintenant que je suis là, je ne sais trop où déposer mon vélo.
cycling  nantes  pqpc 
february 2017 by juliusbeezer
quartier du Château, Rezé | transition socio-écologique
lors, moi je suis le vélo violet qu’on voit sur la photo et j’habite dans le quartier de Rezé Château. Mon amie c’est Lucie, elle a 16 ans et elle s’occupe bien de moi, regardez je suis propre et j’ai deux cadenas ! Elle tient à moi car je suis le cadeau de son parrain. Actuellement c’est la journée, c’est pour ça que je suis garé dehors. D’ailleurs, c’est pratique, la ville a installé des supports à vélo juste en dessous de l’immeuble. En revanche, j’ai souvent peur des voitures … Et oui ils nous ont mis à l’endroit où elles se garent … Mais c’est pas les voitures qui me font le plus peur, c’est les gens … Le vélo de Chloé, une amie, s’est fait voler ses roues l’année dernière. Depuis, Lucie me rentre tous les soirs dans sa cave. C’est pas vraiment sa cave, c’est la cave de tout le monde et il y a pleins d’autres vélos avec moi, même une moto. Mais c’est pas toujours pratique, pour y aller on doit prendre un escalier étroit, je me prend souvent les murs et quand Lucie est trop chargée elle doit d’abord monter ses affaires chez elle avant de me descendre.
cycling  nantes  pqpc 
february 2017 by juliusbeezer
quartier de Malakoff, Nantes | transition socio-écologique
Quand je me déplace à Nantes, c’est la plupart du temps en vélo et comme je n’ai pas mon propre vélo, j’utilise le réseau Bicloo.
Quand je prends un Bicloo pour aller à Malakoff, à vrai dire, je ne sais pas si je vais trouver une station pour déposer mon vélo. Malakoff est situé à l’extrémité Est de la ville avant le périphérique et j’ai quelques doutes quand à la limite du réseau Bicloo. En effet, le réseau reste plutôt centré autour du centre-ville. Toutefois, je dirai que la limite Est de la ville en est très proche comparé à la limite Nord où la dernière station est Facultés (environ cinq kilomètres à vol d’oiseau du centre ville). Malakoff n’est en fait qu’à 1 km 5.
cycling  nantes  pqpc 
february 2017 by juliusbeezer
quartier du Sillon de Bretagne, Saint-Herblain | transition socio-écologique
e m’approche, et après quelques timides phrases échangées, je retente un « Et, y a-t’il des vélos par ici ?
– Boaf, vous savez, nous on est là toute la journée, c’est surtout des gamins… Pour aller à l’école quoi.
– Et puis là surtout en hiver, peu de risque d’en croiser ! » conclue l’autre.
Mon interrogation se fait de plus en plus grande. « Où c’est stocké ? Ouh la, aucune idée … » me répond l’un des deux. En somme, toujours rien.
Mon exploration continue, déambulant entre les buttes herborées, je longue l’imposant Sillon. Avec espoir, mon regard enveloppe tout son environnement, tentant de ne rien laisser filtrer. En l’air, entre les couvertures pendantes des fenêtres et les antennes de télévision ; Rien. Au sol, entre mes pieds et les traces laissées par les nombreuses poussettes et caddies ; Rien. Au sous-sol du bâtiment, entre les grilles et les portes fermées ; Rien. Au parking, parmi les voitures à l’arrêt et les scooters ; Rien.
cycling  nantes  pqpc 
february 2017 by juliusbeezer
quartier du Clos-Toreau, Nantes-Sud | transition socio-écologique
Elle était là, à côté de moi. Elle était à mes côtés mais tout nous opposait. Elle pédalait alors que moi je n’avais qu’à appuyer sur une pédale pour avancer. Elle était dans le froid, les doigts emmitouflés dans des gants en tenant fermement le guidon; alors que mes mains maintenant faiblement le volant, étaient plutôt bien réchauffées. Elle pédalait d’un air pressé, mais ne semblait pas fournir un effort intense. De la fumée sortait de sa bouche à chaque respiration et son bout du nez était tout rouge. Elle semblait avoir froid, j’en avais presque de la compassion. Moi, j’étais blottis dans mon fauteuil parfaitement ajusté, au chaud dans ma fidèle voiture.
cycling  nantes  pqpc 
february 2017 by juliusbeezer
The Permeability Project
At present the natural movement of cycle traffic is restricted in many ways, notably

one-way working
road closures without access for cycle traffic
severance due to ignorance of the need for permeability in land use planning

We therefore suggest adding 'convenient' to "healthy and safe" in this key objective.

Our proposal: 'The Permeability Project'

In order to achieve real convenience for cycle traffic, we propose the initiation of a 'Permeability Project', aiming for a street network with minimum diversion for cycle journeys, allowing direct and uncomplicated travel. The Permeability Project would consist of two stages, completion of which we suggest could fit into the time-frame of two years and five years respectively:
cycling  Hackney  permeability  pqpc 
january 2017 by juliusbeezer
Permeability restored - London Cycling Campaign in Hackney
Permeability restored
Maximising route choice, minimising diversion
A selection of recent permeability improvements
suggested by the London Cycling Campaign in Hackney
and implemented by London Borough of Hackney as part of its 'PRIDE' programme
cycling  Hackney  pqpc  permeability 
january 2017 by juliusbeezer
Olonne-sur-Mer. La mairie d'Olonne condamnée pour la dangerosité du réaménagement de l'avenue François-Mitterrand « Article « Le Journal des Sables
“Si les travaux (…) ont permis d’éviter le stationnement anarchique (…), les photographies versées aux débats démontrent toutefois que l’existence d’un emplacement de stationnement au droit de l’accès à la propriété de M. Bacquet est susceptible (…) de faire écran à la visibilité des véhicules venant par la gauche”, confirme le tribunal. “Ce risque a été aggravé par la mise en place d’une piste cyclable entre le trottoir bordant les propriétés (…) et la zone de stationnement créée”, constatent les juges...
Mais “cette étude, élaborée à partir d’un logiciel de simulation, n’a pas pris en compte l’impossibilité concrète pour M. Bacquet – compte-tenu notamment de la configuration du portail d’accès sa propriété – de pouvoir se déporter dès la sortie de son domicile sur la voie publique pour augmenter sa visibilité”, objectent les juges nantais.
pqpc  france 
january 2017 by juliusbeezer
Vélo en ville : les municipalités moulinent | L'imprévu - L'imprévu
Alors que 47,9% des Français évoquent le risque d’accident comme frein à l’utilisation du vélo pour leurs déplacements quotidiens – juste après la météo -, la mise en place d’aménagements sécurisés pour les cyclistes semble indispensable au développement de ce mode de déplacement. Pour la période 2015-2020, la mairie de Paris a engagé 150 millions d’euros dans son plan vélo. Parmi ses ambitions : doubler la longueur des voies cyclables, principalement sous forme de pistes dédiées.
cycling  france  pqpc 
january 2017 by juliusbeezer
News from Caroline Russell: Zebra crossings at bus stop bypasses a step in the right direction | London City Hall
Bypasses let bikes ‘stream’ around the back of bus stops to avoid getting tangled up in traffic overtaking stationary buses.

Concerns have been raised over how this could affect people with mobility issues getting to and from bus stops.

After Caroline Russell’s questioning, the Mayor has promised to trial six zebra crossings over bike lanes at bus stops to make journeys easier for people with disabilities.
cycling  pqpc  transport 
december 2016 by juliusbeezer
Safety effects of the London cycle superhighways on cycle collisions
This paper evaluates the effects of the London Cycle Superhighways (CS) on cycle collisions. A total of 45 CS segments and 375 control segments are observed for a period of 8 years in London.
Our models find that the increase in traffic was associated with a rise in annual total cycle collisions of around 2.6 per km (38% in percentage). However, when we re-estimate the effects based on cycle collision rates rather than levels, our results also show that the CS routes are not more dangerous or safer than the control roads. Among the four CS routes, CS3 performs the best in protecting cyclists with a large proportion of segregated lanes whilst the cyclists have to share the lanes with motorists on other routes.
road_safety  cycling  pqpc 
december 2016 by juliusbeezer
Potential pollution exposure reductions from small-distance bicycle lane separations
Three cyclists were equipped with a set of identical instruments and rode continuously along a road, the road׳s sidewalk (7 m away) and an off-road path (19 m away), for a total of 6 h and 45 min, over 5 afternoon sampling runs during fall. Data were analysed in the form of linear mixed-effects models, with cyclist position (distance from edge of nearest traffic lane), wind speed, and temperature, having statistically significant effects on mean exposures (p<0.05). Mean exposure to UFPs and CO were approximately 20–30% (p<0.01) lower at the sidewalk and 40–50% lower at the path, than at the road (p<0.01). These results highlight the potential exposure benefits of segregating cycleways, which helps inform city planning. Separating cycle lanes on key routes could help reduce cyclists׳ cumulative intake of pollutants, especially on heavily-trafficked roads.
cycling  airpollution  pqpc 
december 2016 by juliusbeezer
The Invisible Visible Man: A peeved pedestrian, a rider's broken shoulder and why it's time to stop designing for conflict
I remember an incident from the summer of 2013 as I rode home down the Hudson River Greenway on the west side of Manhattan. Near a narrow section where runners and pedestrians were forced together, I came upon a middle-aged Dutch man slumped on the ground and grasping at his shoulder. He had hurt himself, I later discovered, after a runner had stepped off the walkway and into his path, knocking him off.
cycling  road_safety  pqpc  netherlands  us  uk  philosophy  dccomment 
december 2016 by juliusbeezer
Pétition et protestation : Vélo qui rit change de braquet « Article « Voix du Jura
« Afin de signaler notre mécontentement dans l’avancement d’une de nos revendications depuis des années, notre association a peint une piste cyclable sur une cinquantaine de mètres le 12 novembre 2016 (lire ici). Nous avons été accueillis par la police nationale qui nous a rappelé que ce que nous nous apprêtions à faire était illégal. Nous avons cependant poursuivi notre action. Deux jours plus tard, la piste était karchérisée et la maire portait plainte pour dégradation de bien publique et mise en danger d’autrui, sans même nous contacter en amont pour discuter de l’objet de cette manifestation. Tout cela pour un bout de piste cyclable de 50 m sur un trottoir et trois pictogrammes vélo sur la chaussée de l’autre coté… »
cycling  pqpc  france 
november 2016 by juliusbeezer
Ottawa opted for 'less safe' O'Connor Street bikeway design to make way for cars - Ottawa - CBC News
The two-way lane on the east side of O'Connor that the city finally settled on was the third choice of the cycling infrastructure specialists, who felt the design is as direct as Option 1, "but is less safe."
Mobycon found the city's top choice takes up less road, but "the intersections with the side streets are more difficult than with one-directional cycle crossings."
road_safety  canada  cycling  pqpc 
november 2016 by juliusbeezer
Un vélo équipé pour diagnostiquer les itinéraires cyclables - Portail du Cerema
Un système innovant développé par le Cerema

Le Vél’audit, développé par le Centre d’Etudes et de Conception des Prototypes (CECP) d’Angers qui travaillait déjà sur les équipements de diagnostic des routes, répond à ce besoin. Il s’agit d’un vélo électrique équipé d’outils qui permettent de relever de nombreux paramètres :

Les largeurs,
La qualité visuelle de la chaussée : le type de revêtement, la présence de nids de poule de gravillons, d’eau stagnante, des anomalies d’entretien, …), le relevé des dispositifs d’assainissement (regards de visite, avaloirs…), la visibilité du marquage,
L’environnement,
Le niveau de confort (obstacles ponctuels, pentes, …), les obstacles rencontrés (stationnements, marches, poubelles, …)
La signalisation verticale

Après acquisition in situ, les données sont analysées à l’aide d’un logiciel dédié.
pqpc  france 
november 2016 by juliusbeezer
Bicycling crashes on streetcar (tram) or train tracks: mixed methods to identify prevention measures | BMC Public Health | Full Text
Our study included 276 people who had been injured while cycling and attended one of the three participating Toronto emergency departments. Of these, 139 had crashes at sites where streetcar or train tracks were present and 87 of those had crashes that directly involved the tracks. Three of the people who crashed at a streetcar track location could not remember enough detail about their crash to determine if the tracks were directly involved; these were classified as having unknown circumstances. None of the study participants had a collision with a streetcar or train.
The vast majority (85 %) of the track crashes resulted from the bicycle tire being caught in the flangeway (Table 1).
cycling  tram  pqpc  crash_report 
july 2016 by juliusbeezer
Ministerie van Infrastructuur en Milieu | Organisatie | Rijksoverheid.nl
Het ministerie van Infrastructuur en Milieu zet in op leefbaarheid en bereikbaarheid, met een vlotte doorstroming in een goed ingerichte, schone en veilige omgeving. Het ministerie werkt aan krachtige verbindingen over de weg, spoor, het water en door de lucht, beschermt tegen wateroverlast en bevordert de kwaliteit van lucht en water. Een leefbaar, bereikbaar en veilig Nederland. Daar werkt IenM aan.
netherlands  dutch  pqpc 
june 2016 by juliusbeezer
Les piétons regagnent lentement du terrain en France
A partir de ce 8 mai, les Champs-Élysées seront sans voiture chaque 1er dimanche du mois. A petits pas, de nouvelles mobilités piétonnes se développent dans un pays où le rapport à son véhicule et à la pollution changent. Enquête d’Eric Chaverou complétée par vos témoignages sur les réseaux sociaux.
pqpc  walking  français  radio 
june 2016 by juliusbeezer
Lidar - Wikipedia, the free encyclopedia
Lidar (also written LIDAR, LiDAR or LADAR) is a remote sensing technology that measures distance by illuminating a target with a laser and analyzing the reflected light. Although thought by some to be an acronym of Light Detection And Ranging,[1] the term lidar was actually created as a portmanteau of "light" and "radar".[2][3] Lidar is popularly used as a technology to make high-resolution maps, with applications in geomatics, archaeology, geography, geology, geomorphology, seismology, forestry, remote sensing, atmospheric physics,[4] airborne laser swath mapping (ALSM), laser altimetry, and contour mapping.
pqpc  tools 
november 2015 by juliusbeezer
Driver swore at cyclist and then deliberately drove into her | road.cc
Davidson-Hall signalled for Butland to overtake, but he instead screamed at her: “Get off the f***king road. You should be on the cycle path.”

Jones said that while there was a track alongside the road, she was quite entitled to use the road.

Butland then swerved towards the cyclist in what was interpreted as “some kind of warning.” He then swerved a second time, this time making contact, causing her to wobble and a third such manoeuvre meant his car hit her arm. Jones said Davidson-Hall “sensibly” fell to her left and not to her right and into the carriageway.

The incident was said to have been blatant
cycling  driving  pqpc 
november 2015 by juliusbeezer
UPDATED: Road rage Pembroke Dock driver knocked cyclist off her bike (From Western Telegraph)
Mr Jones said Miss Davidson-Hall, aged 30, signalled for Butland to overtake her, but instead he drew alongside and screamed, “Get off the f***king road. You should be on the cyclepath.”

He then swerved into her “as some kind of warning” but failed to make contact with her.

Butland swerved at her a second time, this time hitting her and making her wobble.

On the third occasion his car hit her arm and she “sensibly” fell to her left and not to her right and into the carriageway.

Butland, of Military Road, Pennar, drove off but was arrested later the same day.

He admitted shouting at her but not deliberately swerving into her. Later, he admitted a charge of dangerous driving.

Mr Jones said his driving had been so blatant that other motorists had had a clear view and reported him to the police.

Mr Jones said details of Miss Davidson-Hall's recovery from her injuries were unknown as she worked as a medical officer onboard trawlers operating off the coast of the United States and it has been impossible to contact her.

David Williams, the barrister representing Butland, said it was difficult to explain his behaviour except to say he had become angry at seeing Miss Davidson-Hall riding in the carriageway when he thought she should have been on the cycle path.

"There cannot be argument that she should not be compensated," he added.

The judge, Mr Recorder Jonathan Furness, said Butland's driving had been "inexplicable and inexcusable."

"You decided this lady should not have been on the road, although she had been riding quite lawfully.

"It is not for members of the public to get involved in the way that you did," he added.
pqpc  cycling  road_safety  law 
november 2015 by juliusbeezer
Study: The Latest Evidence That Bike Helmet Laws Don't Help Rider Safety - CityLab
The point is not that helmets do nothing or that you shouldn’t wear them. If you fall off your bike and hit your head, it’s obviously much better to have a helmet on. At a personal level, if that’s what it takes to get you riding, by all means, helmet up. But at the local government level, it’s time to recognize that other safety measures have far greater public health benefits—in particular, well-designed infrastructure that separates riders from general traffic.

[my comment: Helmet laws were always a victim-blaming distraction from the real issue of bad driving and disrespect for cyclists, so research results that discredit helmet compulsion as an effective public health measure are hardly surprising. Looks like it's time to jump ship and demand "better infrastructure," while ignoring, of course, the real problem: too many motor vehicles, negligently driven.
Vancouver? Illegal to even cycle two abreast there, I read. Mustn't delay the motorist for even a moment, must we? I do understand that as a major oil producing country, each new cyclist is bad news for your economy. Best put the cyclists off the road on to some annoying narrow cycle lanes with plenty of stop lines and long waits at tricky junctions. If you can ensure the cycle track surfacing is inferior, whilst banning cyclists from using the nice smooth direct road alongside, so much the better. Make sure you include plenty of car parking alongside so they'll get doored now and again. Do route cyclists up on to the sidewalk from time to time: it's an effective way of making cyclists more generally disliked by pedestrians, further diverting attention from the real problem.
Yes, more cycle infrastructure is certainly the answer: for committed Fordists.]
cycling  helmetwars  canada  dccomment  pqpc 
november 2015 by juliusbeezer
Why Cyclists Blow Through Stop Signs: It's Physics : TreeHugger
on a street with a stop sign every 300 feet, calculations predict that the average speed of a 150-pound rider putting out 100 watts of power will diminish by about forty percent. If the bicyclist wants to maintain her average speed of 12.5 mph while still coming to a complete stop at each sign, she has to increase her output power to almost 500 watts. This is well beyond the ability of all but the most fit cyclists.
cycling  pqpc  science  physiology 
september 2015 by juliusbeezer
The F325 Fast Cycle Route Arnhem – Nijmegen | BICYCLE DUTCH
The route replaces an existing cycle route that was about 3 kilometres longer. The new path is 4 metres wide and has a surface of smooth red asphalt. Cycling gets priority on junctions as much as possible. The path makes it possible to cycle so fast that it offers an attractive alternative to driving to work for the almost 12,000 employees that work somewhere alongside the new route. It is expected that about 2,000 people will use the route daily. It is hoped that this will be enough to decrease the traffic congestion in the area.
cycling  netherlands  pqpc 
september 2015 by juliusbeezer
6 reasons to use Strava | road.cc
about strava, with some reasonable comments
pqpc  cycling  commenting 
september 2015 by juliusbeezer
Galileo: How Europe's answer to GPS will revolutionise your phone | TechRadar
Satnav receivers work out their position by timing the signals sent out by the satellites high above. An error of just a billionth of a second results in a 30cm error range.

Galileo's clocks are accurate to less than one nanosecond per 24 hours, meaning it can pinpoint your location to within a metre. GPS' margin of error can be ten times greater. So when you're lost on foot in an unfamiliar city, Galileo will be ten times less likely to lead you astray.

Galileo's satellites also soar at a higher altitude than GPS', meaning they have a wider cone of vision and thus there's more chance of you being within range of the four satellites needed for the satnav receiver to figure out its position – which is helpful if you're exploring a remote area.
pqpc  maps 
september 2015 by juliusbeezer
Video: Cycling app automatically marks potholes with spray paint | road.cc
The Auto-Complain app works with a phone's accelerometer to identify bumps in the road and you can set it to a personalised threshold, depending on what you consider to be a problem. When it detects a sufficiently large disturbance, the app logs the location and – if the spray attachment is being employed – marks the spot with a jet of paint.
cycling  pqpc 
september 2015 by juliusbeezer
The Great Big Academic Roundup | Cycling Embassy of Great Britain
While motor traffic risk was a key barrier to cycling for older people, and protected infrastructure important, older people disliked shared pavement-type infrastructure. Velasco et al’s more quantitative investigation (link is external) similarly concluded that older cyclists strongly preferred protected cycleways, but preferred these cycleways to separate them from pedestrians too. This makes sense: while pedestrian-cyclist conflicts are a lot less risky than conflicts with motors, older people are more vulnerable to injury than are younger people.
cycling  pqpc 
august 2015 by juliusbeezer
Vole O'Speed: Taking the lane: a personal history
The new standards LCC adopted in 2013 meant that without speeds of 20 or lower plus very low motor vehicle volumes (generally only attainable on roads closed to through motor traffic), the campaign would henceforth not except as adequate route implementations those which were not physically segregated by some means or another. This was, at last, the clear and definitive endorsement of the policy I had been seeking since before 2000. The long internal arguments were over (in LCC, if not in the national organisations CTC and Cyclenation), and we could campaign unequivocally for what we needed for inclusive mass cycling. One novel means of segregation was being experimented with in Camden, where the Royal College Street track was rebuilt in 2013 with lightweight segregation on both sides of the road, to allow a capacity increase of at least 33%. This was another significant bit of taking the lane.
cycling  London  history  pqpc 
august 2015 by juliusbeezer
Court hears how truck driver reached for mobile phone immediately before hitting and killing Plymouth cyclist | road.cc
Dennehy lived with his mother who described him as being ‘fastidious’ about his cycling, even going so far as to carry a dustpan and brush with which to sweep up broken glass he found on the road. She said that on the day of the incident, he had been wearing a high-vis jacket and a white helmet.
cycling  pqpc 
august 2015 by juliusbeezer
Amsterdam Uni hosts world's first university course on cycle planning | Bicycle Business | BikeBiz
While engineering provisions for cycling will play a key role at the summer school, Brömmelstroet stressed that hard infrastructure should not be treated as the only measure that a cycling city requires. He told students that he wanted to dispel many of the “tropes” that have developed about the high modal share for cycling in the Netherlands. For a start, the average modal share of 25 percent – while stellar in international terms – has remained static since 1980...

He also revealed that a soon-to-be-published study shows that the fastest growing mode of transport in Amsterdam is not the bicycle but the moped.
cycling  netherlands  pqpc 
july 2015 by juliusbeezer
The effusions of M. Julius Beezer: Taking the high road
Here in Nantes such separatist infrastructure is proliferating, with, in some cases, bans for cyclists who use the (superior) road alongside, so I do question it. (FR) A good example of this regrettable tendency is the two-way cycle track that has been laid parallel to the D75 which runs from the village of Indre, at sea-level on the Loire, to Orvault, ten kilometres north. Orvault bourg is fifty metres above sea-level. To get there, you climb out of the Loire valley, and up onto the lip of the Massif Armorican. This is considered a mountain range by the geologists, though it's a low one.

It's not quite true to say they don't have any hills at all in Holland or Denmark, but basically they don't.
pqpc  nantes 
july 2015 by juliusbeezer
Ottawa-Carleton commuter cyclist on- and off-road incident rates. - PubMed - NCBI
The relative rates of collisions on the three different facility types were not statistically different from 1.0. The relative rates for falls and injuries suggest it is safest to cycle on-road followed by off-road paths and trails, and finally least safe on sidewalks. While there were no major injuries reported on sidewalks, the relative rate for these events on paths was greater than the rate for roads. The absolute event rates per bicycle kilometre were found to be between 10 and 41 times higher than similar rates for automobile travel. Results suggest a need to discourage sidewalk cycling, and to further investigate the safety of off-road paths/trails.
cycling  road_safety  pqpc 
june 2015 by juliusbeezer
Faut-il remettre les cyclistes rapides sur la route ? | GRACQ
Le test mené aux Pays-Bas consistait à demander, pendant une semaine, aux cyclistes rapides (plus de 30km/h) de circuler sur la chaussée.

Signalisation spécifique du test

Les observations ont montré que les cyclistes très rapides ont bien emprunté la route, en agglomération, sans faire chuter pour autant de beaucoup la vitesse moyenne sur la piste cyclable (18,5 km/h).
cycling  belgique  netherlands  pqpc 
june 2015 by juliusbeezer
Code
Les zones réservées aux véhicules sont des zones interdites pour toi !
La rue, c’est fait pour que chacun puisse se rendre d’un endroit à un autre. C’est un espace(note15) utilisé par toutes sortes de véhicules et les piétons.
Tu utilises les trottoirs pour marcher et les passages piétons pour traverser.

Le trottoir : c’est la zone réservée aux piétons.
La chaussée : c’est la zone réservée aux véhicules, elle est interdite aux piétons sauf aux passages piétons où tu peux traverser.
road_safety  france  police  pqpc 
may 2015 by juliusbeezer
Justice / Textes et réformes / Loi renforçant la lutte contre la violence routière
- favoriser le déplacement des obstacles dangereux placés en bordure de route ;
pqpc  france  law 
december 2014 by juliusbeezer
Mise au point sur les déplacements routiers
De manière plus conceptuelle, lorsque dans le but de « gagner leur vie », des personnes ont conçu des aménagements qui font perdre à leurs usagers, du temps, beaucoup d’énergie, leur dignité (et éventuellement la vie), et à l’Etat de l’argent, on se demandera alors quel est l’objectif final de l’équation.

Et à trop construire des aménagements cyclables foireux voire dangereux, on en vient par exemple à des situations du style où, sur l’Ile de Ré (l’île pourtant désignée comme étant une « reine du vélo ») cette jeune automobiliste nous dépassant pourtant sans aucune difficulté, nous a scandé quasi hystériquement, à nous quatre pauvres petits cyclotouristes pourtant en file indienne « Mais vous pouvez pas aller sur les pistes cyclables, non ??!!
cycling  france  pqpc 
december 2014 by juliusbeezer
L'Ouest en mémoire - Fiche Média
Le pont de Cheviré est un pont routier situé à l'ouest de Nantes, c'est-à-dire en aval de la Cité des Ducs. Grâce à ce pont, Nantes est devenue un véritable "échangeur", entre la Bretagne et le Sud-Ouest mais aussi entre le Nord et le Sud de l'Europe. Il fut inauguré le 27 avril 1991 en présence de Michel Rocard, premier ministre. La route qui passe sur le pont est le périphérique de Nantes, une "2x3 voies" de circulation. Commencé fin 1986 d'après les dessins de l'architecte P. Fraleu, il fut construit en un peu plus de quatre ans. Ouvert à la circulation lors du premier trimestre de 1991, ce pont - également dénommé viaduc de Cheviré - enjambe la Loire à cinquante mètres de hauteur. Il est l'un des principaux ouvrages du projet de contournement ouest de l'agglomération nantaise, alors en pleine croissance.
pqpc  chevire 
december 2014 by juliusbeezer
Smart Advocacy CAN Increase Cycling | Commute Orlando
1.10 The Hackney Transport Strategy adopts a hierarchy of road users which places cyclists in the second place, after pedestrians:
• Pedestrians
• Cyclists
• Public transport users
• Powered two wheelers
• Freight distribution (local)
• Car users (multi-occupancy)
• Car users (local)
• Car users (non-local)
cycling  London  pqpc 
november 2014 by juliusbeezer
Hackney shows you don’t have to have lots of cycling infrastructure to get more people on bikes | TXNews | Transport News
The London Borough of Hackney has one of the fastest growth rates of cycling anywhere in the UK, yet planners and transport professionals visiting this borough with a view to imitating its success on their own turf may be surprised to see little in the way of conspicuous cycle facilities.
cycling  pqpc  London 
november 2014 by juliusbeezer
i b i k e l o n d o n: What's Dutch about Hackney? Finding out what makes London's most successful cycling borough tick
The Hackney branch of the London Cycling Campaign have been working with the borough very closely for many years, encouraging the Council to consider the bicycle in all that they do; from approving planning applications, to which bin lorries they procure. And where they've had the most evident success on the ground is with their programme of "filtered permeability" interventions; making one way streets two way again, using bollards to make streets no-through-roads for motorised traffic, hence becoming a handy cut-through for cyclists and pedestrians. Clever short-cuts and links, made with little more than a dropped curb or a handy bollard, have allowed cyclists to avoid the busiest and most unpleasant roads, whilst efforts to unwind all of the biggest gyratories in the borough continue. Long-serving Councillor and former cabinet member Vincent Stops has a long list on his blog of some of the interventions done in recent years to encourage more travel by bicycle, which is well worth a read.

But is this over-egging the pudding? Is Hackney a popular spot for cycling simply by lucky coincidence, a chance concurrence of beneficial elements? It is worth remembering that although 14.6% of trips to work might be by bike, the modal share for all journeys by bicycle in the borough remains low compared to other means of transport.
cycling  London  pqpc 
november 2014 by juliusbeezer
How to Get Open Source Android | Linux.com
let's look at how to get a FOSS Android operating system.
tools  android  htc-desire  pqpc 
october 2014 by juliusbeezer
Quand les pistes cyclables améliorent le trafic automobile
Mais combien de fois ,meme des gros camion de chantier comme les autos,essaient de passer à des rétrécissement de chaussées,alors meme que je suis sur une voie cyclabe,vous brule la priorité en vous doublant et passent à moin de 10 cm.Ceci est très dangereux,il n’y a que les bus qui vous laisse passés par amabilité et ne force en aucun cas le passage.dès fois aussi on se fait agresser,alors que la circulation est très dense,parce que vous vous trouver sur la route ,et sont presque à vous renverser,car pour eux ils faut que je prenne la piste cyclable qui je le souligne n’est pas obligatoire et pour moi c’est une commodité ,car le trajet est moin long..pour conclure les pistes cyclable à nantes sont faits pour des trajets touristiques et conçues pour des familles le week end ,ce qui veut dire qu’elle ne servent pratiquement pour les pluparts à rien en semaine.
français  cycling  pqpc  nantes  commenting  dccomment 
october 2014 by juliusbeezer
CAMWEST — Assessing a Cycle Path Scientifically
Robson 2008
After riding paths of varying quality with a small group recently, the means of measuring a path became apparent when one of the group said of a perfect path, “You get back 100% of your effort in the trip time”. Stated simply, the perfect path where a rider can cruise at their normal cruising speed without any impediment gets a rating of 100%. As obstacles mount, so the path rating drops. Eventually there are enough obstacles to affect the mental outlook of the frustrated cyclist and the speed drops even further. We found our highest speeds were on the most attractive tracks, because we felt we would be rewarded for our effort.
pqpc  cycling 
october 2014 by juliusbeezer
VTI - Measuring the surface evenness of cycle paths. Development and test of a method to assess the riding quality perceived by cyclists based on the longitudinal profile of a cycle path
a method for measuring the surface evenness of cycle paths has been tested and evaluated. The method is based on measurement of the cycle path's longitudinal profile with two laser sensors mounted at the back of a small car that is also equipped with a GPS and a camera. Several measurements were made on sections of variable quality on cycle paths in the town of Malmö.
In order the measurements of the longitudinal profile to be associated with the riding quality perceived by cyclists, a test was carried out in which three groups of cyclists, a total of 21 individuals, were asked to cycle along a loop and to assess their impression of the surface of some test sections of variable standard. It was found, among other things, that it was difficult for the cyclists to ignore the surroundings and to assess only the surface itself, and that there was a large individual difference in the assessments of the cyclists. It is therefore difficult to draw conclusions on what the "average" cyclist thinks, but it was nonetheless possible to make a distinction between assessments of the different sections. In order to obtain a clearer description of the significance of the size of an unevenness for the cyclists' perceived riding quality, yet another test was performed. A number of cyclists were asked to cycle over some bars of metal of varying thickness and to assess their impressions on riding over these. These tests showed that there appears to be a limit at the height of about 10 mm (amplitude) for an unevenness to be perceived as unpleasant.
pqpc  cycling  sweden 
october 2014 by juliusbeezer
Bicycles measure the quality of cycle paths in Belgium | Eltis
Flanders, the Dutch speaking part of Belgium, has a network of inter-municipal cycle connections of approximately 12,000 kilometres, some built 20 to 30 years ago... Minister of Mobility and Public Works Hilde Crevits wants not only to invest in new cycle paths, but also to upgrade old infrastructure to modern standards... in 2010, the ministry bought 5 bicycles which measure cycle path flatness by recording vibration levels... [&] add vibrational comfort as a factor in assessment of cycle path quality.
pqpc  cycling  belgique 
october 2014 by juliusbeezer
LE FABLAB | Plateforme C
Plateforme C est un fablab : un atelier de fabrication numérique et de prototypage rapide mutualisé entre une association, des établissements d’enseignements supérieurs et une plateforme régionale d’innovation.

Un fablab est un atelier qui regroupe un ensemble de machines à commande numérique – c’est-à-dire commandées par ordinateur – ainsi que les outillages standard mécaniques et électroniques, et dans lequel il est possible de fabriquer “presque n’importe quoi”.
tools  cycling  nantes  pqpc 
october 2014 by juliusbeezer

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